Vehicle driving path planning method and device, electronic equipment, medium and vehicle

Abstract

The invention relates to a vehicle driving path planning method and device, electronic equipment, a medium and a vehicle. The method comprises the following steps: acquiring a plurality of candidate paths of a target vehicle on a target lane of a traffic intersection; for each candidate path in the plurality of candidate paths, calculating a first safety cost of the candidate path by using static driving information of a road in the candidate path, and calculating a second safety cost of the candidate path by using at least one target interference path corresponding to the candidate path and the turning curvature, determining the total security cost of the candidate path according to the first security cost and the second security cost; and determining the candidate path with the minimum total safety cost as a target driving path of the target vehicle. In this way, when the target vehicle is at the traffic intersection, the influence of the interference paths existing in the candidate paths on the safety of the target vehicle in the driving process is considered, and the safety of the target vehicle in the driving process is improved.

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 the collected driving environment information. When a vehicle encounters an obstacle while driving along the target driving path, it usually avoids it by accelerating or decelerating, or by a sampling and search-based method.

[0004] However, for complex and diverse traffic scenarios such as traffic intersections, the existing technology cannot avoid the safety impact of dynamic obstacles such as vehicles and pedestrians on the interference path at traffic intersections, resulting in low safety during vehicle driving. 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. When a target vehicle is at a traffic intersection, it is possible to determine the second safety cost generated by the target interference path during the driving process of the target vehicle based on one or more target interference paths in the target lane obtained dynamically and their corresponding turning curvatures, and further combine the first safety cost and the second safety cost to determine the target driving path among multiple candidate paths. In this way, when the target vehicle is at a traffic intersection, the interference path existing in the candidate path affects the safety of the target vehicle during driving, thereby improving the safety of the target vehicle during driving.

[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 for a target vehicle on a target lane at a traffic intersection;

[0007] For each candidate path among the multiple candidate paths, a first safety cost of the candidate path is calculated using static driving information of roads in the candidate path, a second safety cost of the candidate path is calculated using at least one target interference path and a turning curvature corresponding to 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, before calculating the second safety cost of the candidate path by using at least one target interference path corresponding to the candidate path and the turning curvature, the method further includes:

[0010] Acquire at least two initial interference paths existing in each candidate path, and dynamic obstacles in the initial interference paths;

[0011] According to the magnitude relationship between the total number of obstacles of the dynamic obstacles and a preset value, the at least one target interference path is determined in the at least two initial interference paths.

[0012] Optionally, the candidate paths include: a target lane exit and a target lane entrance; the traffic intersection includes multiple intersections;

[0013] The obtaining of at least two initial interference paths existing in each candidate path includes:

[0014] Acquire a plurality of executable paths respectively existing in the plurality of intersections, the executable paths comprising: a driving lane exit intersection and a driving lane entrance intersection;

[0015] At least one initial interference path is determined from a plurality of drivable paths according to a target lane exit, a target lane entrance, a driving lane exit, and a driving lane entrance.

[0016] Optionally, the determining the at least one target interference path in the at least two initial interference paths according to the magnitude relationship between the total number of obstacles of the dynamic obstacles and a preset value includes:

[0017] For the dynamic obstacles in each initial interference path, the total number of the dynamic obstacles in the initial interference path is counted, and when it is determined that the total number of obstacles is greater than a preset value, the initial interference path is determined to be a target interference path.

[0018] Optionally, the calculating the second safety cost of the candidate path by using at least one target interference path corresponding to the candidate path and the turning curvature includes:

[0019] Summing up the costs corresponding to the at least one target interference path to obtain a first cost of the candidate path, wherein the cost corresponding to each target interference path is 1;

[0020] Determine the second cost of the candidate path by using the magnitude relationship between the turning curvature and the preset curvature;

[0021] The first cost and the second cost are summed to obtain the second security cost.

[0022] Optionally, the determining the second cost of the candidate path by using the magnitude relationship between the turning curvature and a preset curvature includes:

[0023] When the turning curvature is greater than the preset curvature, an initial third cost is calculated according to the turning curvature and the preset curvature, and a maximum value between the initial third cost and 0 is determined as the third cost; or

[0024] When the turning curvature is less than or equal to the preset curvature, the third cost is determined to be infinite.

[0025] Optionally, the method further includes:

[0026] Obtaining a target distance between the target vehicle and the target lane exit;

[0027] When it is determined that the target distance is less than or equal to a preset distance, at least one target interference path and a turning curvature corresponding to each of the multiple candidate paths are obtained, wherein the preset distance is used to determine whether the target vehicle can perceive the environment of the traffic intersection.

[0028] In a second aspect, an embodiment of the present disclosure provides a vehicle driving path planning device, comprising:

[0029] A candidate path acquisition module is used to acquire multiple candidate paths of a target vehicle on a target lane at a traffic intersection;

[0030] 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 static driving information of roads in the candidate path, calculate a second safety cost of the candidate path using at least one target interference path and a turning curvature corresponding to the candidate path, and determine a total safety cost of the candidate path according to the first safety cost and the second safety cost;

[0031] 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.

[0032] In a third aspect, an embodiment of the present disclosure provides an electronic device, including:

[0033] one or more processors;

[0034] a storage device for storing one or more programs,

[0035] 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.

[0036] 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.

[0037] 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.

[0038] Compared with the prior art, the technical solution provided by the embodiments of the present disclosure has the following advantages:

[0039] The vehicle driving path planning method provided by the embodiment of the present disclosure obtains multiple candidate paths on the target lane of the target vehicle at the traffic intersection; for each candidate path in the multiple candidate paths, the first safety cost of the candidate path is calculated using the static driving information of the road in the candidate path, and the second safety cost of the candidate path is calculated using at least one target interference path and the turning curvature corresponding to the candidate path, and the total safety cost of the candidate path is determined according to 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. In the above process, when the target vehicle is at the traffic intersection, the second safety cost generated by the target interference path during the driving process of the target vehicle can be determined according to one or more target interference paths in the target lane obtained dynamically, and the corresponding turning curvature, and the target driving path is determined in the multiple candidate paths in combination with the first safety cost and the second safety cost. In this way, the interference path existing in the candidate path when the target vehicle is at the traffic intersection is considered to affect the safety of the target vehicle during the driving process, thereby improving the safety of the target vehicle during the driving process. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] 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.

[0041] 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.

[0042] Figure 1 It is a flow chart of a vehicle driving path planning method provided by an embodiment of the present disclosure;

[0043] Figure 2 is a schematic diagram of a vehicle right turn scenario provided by an embodiment of the present disclosure;

[0044] Figure 3 is a structural schematic diagram of a vehicle driving path planning device provided by an embodiment of the present disclosure;

[0045] Figure 4 It is a structural schematic diagram of an electronic device provided by an embodiment of the present disclosure. DETAILED DESCRIPTION

[0046] 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.

[0047] 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.

[0048] 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:

[0049] S11. Acquire multiple candidate paths of the target vehicle on the target lane at the traffic intersection.

[0050] The target lane refers to the lane where the current target vehicle is traveling at the traffic intersection, such as Figure 2 As shown, for the right turn scenario, the lane a1 where the target vehicle 200 is traveling at the traffic intersection is the target lane, 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.

[0051] The candidate paths mentioned above refer to multiple drivable paths that the target vehicle traverses in the map at the traffic intersection in combination with static driving information, wherein the static driving information includes but is not limited to static environmental information and traffic rules. The static environmental information may be, for example, static obstacles, and the static obstacles include but are not limited to parked vehicles, stations, etc. Traffic rules may be, for example, traffic signs, such as deceleration signs, or traffic signs to watch out for pedestrians or children. However, this is not limited to this, and the present disclosure does not specifically limit this, and those skilled in the art may make specific settings according to actual conditions. For example, continue to refer to Figure 2As shown, for the right turn scenario, the drivable paths (a1, b1), (a1, b2) and (a1, b3) of the target vehicle 200 when turning right at the traffic intersection are candidate paths, 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.

[0052] Specifically, for a target vehicle at a traffic intersection, multiple candidate paths corresponding to the target vehicle on a target lane are obtained.

[0053] S12. For each candidate path among the multiple candidate paths, the first safety cost of the candidate path is calculated using the static driving information of the roads in the candidate path, and the second safety cost of the candidate path is calculated using at least one target interference path and the turning curvature corresponding to the candidate path. The total safety cost of the candidate path is determined based on the first safety cost and the second safety cost.

[0054] The target interference path refers to a path where a dynamic obstacle such as a vehicle is determined to exist during the driving process of the target vehicle, which will hinder the normal driving of the target vehicle 200, or a path that affects the safety of the target vehicle 200. Figure 2 As shown, following the above embodiment, for the candidate path (a1, b2), its corresponding target interference path is (c1, b2) and (d2, b2), that is, there are dynamic obstacles such as moving vehicles on the driving paths (c1, b2) and (d2, b2) that hinder the normal driving of the target vehicle 200, but it 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.

[0055] 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.

[0056] Optionally, the turning curvature 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 specifically set it according to actual conditions.

[0057] Specifically, after obtaining multiple candidate paths corresponding to the target vehicle on the target lane at the traffic intersection, for each of the multiple candidate paths, the first safety cost of the candidate path is calculated according to the static driving information of the road in the candidate path, and the second safety cost of the candidate path is calculated according to the corresponding at least one target interference path and the turning curvature. 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.

[0058] 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.

[0059] Exemplarily, for candidate path A, its static driving information is determined to be only 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 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.

[0060] 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.

[0061] S13. Determine a candidate path with the minimum total safety cost as the target driving path of the target vehicle.

[0062] 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.

[0063] In this way, the vehicle driving path planning method provided by the embodiment of the present disclosure obtains multiple candidate paths on the target lane of the target vehicle at the traffic intersection; for each candidate path in the multiple candidate paths, the first safety cost of the candidate path is calculated using the static driving information of the road in the candidate path, and the second safety cost of the candidate path is calculated using at least one target interference path and the turning curvature corresponding to the candidate path, and the total safety cost of the candidate path is determined according to 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. In the above process, when the target vehicle is at the traffic intersection, the second safety cost generated by the target interference path during the driving process of the target vehicle can be determined according to one or more target interference paths in the target lane obtained dynamically, and the corresponding turning curvature, and the target driving path is determined in the multiple candidate paths in combination with the first safety cost and the second safety cost. In this way, the interference path existing in the candidate path when the target vehicle is at the traffic intersection is considered to affect the safety of the target vehicle during the driving process, thereby improving the safety of the target vehicle during the driving process.

[0064] Optionally, based on the above embodiment, in some embodiments of the present disclosure, before calculating the second safety cost of the candidate path by using at least one target interference path and the turning curvature corresponding to the candidate path, the method further includes:

[0065] Step A1: Obtain at least two initial interference paths existing in each candidate path and dynamic obstacles in the initial interference paths.

[0066] The initial interference path refers to a path that may hinder the target vehicle 200 from driving normally during driving. Figure 2 As shown, for the candidate path (a1, b2), its corresponding initial interference paths are (c1, b2), (d1, b2), (d2, b1) and (d2, b2), that is, there may be dynamic obstacles such as vehicles on the driving paths (c1, b2), (d1, b2), (d2, b1) and (d2, b2) that may hinder the normal driving of the target vehicle 200, but this is not limited to the present invention. The present disclosure does not specifically limit this, and those skilled in the art can make specific settings according to actual conditions.

[0067] Optionally, based on the above embodiments, in some embodiments of the present disclosure, the candidate paths include: a target lane exit and a target lane entrance, the target lane exit refers to the intersection where the target vehicle exits from the traffic intersection in scenarios such as going straight, turning right, or turning left, and the target lane entrance refers to the intersection where the target vehicle enters from the traffic intersection in scenarios such as going straight, turning right, or turning left, and the traffic intersection includes multiple intersections.

[0068] For example, continue to refer to Figure 2 As shown, for a traffic intersection such as a crossroad, including intersection 210, intersection 220, intersection 230, and intersection 240, for a candidate path (a1, b2), the lane intersection where b2 is located is the target lane entrance intersection, and correspondingly, the lane intersection where a1 is located is the target lane exit intersection, but not limited to this, for a traffic intersection including multiple intersections, it can be determined according to the actual situation of the traffic intersection, based on this, one implementation method of obtaining at least two initial interference paths existing in each candidate path can be:

[0069] Step B1: Acquire multiple drivable paths existing in multiple intersections respectively.

[0070] Among them, the drivable path includes: the driving lane exit and the driving lane entrance. Figure 2 As shown, for the drivable path (c1, b3) in the traffic intersection, the exit of the driving lane is the intersection of the c1 lane, and the entrance of the driving lane is the intersection of the b3 lane, 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.

[0071] Step B2: determining at least one initial interference path from a plurality of expeditable paths according to the target lane exit, the target lane entrance, the driving lane exit, and the driving lane entrance.

[0072] Specifically, for a traffic intersection including multiple intersections, multiple expeditable paths existing in the multiple intersections are obtained, and at least one initial interference path is determined among the multiple expeditable paths based on a target lane exit and a target lane entrance included in the candidate paths and a driving lane exit and a driving lane entrance included in the expeditable paths.

[0073] Optionally, based on the above embodiments, in some embodiments of the present disclosure, one implementation of step B2 may be: according to the target connection attributes of the target lane exit and the target lane entrance; according to the target connection attributes and the preset relationship, at least one initial interference path is determined from multiple executable paths. The preset relationship includes: the initial interference path and the interference relationship between the target connection attributes.

[0074] The above-mentioned target connection attributes include edge-to-edge connection and non-edge-to-edge connection. The edge-to-edge connection means that the lanes corresponding to the target lane exit and the target lane entrance are the first lanes in driving scenarios such as straight driving, right turn, and left turn.

[0075] For example, continue to refer to Figure 2As shown, for the candidate path (a1, b1), lane a1 is the first lane of intersection 240 in the right turn scenario, and lane b1 is the first lane of intersection 230 in the right turn scenario, then the candidate path (a1, b1) is edge-to-edge connected, and for the candidate path (a1, b2), lane b2 is a non-first lane of intersection 230 in the right turn scenario, then the candidate path (a1, b1) is non-edge-to-edge connected, 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.

[0076] Step A2: determining at least one target interference path from at least two initial interference paths according to the relationship between the total number of dynamic obstacles and a preset value.

[0077] Among them, the preset value is used to determine whether the dynamic obstacles in each interference path will cause the set parameters to the normal driving of the target vehicle, that is, when there are multiple dynamic obstacles in the initial interference path, interference will be caused to the target vehicle traveling on the candidate path. The preset value can be 2, for example, but is not limited to this. The present disclosure does not specifically limit it, and technical personnel in this field can set it specifically according to actual conditions.

[0078] Specifically, for each dynamic obstacle existing on the initial interference path, the total number of the dynamic obstacles is compared with a preset value, and at least one target interference path is determined from at least two initial interference paths.

[0079] Optionally, based on the above embodiments, in some embodiments of the present disclosure, an implementation manner of step A2 may be:

[0080] Step A21: for each dynamic obstacle in the initial interference path, the total number of dynamic obstacles in the initial interference path is counted, and when it is determined that the total number of obstacles is greater than a preset value, the initial interference path is determined to be a target interference path.

[0081] Specifically, for each dynamic obstacle existing on the initial interference path, the total number of dynamic obstacles of the initial interference path is counted. After the total number of obstacles is obtained, the total number of obstacles is compared with a preset value. When it is determined that the total number of obstacles is greater than the preset value, the initial interference path is determined to be the target interference path.

[0082] It should be noted that for each dynamic obstacle corresponding to the initial interference path, the driving position of the dynamic obstacle is obtained. When it is determined that the driving position of the dynamic obstacle is on the initial interference path, the dynamic obstacle affecting the target vehicle on the initial interference path is further determined based on the driving direction of the dynamic obstacle and the target driving direction of the target vehicle on the candidate path.

[0083] For example, continue to refer to Figure 2As shown, for the candidate path (a1, b2), for the initial interference path (d2, b2), at this time, there are dynamic obstacles in the initial interference path (d2, b2), namely, vehicles 201, 202, and 203. The driving directions of vehicles 201, 202, and 203 and the target driving direction of the target vehicle 200 are all heading towards the lane where b2 is located. At this time, vehicles 201, 202, and 203 that have already left lane d2 will hinder the target vehicle 200 that has not left the target lane a1. Therefore, vehicles 201, 202, and 203 are dynamic obstacles of the initial interference path (d2, b2) that will affect the normal driving of the target vehicle, 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.

[0084] Optionally, based on the above embodiments, in some embodiments of the present disclosure, one implementation method for obtaining the driving position of a dynamic obstacle may be: taking the target vehicle as the coordinate center, constructing a preset coordinate system, obtaining the coordinate information of the dynamic obstacle in the preset coordinate system, and determining the driving position of the dynamic obstacle according to the coordinate information. Then determine whether the driving position of the dynamic obstacle is on the initial interference path. It can also be obtained through sensors installed on the target vehicle, navigation, etc., 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.

[0085] Optionally, based on the above embodiment, in some embodiments of the present disclosure, an implementation method of calculating the second safety cost of the candidate path by using at least one target interference path and the turning curvature corresponding to the candidate path may be:

[0086] Step C1: Sum and calculate the costs corresponding to at least one target interference path to obtain a first cost of the candidate path.

[0087] Among them, the cost corresponding to each target interference path is 1.

[0088] Step C2: Determine the second cost of the candidate path by using the relationship between the turning curvature and the preset curvature.

[0089] Specifically, the turning curvature of the candidate path is compared with the preset curvature to determine the third cost of the candidate path.

[0090] Optionally, based on the above embodiment, in some embodiments of the present disclosure, an implementation manner of the third cost of step C2 may be:

[0091] When the turning curvature is greater than the preset curvature, an initial third cost is calculated according to the turning curvature and the preset curvature, and a maximum value between the initial third cost and 0 is determined as the third cost.

[0092] Exemplarily, according to the turning curvature and the preset curvature, obtaining the third cost can be defined according to the following expression:

[0093]

[0094] Wherein, R represents the turning curvature, and r represents the preset curvature. Represents the initial third cost.

[0095] Optionally, when the turning curvature is less than or equal to a preset curvature, the third cost is determined to be infinite.

[0096] Specifically, for each candidate path among the multiple initial candidate driving paths, when it is determined that the turning curvature is less than or equal to the preset curvature, it is determined that the second cost corresponding to the candidate path is infinite.

[0097] Step C3: sum the first cost and the second cost to obtain a second security cost.

[0098] Specifically, for each candidate path among the multiple initial candidate driving paths, after obtaining the first cost and the second cost corresponding to each candidate path, the first cost and the second cost are summed to obtain the second safety cost corresponding to the candidate path.

[0099] Optionally, based on the above embodiments, in some embodiments of the present disclosure, the method further includes:

[0100] Step D1, obtaining a target distance between the target vehicle and the target lane exit.

[0101] Step D2: when it is determined that the target distance is less than or equal to the preset distance, obtaining at least one target interference path and a turning curvature corresponding to each of the plurality of candidate paths.

[0102] The preset distance is used to determine whether the target vehicle can perceive the environmental information of the traffic intersection; the preset distance can be determined according to the driving speed of the target vehicle.

[0103] Exemplarily, determining the preset distance according to the driving speed of the target vehicle may be defined according to the following expression:

[0104] D1=max{V*5,30}

[0105] 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.

[0106] Specifically, for each of the multiple initial candidate driving paths, a target distance between the target vehicle and a target lane exit included in the initial candidate driving path is obtained, and it is determined whether the target distance is less than or equal to a preset distance. When it is determined that the target distance between the target vehicle and the traffic intersection is less than or equal to the preset distance, indicating that the target vehicle is able to perceive the environmental information of the traffic intersection at this time, at least one target interference path and turning curvature corresponding to each of the multiple candidate paths are obtained.

[0107] In this way, the vehicle driving path planning method provided by the embodiment of the present disclosure sets a preset distance. When the target distance between the target vehicle and the traffic intersection is less than or equal to the preset distance, it indicates that the target vehicle is currently able to perceive the influence of other dynamic obstacles such as moving vehicles at the traffic intersection on its driving process. Based on this, at least one target interference path and turning curvature corresponding to multiple candidate paths are obtained, thereby improving the safety of the target vehicle during driving.

[0108] 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.

[0109] Wherein, the candidate path acquisition module 11 is used to acquire multiple candidate paths of the target vehicle on the target lane at the traffic intersection;

[0110] 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 static driving information of roads in the candidate path, calculate a second safety cost of the candidate path using at least one target interference path and a turning curvature corresponding to the candidate path, and determine a total safety cost of the candidate path according to the first safety cost and the second safety cost;

[0111] 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.

[0112] The vehicle driving path planning device provided by the embodiment of the present disclosure is used to obtain multiple candidate paths of the target vehicle on the target lane at the traffic intersection through the candidate path acquisition module 11; the total safety cost determination module 12 is used to calculate the first safety cost of the candidate path for each candidate path in the multiple candidate paths using the static driving information of the road in the candidate path, and calculate the second safety cost of the candidate path using at least one target interference path and the turning curvature corresponding to the candidate path, and determine the total safety cost of the candidate path according to 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 minimum total safety cost as the target driving path of the target vehicle. In the above process, when the target vehicle is at the traffic intersection, the second safety cost generated by the target interference path during the driving process of the target vehicle can be determined according to one or more target interference paths in the target lane obtained dynamically, and the corresponding turning curvature, and further combined with the first safety cost and the second safety cost, the target driving path is determined among the multiple candidate paths, so that the interference path existing in the candidate path when the target vehicle is at the traffic intersection is taken into account, and the safety of the target vehicle during the driving process is improved.

[0113] Optionally, the device further includes: a target interference path acquisition module, configured to acquire at least two initial interference paths existing in each candidate path, and dynamic obstacles in the initial interference paths;

[0114] According to the magnitude relationship between the total number of obstacles of the dynamic obstacles and a preset value, the at least one target interference path is determined in the at least two initial interference paths.

[0115] Optionally, the candidate paths include: a target lane exit and a target lane entrance; the traffic intersection includes multiple intersections;

[0116] A target interference path acquisition module is specifically used to acquire a plurality of executable paths respectively existing in the plurality of intersections, wherein the executable paths include: a driving lane exit intersection and a driving lane entrance intersection;

[0117] At least one initial interference path is determined from a plurality of drivable paths according to a target lane exit, a target lane entrance, a driving lane exit, and a driving lane entrance.

[0118] Optionally, a target interference path acquisition module is specifically used to count the total number of dynamic obstacles in each initial interference path, and when it is determined that the total number of obstacles is greater than a preset value, determine that the initial interference path is a target interference path.

[0119] Optionally, the total safety cost determination module 12 is specifically configured to sum and calculate the costs corresponding to the at least one target interference path to obtain a first cost of the candidate path, wherein the cost corresponding to each target interference path is 1;

[0120] Determine the second cost of the candidate path by using the magnitude relationship between the turning curvature and the preset curvature;

[0121] The first cost and the second cost are summed to obtain the second security cost.

[0122] Optionally, the total safety cost determination module 12 is specifically configured to calculate an initial third cost according to the turning curvature and the preset curvature when the turning curvature is greater than the preset curvature, and determine the maximum value between the initial third cost and 0 as the third cost; or

[0123] When the turning curvature is less than or equal to the preset curvature, the third cost is determined to be infinite.

[0124] Optionally, the total safety cost determination module 12 is further configured to obtain a target distance between the target vehicle and the target lane exit;

[0125] When it is determined that the target distance is less than or equal to a preset distance, at least one target interference path and a turning curvature corresponding to each of the multiple candidate paths are obtained, wherein the preset distance is used to determine whether the target vehicle can perceive the environment of the traffic intersection.

[0126] 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.

[0127] 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.

[0128] 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.

[0129] 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.

[0130] 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.

[0131] 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.

[0132] 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.

[0133] 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.

[0134] 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.

[0135] 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.

[0136] 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.

[0137] 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 for the target vehicle on the target lane at the traffic intersection; For each candidate path among the multiple candidate paths, a first safety cost of the candidate path is calculated using static driving information of roads in the candidate path, a second safety cost of the candidate path is calculated using at least one target interference path and a turning curvature corresponding to 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 Before calculating the second safety cost of the candidate path by using at least one target interference path and the turning curvature corresponding to the candidate path, the method further includes: Acquire at least two initial interference paths existing in each candidate path, and dynamic obstacles in the initial interference paths; According to the magnitude relationship between the total number of obstacles of the dynamic obstacles and a preset value, the at least one target interference path is determined in the at least two initial interference paths.

3. The method according to claim 2, characterized in that The candidate paths include: a target lane exit and a target lane entrance; the traffic intersection includes multiple intersections; The obtaining of at least two initial interference paths existing in each candidate path includes: Acquire a plurality of executable paths respectively existing in the plurality of intersections, the executable paths comprising: a driving lane exit intersection and a driving lane entrance intersection; At least one initial interference path is determined from a plurality of drivable paths according to a target lane exit, a target lane entrance, a driving lane exit, and a driving lane entrance.

4. The method according to claim 2, characterized in that: The determining, according to the magnitude relationship between the total number of obstacles of the dynamic obstacles and a preset value, the at least one target interference path in the at least two initial interference paths comprises: For the dynamic obstacles in each initial interference path, the total number of the dynamic obstacles in the initial interference path is counted, and when it is determined that the total number of obstacles is greater than a preset value, the initial interference path is determined to be a target interference path.

5. The method according to claim 1, characterized in that The calculating the second safety cost of the candidate path by using at least one target interference path and the turning curvature corresponding to the candidate path includes: Summing up the costs corresponding to the at least one target interference path to obtain a first cost of the candidate path, wherein the cost corresponding to each target interference path is 1; Determine the second cost of the candidate path by using the magnitude relationship between the turning curvature and the preset curvature; The first cost and the second cost are summed to obtain the second security cost.

6. The method according to claim 5, characterized in that The determining the second cost of the candidate path by using the magnitude relationship between the turning curvature and the preset curvature includes: When the turning curvature is greater than the preset curvature, an initial third cost is calculated according to the turning curvature and the preset curvature, and a maximum value between the initial third cost and 0 is determined as the third cost; or When the turning curvature is less than or equal to the preset curvature, the third cost is determined to be infinite.

7. The method according to claim 3, characterized in that The method further comprises: Obtaining a target distance between the target vehicle and the target lane exit; When it is determined that the target distance is less than or equal to a preset distance, at least one target interference path and a turning curvature corresponding to each of the multiple candidate paths are obtained, wherein the preset distance is used to determine whether the target vehicle can perceive the environment of the traffic intersection.

8. A vehicle driving path planning device, characterized in that: include: A candidate path acquisition module is used to acquire multiple candidate paths of a target vehicle on a target lane at a traffic intersection; 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 static driving information of roads in the candidate path, calculate a second safety cost of the candidate path using at least one target interference path and a turning curvature corresponding to the candidate path, and determine a total safety cost of the candidate path according to 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.

9. 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 7.

10. 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 7 is implemented.

11. 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 7.

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