Driving path planning method and device and vehicle

Abstract

The invention relates to the technical field of automatic driving, in particular to a driving path planning method and device and a vehicle, and the reliability of a path planning result is improved. The driving path planning method comprises the steps that environment information of a scene where a vehicle is located and state information of the vehicle at a first moment are obtained, the vehicle comprises a vehicle head and a trailer, and the vehicle head is hinged to the trailer; according to the environment information and the state information, a first path point of the vehicle head at a second moment is determined, and the second moment is later than the first moment; determining a relative pose of the trailer head and the trailer at the second moment, and determining a second path point of the trailer at the second moment according to the relative pose and the first path point; and determining a driving path of the vehicle according to the first path point and the second path point.

Description

Technical Field

[0001] The present disclosure relates to the field of autonomous driving technology, and in particular, to a driving path planning method, device and vehicle. Background Art

[0002] During the path planning process of a driverless vehicle, usually a certain point on the vehicle is used as the starting point of path planning, and an outer envelope is formed based on the actual size of the vehicle. According to this outer envelope, collision detection between the vehicle and obstacles or line crossing judgment is determined for path planning.

[0003] However, for an articulated vehicle, because the relative angle between the vehicle head and the trailer changes in real time, or there is a situation where the overall longitudinal size of the vehicle is very long. If the above path planning method is adopted, an accurate outer envelope of the vehicle in different states cannot be obtained, and the vehicle may collide with other obstacles when driving on the planned path, and may also cause the vehicle body to appear outside the lane. Summary of the Invention

[0004] The purpose of the present disclosure is to provide a driving path planning method, device and vehicle to solve the technical problem that the path planning result is unreliable due to the inability to determine the accurate outer envelope of the vehicle in different states in the related art.

[0005] To achieve the above purpose, in a first aspect, the present disclosure provides a driving path planning method, and the driving path planning method includes:

[0006] Obtain the environmental information of the scene where the vehicle is located and the state information of the vehicle at a first moment, where the vehicle includes a vehicle head and a trailer, and the vehicle head is articulated with the trailer;

[0007] According to the environmental information and the state information, determine a first path point of the vehicle head at a second moment, where the second moment is later than the first moment;

[0008] Determine the relative pose of the vehicle head and the trailer at the second moment, and according to the relative pose and the first path point, determine a second path point of the trailer at the second moment;

[0009] According to the first path point and the second path point, determine the driving path of the vehicle.

[0010] Optionally, the state information includes throttle braking information and steering wheel angle, and determining the relative pose of the vehicle head and the trailer at the second moment includes:

[0011] Input the throttle braking information and the steering wheel angle corresponding to the first moment into a non - linear model to obtain the relative pose of the vehicle head and the trailer at the second moment output by the non - linear model, where the non - linear model is used to predict the relative pose of the vehicle head and the trailer.

[0012] Optionally, the non - linear model is used to predict the relative pose of the vehicle head and the trailer at the second moment in the following way:

[0013] Determine the first coordinate of the center point of the first rear axle of the vehicle head in the world coordinate system and the vehicle head orientation according to the throttle braking information and the steering wheel angle corresponding to the first moment;

[0014] Determine the second coordinate of the articulation point between the vehicle head and the trailer in the world coordinate system according to the first coordinate and the vehicle head orientation;

[0015] Determine the third coordinate of the center point of the second rear axle of the trailer in the world coordinate system according to the second coordinate;

[0016] Determine the trailer orientation according to the second coordinate and the third coordinate;

[0017] Obtain the relative pose of the vehicle head and the trailer at the second moment according to the vehicle head orientation and the trailer orientation.

[0018] Optionally, the environmental information includes obstacle position information, and the driving path planning method further includes:

[0019] Convert the vehicle head from the world coordinate system to the Frenet coordinate system according to the first path point to obtain a vehicle head envelope;

[0020] Convert the trailer from the world coordinate system to the Frenet coordinate system according to the second path point to obtain a trailer envelope;

[0021] Convert the obstacle from the world coordinate system to the Frenet coordinate system according to the obstacle position information to obtain an obstacle area;

[0022] Perform obstacle collision detection according to the vehicle head envelope, the trailer envelope, and the obstacle area.

[0023] Optionally, the performing obstacle collision detection according to the vehicle head envelope, the trailer envelope, and the obstacle area includes:

[0024] Determine a first distance between the vehicle head envelope and the obstacle area, and a second distance between the trailer envelope and the obstacle area, where the first distance is the minimum distance between the vehicle head envelope and the obstacle area, and the second distance is the minimum distance between the trailer envelope and the obstacle area;

[0025] In the case where the first distance or the second distance is less than a preset safety distance, determine that the vehicle has a collision risk with the obstacle at the second moment.

[0026] Optionally, the environmental information includes obstacle position information, and the driving path planning method further includes:

[0027] According to the first path point, convert the vehicle head from the world coordinate system to the Frenet coordinate system, and at the same time, according to the second path point, convert the trailer from the world coordinate system to the Frenet coordinate system to obtain a vehicle envelope;

[0028] According to the obstacle position information, convert the obstacle from the world coordinate system to the Frenet coordinate system to obtain an obstacle area;

[0029] Perform obstacle collision detection according to the vehicle envelope and the obstacle area.

[0030] Optionally, the performing obstacle collision detection according to the vehicle envelope and the obstacle area includes:

[0031] Determine a third distance between the vehicle envelope and the obstacle area, where the third distance is the minimum distance between the vehicle envelope and the obstacle area;

[0032] In the case where the third distance is less than a preset safety distance, determine that the vehicle has a collision risk with the obstacle at the second moment.

[0033] Optionally, the status information includes vehicle speed, and the driving path planning method further includes:

[0034] In the case where the vehicle has a collision risk with the obstacle at the second moment, determine the slice outer envelope of the obstacle area in the distance-time coordinate system;

[0035] According to the vehicle speed and the distance between the obstacle and the vehicle, obtain the speed curve of the vehicle in the target time period, where the target time period includes the current moment when the vehicle performs path planning to the second moment;

[0036] According to the slice outer envelope and the speed curve, determine the target vehicle speed of the vehicle at the second moment.

[0037] Optionally, determining the target vehicle speed at the second moment according to the slice envelope and the speed curve includes:

[0038] Adjusting the slope of the speed curve according to the positional relationship between the slice envelope and the speed curve to obtain a target speed curve;

[0039] Determining the target vehicle speed at the second moment according to the target speed curve.

[0040] Optionally, adjusting the slope of the speed curve according to the positional relationship between the slice envelope and the speed curve to obtain a target speed curve includes:

[0041] When the slice envelope overlaps with both the ordinate of the distance-time coordinate system and a part of the speed curve, reducing the slope of the speed curve until the slope corresponding to the fourth distance between the speed curve and the slice envelope is zero, to obtain the target speed curve, where the fourth distance is greater than or equal to a preset safety distance;

[0042] Or,

[0043] When the slice envelope partially overlaps with the speed curve, increasing or reducing the slope of the speed curve until the distance between the speed curve and the slice envelope is greater than or equal to the preset safety distance and they do not overlap at all, to obtain the target speed curve.

[0044] In a second aspect, the present disclosure provides a driving path planning device, where the driving path planning device includes:

[0045] An acquisition module, configured to acquire the environmental information of the scene where the vehicle is located and the state information of the vehicle at a first moment, where the vehicle includes a vehicle head and a trailer, and the vehicle head is articulated with the trailer;

[0046] A first execution module, configured to determine a first path point of the vehicle head at a second moment according to the environmental information and the state information, where the second moment is later than the first moment;

[0047] A second execution module, configured to determine the relative pose of the vehicle head and the trailer at the second moment, and determine a second path point of the trailer at the second moment according to the relative pose and the first path point;

[0048] A planning module, configured to determine the driving path of the vehicle according to the first path point and the second path point.

[0049] In a third aspect, the present disclosure provides a vehicle, where the vehicle includes the driving path planning device described in the second aspect.

[0050] Through the above technical solutions, in the present disclosure, the vehicle head is taken as the main object for path planning. According to the relative pose of the vehicle head and the trailer and the first path point corresponding to the vehicle head, the second path point of the trailer is determined, so as to ensure that the vehicle travels within the lane, improving the feasibility of the target path and the safety of the vehicle during the driving process on the target path.

[0051] Other features and advantages of the present disclosure will be described in detail in the subsequent specific implementation section. Brief Description of the Drawings

[0052] The drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific implementation, they are used to explain the present disclosure, but do not constitute a limitation to the present disclosure. In the drawings:

[0053] Figure 1 is a flowchart of a driving path planning method shown according to an exemplary embodiment of the present disclosure.

[0054] Figure 2a is a schematic diagram of the driving path of a passenger vehicle planned by the existing path planning method shown according to an embodiment of the present disclosure.

[0055] Figure 2b is a schematic diagram of the driving path of a semi-trailer planned by the existing path planning method shown according to an embodiment of the present disclosure.

[0056] Figure 2c is a schematic diagram of the driving path of a semi-trailer shown according to an embodiment of the present disclosure.

[0057] Figure 3a is a schematic diagram of the driving path of a vehicle head shown according to an exemplary embodiment of the present disclosure.

[0058] Figure 3b is a schematic diagram of the driving path of a trailer shown according to an exemplary embodiment of the present disclosure.

[0059] Figure 3c is a schematic diagram of the driving path of another vehicle shown according to an exemplary embodiment of the present disclosure.

[0060] Figures 4a - 4c is a schematic diagram of the scenario for driving path planning shown according to an exemplary embodiment of the present disclosure.

[0061] Figure 5 is a flowchart of a non-linear model for predicting the relative pose of the vehicle head and the trailer shown according to an exemplary embodiment of the present disclosure.

[0062] Figure 6 A coordinate schematic diagram of a non-linear model shown according to an exemplary embodiment of the present disclosure.

[0063] Figure 7 is another flowchart of a driving route planning method shown according to an exemplary embodiment of the present disclosure.

[0064] Figure 8 is a schematic diagram of coordinate system conversion shown according to an exemplary embodiment of the present disclosure.

[0065] Figure 9 is a schematic diagram of a first path point and a second path point in the Frenet coordinate system shown according to an exemplary embodiment of the present disclosure.

[0066] Figure 10a is a schematic diagram of a vehicle head envelope in the Frenet coordinate system shown according to an exemplary embodiment of the present disclosure.

[0067] Figure 10b is a schematic diagram of a trailer envelope in the Frenet coordinate system shown according to an exemplary embodiment of the present disclosure.

[0068] Figure 11 is another flowchart of a driving route planning method shown according to an exemplary embodiment of the present disclosure.

[0069] Figure 12a is a schematic diagram of a vehicle head path in the world coordinate system shown according to an exemplary embodiment of the present disclosure.

[0070] Figure 12b is a schematic diagram of a trailer path in the world coordinate system shown according to an exemplary embodiment of the present disclosure.

[0071] Figure 13 is another flowchart of a driving route planning method shown according to an exemplary embodiment of the present disclosure.

[0072] Figure 14 is a schematic diagram of a vehicle envelope in the Frenet coordinate system shown according to an exemplary embodiment of the present disclosure.

[0073] Figure 15 is another flowchart of a driving route planning method shown according to an exemplary embodiment of the present disclosure.

[0074] Figure 16 is a schematic diagram of a vehicle envelope in the world coordinate system shown according to an exemplary embodiment of the present disclosure.

[0075] Figure 17 is a flowchart of determining a target vehicle speed shown according to an exemplary embodiment of the present disclosure.

[0076] Figure 18 is another flowchart of determining a target vehicle speed shown according to an exemplary embodiment of the present disclosure.

[0077] Figure 19a It is a schematic diagram of the positions of a vehicle and a static obstacle in the Frenet coordinate system shown according to an exemplary embodiment of the present disclosure.

[0078] Figure 19b It is a schematic diagram of the position of a static obstacle in the ST coordinate system shown according to an exemplary embodiment of the present disclosure.

[0079] Figure 19c It is another schematic diagram of the position of a static obstacle in the ST coordinate system shown according to an exemplary embodiment of the present disclosure.

[0080] Figure 20a It is a schematic diagram of the positions of a vehicle and a dynamic obstacle in the Frenet coordinate system shown according to an exemplary embodiment of the present disclosure.

[0081] Figure 20b It is a schematic diagram of the position of a dynamic obstacle in the ST coordinate system shown according to an exemplary embodiment of the present disclosure.

[0082] Figure 20c It is another schematic diagram of the position of a dynamic obstacle in the ST coordinate system shown according to an exemplary embodiment of the present disclosure.

[0083] Figure 21a It is a speed curve graph of the vehicle when there is no collision risk between the vehicle and the obstacle shown according to an exemplary embodiment of the present disclosure.

[0084] Figure 21b It is a speed curve graph of the vehicle when there is a collision risk between the vehicle and a static obstacle shown according to an exemplary embodiment of the present disclosure.

[0085] Figure 21c It is a speed curve graph of the vehicle when there is a collision risk between the vehicle and a dynamic obstacle shown according to an exemplary embodiment of the present disclosure.

[0086] Figures 22a - 22e It is a schematic diagram of an overtaking scenario of a static obstacle shown according to an exemplary embodiment of the present disclosure.

[0087] Figures 22f - 22j It is a schematic diagram of a passing scenario with a dynamic obstacle shown according to an exemplary embodiment of the present disclosure.

[0088] Figure 23 It is a block diagram of a driving path planning device shown according to an exemplary embodiment of the present disclosure.

[0089] Figure 24 It is a block diagram of a vehicle shown according to an exemplary embodiment of the present disclosure. Detailed implementation manners

[0090] The following is a detailed description of the specific embodiments of the present disclosure in conjunction with the accompanying drawings. It should be understood that the specific embodiments described herein are only for the purpose of illustrating and explaining the present disclosure, and are not intended to limit the present disclosure.

[0091] It should be noted that all actions of obtaining signals, information or data in the present disclosure are carried out on the premise of complying with the corresponding data protection regulations and policies of the country where the location is located and obtaining the authorization given by the owner of the corresponding device.

[0092] As described in the background art, in the local path planning of driverless vehicles, the center point of the rear axle of the vehicle is usually used as the starting point of the local path planning, and the actual size of the vehicle forms an outer envelope for collision detection between the vehicle and other obstacles or for determining whether the vehicle crosses the line.

[0093] Taking the curved road scenario as an example, vehicles such as passenger cars and buses adopt the existing local path planning method, project according to the actual size with the center of the rear axle on the road, and perform local path planning. The obtained local path is as Figure 2a shown.

[0094] In the related art, the Chinese invention patent with the application number "CN114834446A" discloses a collision prediction method for vehicles. Based on the current vehicle speed and the steering output of the vehicle, collision detection is performed with obstacles, and a fixed value of distance is configured for path planning. This method does not consider the non-linear connection relationship between the head and the trailer, and the reliability of the path planning result is relatively low.

[0095] In the related art, the Chinese invention patent with the application number "CN116295443A" discloses a path planning method for a hinged unmanned mining equipment. Among them, the unmanned mining vehicles are connected by hinges, and an improved RRT (Rapidly-exploring Random Tree) algorithm is used to solve the global optimal path. This method is only applicable to global planning and does not consider ride comfort, calculation speed, collision detection of dynamic obstacles, etc.

[0096] The inventor found that for semi-trailer trucks, since the longitudinal length of the vehicle is much longer than that of passenger cars, the head and the trailer are articulated, the relative angle between the head and the trailer will change in real time, and the overall longitudinal size of the vehicle is very long. If the existing local path planning method is used for path planning, the local path as shown in Figure 2b will be obtained. As shown in Figure 2bAs shown, since the overall longitudinal dimension of the vehicle is very long, even a slight change in the head angle will cause a large lateral deviation, increasing the difficulty of local path planning for the vehicle. The vehicle body will appear outside the lane, unable to ensure that the vehicle travels along the road center line, and unable to ensure that the vehicle can stay within the lane lines in curve scenarios, intersection scenarios, or lane change scenarios. Moreover, due to inaccurate vehicle outer envelope, when there are obstacles outside the lane, the part of the vehicle outside the lane will be wrongly considered to have a collision risk, thus causing incorrect deceleration or stopping, reducing the vehicle's passing ability, and even generating a collision risk, resulting in unreliable collision detection results. Therefore, the inventor came up with the idea of performing path planning separately based on the head and the trailer to obtain the local path as shown in Figure 2c shown.

[0097] In view of this, the present disclosure provides a driving path planning method, device, and vehicle, which can obtain the accurate outer envelope of the vehicle in different states and improve the reliability of the path planning result.

[0098] Figure 1 FIG. is a driving path planning method shown according to an exemplary embodiment of the present disclosure. Referring to Figure 1 , the driving path planning method may include the following steps:

[0099] In step S101, obtain the environmental information of the scene where the vehicle is located and the state information of the vehicle at the first moment, where the vehicle includes a head and a trailer, and the head is articulated with the trailer.

[0100] In step S102, according to the environmental information and the state information, determine the first path point of the head at the second moment, where the second moment is later than the first moment.

[0101] It should be noted that the environmental information corresponding to the first moment includes the lane center line, obstacle information, etc., and the state information includes the head position, speed of the vehicle, and the comfort of the vehicle in different states. Preset weights corresponding to parameters such as the lane center line, obstacle information, head position, speed, and comfort are respectively set, and according to the parameters such as the lane center line, obstacle information, head position, speed, and comfort and their preset weights, determine the path point of the head at the second moment. Among them, the path planning method is an existing path planning method, which is not limited in the embodiments of the present disclosure.

[0102] Exemplarily, taking the turning scenario as an example, according to the environmental information and the state information of the vehicle at the current moment, determine the first path point of the head at the next moment, and multiple first path points form the trajectory traj of the head shown in Figure 3a .

[0103] In step S103, determine the relative pose of the tractor head and the trailer at the second moment, and determine the second path point of the trailer at the second moment according to the relative pose and the first path point.

[0104] Exemplarily, taking a turning scenario as an example, according to the relative pose of the tractor head and the trailer at the current moment and the first path point of the tractor head at the current moment, determine the second path point of the trailer at the current moment, and multiple second path points form Figure 3b the trajectory traj of the trailer shown in the figure.

[0105] In step S104, determine the driving path of the vehicle according to the first path point and the second path point.

[0106] Exemplarily, taking a curved road scenario as an example, obtain the trajectory traj1 of the tractor head driving on the curved road according to the first path point, and obtain the trajectory traj2 of the trailer driving on the curved road according to the second path point, and obtain Figure 3c the driving path of the vehicle on the curved road shown in the figure.

[0107] It should be noted that, referring to Figures 4a - 4c , through the driving path planning method provided by the embodiments of the present disclosure, it is also possible to combine road information, obstacle information, etc. in the scenario, and for the vehicle in Figure 4a the starting scenario shown in the figure, the pulling-over scenario, Figure 4b the curved road scenario shown in the figure, the intersection scenario, Figure 4c the lane-changing scenario shown in the figure, perform local path planning to improve the safety and passability of the vehicle on the driving path in the above scenarios.

[0108] According to the environmental information and state information of the vehicle at the first moment, the embodiments of the present disclosure determine the first path point of the tractor head at the second moment, determine the second path point of the trailer at the second moment according to the relative pose of the tractor head and the trailer at the second moment and the first path point of the tractor head at the second moment, and determine the driving path of the vehicle according to the first path point and the second path point. The vehicle body of the vehicle will not be outside the lane in this driving path, so as to ensure that the vehicle travels on the road center line, improve the feasibility of this driving path, and thus improve the safety of the vehicle on the driving path.

[0109] To facilitate those skilled in the art to better understand the driving path planning method provided by the present disclosure, the following will give a detailed example of the related steps involved in this driving path planning method.

[0110] In a possible embodiment, when the state information includes throttle braking information and steering wheel angle, in step S103, determining the relative pose of the tractor head and the trailer at the second moment may include:

[0111] Input the throttle braking information and steering wheel angle corresponding to the first moment into a non-linear model to obtain the relative pose of the vehicle head and the trailer at the second moment output by the non-linear model. The non-linear model is used to predict the relative pose of the vehicle head and the trailer.

[0112] Exemplarily, the non-linear model obtains the relative pose of the vehicle head and the trailer at the second moment based on the throttle braking information and steering wheel angle at the first moment, thereby predicting the relative pose of the vehicle head and the trailer.

[0113] In a possible embodiment, refer to Figure 5 , the non-linear model is used to predict the relative pose of the vehicle head and the trailer at the second moment in the following manner:

[0114] In step S501, according to the throttle braking information and steering wheel angle corresponding to the first moment, determine the first coordinate of the first rear axle center point of the vehicle head in the world coordinate system and the vehicle head orientation.

[0115] In step S502, according to the first coordinate and the vehicle head orientation, determine the second coordinate of the articulation point between the vehicle head and the trailer in the world coordinate system.

[0116] In step S503, according to the second coordinate, determine the third coordinate of the second rear axle center point of the trailer in the world coordinate system.

[0117] In step S504, according to the second coordinate and the third coordinate, determine the trailer orientation.

[0118] In step S505, according to the vehicle head orientation and the trailer orientation, obtain the relative pose of the vehicle head and the trailer at the second moment.

[0119] Exemplarily, refer to Figure 6 , in the world coordinate system, the first rear axle center point is the rear axle center point A of the vehicle head, the articulation point is H, and the second rear axle center point is the rear axle center point B of the trailer. According to the throttle braking information and steering wheel angle at the first moment t0, through the corresponding dynamic model of the vehicle, determine the second moment t 0+1 The coordinates (x A , y A ) of the rear axle center point A of the vehicle head, and the vehicle head orientation θ0.

[0120] According to the geometric relationship between the rear axle center point A of the vehicle head and the articulation point H, the vehicle head orientation θ0, and combining the distance L0 between the rear axle center point A of the vehicle head and the articulation point H, calculate to obtain the second moment t 0+1 The coordinates (x H , y H ) of the articulation point H. For example, sinθ0 = (y A - y H ) / L0, to obtain y H = yB -sinθ0·L0, cosθ0 = (x A -x H ) / L0, obtaining x H = x B -cosθ0·L0.

[0121] According to the geometric relationship between the hitch point H and the center point B of the trailer rear axle, combined with the distance L1 between the hitch point H and the center point B of the trailer rear axle, the second moment t is calculated to obtain 0+1 the coordinates (x B , y B ) of the center point B of the trailer rear axle.

[0122] According to the coordinates of the hitch point H and the coordinates of the center point B of the trailer rear axle, combined with the distance L1 between the hitch point H and the center point B of the trailer rear axle, the second moment t is calculated to obtain 0+1 the trailer orientation θ1. For example, sinθ1 = (y H -y B ) / L1, obtaining θ1 = arcsin[(y H -y B ) / L1].

[0123] According to the vehicle head orientation θ0 and the trailer orientation θ1, the second moment t is calculated to obtain 0+1 the relative pose θ2 of the vehicle head and the trailer.

[0124] The non - linear model in the embodiments of the present disclosure is based on the principle of mathematical calculation. According to the throttle - braking information and the steering wheel angle at the first moment, based on the geometric relationship between the center point of the vehicle head rear axle, the hitch point between the vehicle head and the trailer, and the center point of the trailer rear axle, the relative pose of the vehicle head and the trailer at the second moment is predicted. The calculation process is simple and the calculation result is reliable.

[0125] In the embodiments of the present disclosure, the outer envelope of the vehicle in different states can be determined according to the relative pose of the vehicle head and the trailer. Obstacle collision detection is performed according to the outer envelope of the vehicle in different states, which can improve the accuracy and reliability of the obstacle collision detection result, thereby ensuring the safety and passability of the vehicle on this driving path.

[0126] In the embodiments of the present disclosure, two methods can be used for obstacle collision detection. The first method is to perform obstacle collision detection on the vehicle head and the trailer respectively according to the path points corresponding to the vehicle head and the path points corresponding to the trailer. The second method is to determine the vehicle envelope according to the path points corresponding to the vehicle head and the path points corresponding to the trailer, and perform obstacle collision detection according to the vehicle envelope.

[0127] It should be noted that, referring to Figure 8, in the embodiments of the present disclosure, the Universal Transverse Mercator Grid System (UTM) is converted into the Frenet coordinate system according to the lane center reference line, and the longitude and latitude coordinates UTM in the world coordinate system are converted into the displacement coordinates SL in the Frenet coordinate system. In the Frenet coordinate system, the ordinate S represents the distance that the vehicle moves along the road, also known as the longitudinal displacement, and the abscissa L represents the distance between the vehicle and the left and right sides of the road, also known as the lateral displacement.

[0128] Method 1 is as follows:

[0129] In a possible embodiment, referring to Figure 7 , when the environmental information includes obstacle position information, the driving path planning method may further include the following steps:

[0130] In step S701, according to the first path point, the vehicle head is converted from the world coordinate system to the Frenet coordinate system to obtain a vehicle head envelope.

[0131] Exemplarily, according to the vehicle head path shown in Figure 9 , the coordinates of the center point of the rear axle of the vehicle head in the world coordinate system are converted into the coordinates in the Frenet coordinate system, and the center point of the rear axle of the vehicle head coincides with the path point, and the orientations of the vehicle head and the path point coincide. The vehicle head is projected onto the path point to form a "projection string" to obtain the vehicle head envelope shown in Figure 10a .

[0132] In step S701, according to the second path point, the trailer is converted from the world coordinate system to the Frenet coordinate system to obtain a trailer envelope.

[0133] Exemplarily, according to the trailer path shown in Figure 9 , the coordinates of the center point of the rear axle of the trailer in the world coordinate system are converted into the coordinates in the Frenet coordinate system, and the center point of the rear axle of the trailer coincides with the path point, and the orientations of the trailer and the path point coincide. The trailer is projected onto the path point to form a "projection string" to obtain the trailer envelope shown in Figure 10b .

[0134] In step S701, according to the obstacle position information, the obstacle is converted from the world coordinate system to the Frenet coordinate system to obtain an obstacle area.

[0135] Exemplarily, according to the position information between the vehicle head path shown in Figure 9 and the obstacle obs, or the position information between the trailer path and the obstacle, the obstacle is converted from the world coordinate system to the Frenet coordinate system to obtain the one shown in Figure 10athe obstacle area shown in 10a or 10b.

[0136] In step S701, based on the vehicle head envelope, the trailer envelope, and the obstacle area, obstacle collision detection is performed.

[0137] Exemplarily, based on, for example, Figure 10a the vehicle head envelope and the obstacle area, and Figure 10b the trailer envelope and the obstacle area shown in, obstacle collision detection is performed to determine the vehicle speed at the second moment.

[0138] Exemplarily, with reference to Figure 11 , at each moment, based on the path points corresponding to the vehicle head and the path points corresponding to the trailer, obstacle collision detection is respectively performed on the vehicle head and the trailer, which may include the following steps:

[0139] In step S1101, based on the environmental information and the status information, the running trajectory of the vehicle head is determined, and at the same time, step S1102 and steps S1103 to S1104 are executed.

[0140] Exemplarily, in a curved road scenario, based on the environmental information and the status information, the running trajectory of the vehicle head as shown in Figure 12a can be obtained.

[0141] In step S1102, based on the running trajectory of the vehicle head, obstacle collision detection is performed to obtain a first collision result.

[0142] In step S1103, the relative pose of the vehicle head and the trailer at the second moment is determined, and based on the relative pose and the running trajectory of the vehicle head, the running trajectory of the trailer is determined.

[0143] Exemplarily, in a curved road scenario, based on the relative pose of the vehicle head and the trailer at the second moment, and the running trajectory of the vehicle head, the running trajectory of the trailer as shown in Figure 12b can be obtained.

[0144] In step S1104, based on the running trajectory of the trailer, obstacle collision detection is performed to obtain a second collision result.

[0145] In step S1105, based on the first collision result and the second collision result, the driving path of the vehicle is determined.

[0146] In a possible embodiment, in step S701, based on the vehicle head envelope, the trailer envelope, and the obstacle area, performing obstacle collision detection may include:

[0147] Determine a first distance between the front vehicle envelope and the obstacle area, and a second distance between the trailer envelope and the obstacle area. The first distance is the minimum distance between the front vehicle envelope and the obstacle area, and the second distance is the minimum distance between the trailer envelope and the obstacle area;

[0148] When the first distance or the second distance is less than a preset safety distance, it is determined that the vehicle has a collision risk with the obstacle at the second moment.

[0149] It should be noted that the preset safety distance Safe_l_Buffer in the embodiments of the present disclosure includes the minimum distance between the vehicle and the obstacle when ensuring the safe driving of the vehicle. The preset safety distance can be preset according to the type of the vehicle, the shape of the obstacle, and the number of lanes, which is not limited in the embodiments of the present disclosure.

[0150] Exemplarily, the minimum distance between the front vehicle envelope and the obstacle area, and the minimum distance between the trailer envelope and the obstacle area are respectively determined. When both distances are greater than or equal to the preset safety distance, it is determined that there is no collision risk between the vehicle and the obstacle; when any one of the two distances is less than the preset safety distance, it is determined that there is a collision risk between the vehicle and the obstacle.

[0151] According to the distance between the front vehicle envelope and the obstacle, and the distance between the trailer envelope and the obstacle, the embodiments of the present disclosure respectively perform collision detection on the front vehicle and the trailer, so as to ensure that the planned driving path has no collision risk, thereby improving the reliability of the driving path and the safety of the vehicle during driving on the driving path.

[0152] Method 2 is as follows:

[0153] In a possible embodiment, referring to Figure 13 , when the environmental information includes obstacle position information, the driving path planning method may further include the following steps:

[0154] In step S1301, according to the first path point, the front vehicle is converted from the world coordinate system to the Frenet coordinate system, and at the same time, according to the second path point, the trailer is converted from the world coordinate system to the Frenet coordinate system to obtain the vehicle envelope.

[0155] Exemplarily, according to such as Figure 9The head path and the trailer path shown respectively convert the coordinates of the center point of the rear axle of the head in the UTM coordinate system into the coordinates in the Frenet coordinate system, and convert the coordinates of the center point of the rear axle of the trailer in the UTM coordinate system into the coordinates in the Frenet coordinate system. The center point of the rear axle of the head coincides with the head path point, the orientation of the head and the orientation of the head path point coincide, and the head is projected onto the head path point to form the "projection string" corresponding to the head. The center point of the rear axle of the trailer coincides with the trailer path point, the orientation of the trailer and the orientation of the trailer path point coincide, and the trailer is projected onto the trailer path point to form the "projection string" corresponding to the trailer. The "projection string" corresponding to the head and the "projection string" corresponding to the trailer are placed in the same Frenet coordinate system to obtain as shown in Figure 14 the vehicle envelope shown.

[0156] In step S1302, according to the obstacle position information, the obstacle is converted from the world coordinate system to the Frenet coordinate system to obtain the obstacle area.

[0157] According to the position information between the head path or the trailer path shown in Figure 9 and obs, obs is converted from the UTM coordinate system to the Frenet coordinate system to obtain the obstacle area shown in Figure 14 shown.

[0158] In step S1303, according to the vehicle envelope and the obstacle area, obstacle collision detection is performed.

[0159] Exemplarily, according to the vehicle envelope and the obstacle area shown in Figure 14 obstacle collision detection is performed to determine the vehicle speed at the second moment.

[0160] Exemplarily, referring to Figure 15 , at each moment, according to the path points corresponding to the head and the path points corresponding to the trailer, the vehicle envelope is determined, and obstacle collision detection is performed according to the vehicle envelope, which may include the following steps:

[0161] In step S1501, according to the environmental information and the state information, the running trajectory of the head is determined.

[0162] In step S1502, the relative pose of the head and the trailer at the second moment is determined, and according to the relative pose and the running trajectory of the head, the running trajectory of the trailer is determined.

[0163] In step S1503, according to the running trajectory of the head and the running trajectory of the trailer, the vehicle envelope is determined, and obstacle collision detection is performed according to the vehicle envelope to obtain the third collision result.

[0164] Exemplarily, in a curved road scenario, the running trajectory of the vehicle head and the running trajectory of the trailer are synchronized in time to obtain the running trajectory of the vehicle as shown in Figure 16 shown.

[0165] In step S1504, according to the third collision result, the driving path of the vehicle is determined.

[0166] In a possible embodiment, in step S1303, according to the vehicle envelope and the obstacle area, obstacle collision detection may include:

[0167] Determine a third distance between the vehicle envelope and the obstacle area, where the third distance is the minimum distance between the vehicle envelope and the obstacle area.

[0168] When the third distance is less than a preset safety distance, it is determined that the vehicle has a collision risk with the obstacle at the second moment.

[0169] Exemplarily, determine the minimum distance between the vehicle envelope and the obstacle area. When this distance is greater than or equal to the preset safety distance, it is determined that there is no collision risk between the vehicle and the obstacle; when this distance is less than the preset safety distance, it is determined that there is a collision risk between the vehicle and the obstacle.

[0170] The embodiments of the present disclosure perform collision detection on the vehicle according to the distance between the vehicle envelope and the obstacle, so as to ensure that the planned driving path has no collision risk, thereby improving the reliability of the driving path and the safety of the vehicle during driving on the driving path.

[0171] In a possible embodiment, referring to Figure 17 , when the state information includes the vehicle speed, the driving path planning method may further include the following steps:

[0172] In step S1701, when the vehicle has a collision risk with the obstacle at the second moment, determine the slice envelope of the obstacle area in the distance-time coordinate system.

[0173] It should be noted that in the case where there is a risk of collision between the vehicle and an obstacle, the obstacle is projected onto the distance-time coordinate system ST by means of time slicing to obtain the slice envelope corresponding to the obstacle. Among them, the abscissa t in the ST coordinate system represents time, and the ordinate s represents the distance that the vehicle needs to travel along the road, that is, the distance of the local path for which path planning needs to be performed. The distance between the obstacle changing with time and the vehicle at the current moment of path planning is updated by means of time slicing, that is, the position of the obstacle is updated according to the time slicing. For example, when the vehicle is in a stationary state at the current moment of path planning, when the obstacle is a static obstacle, the distance between the static obstacle and the vehicle is always the distance corresponding to the current moment of path planning between the static obstacle and the vehicle, and this distance does not change with time; when the obstacle is a dynamic obstacle, the distance between the dynamic obstacle and the vehicle increases with time. Each time interval in the time slicing can be preset according to the collision detection accuracy, and the time interval in this disclosure is 0.1 s.

[0174] In step S1702, according to the vehicle speed and the distance between the obstacle and the vehicle, a speed curve of the vehicle in the target time period is obtained, and the target time period includes the time period from the current moment of path planning of the vehicle to the second moment.

[0175] In step S1703, according to the slice envelope and the speed curve, the target vehicle speed at the second moment is determined.

[0176] In the embodiment of the present disclosure, in the case where there is a risk of collision between the vehicle and an obstacle at the next moment, the obstacle is projected onto the ST coordinate system, and by controlling the slope of the speed curve, the vehicle speed at the next moment is determined, so as to avoid the occurrence of a vehicle-obstacle collision event.

[0177] In a possible embodiment, refer to Figure 18 , in step S1703, according to the slice envelope and the speed curve, determining the target vehicle speed at the second moment may include the following steps:

[0178] In step S1801, according to the positional relationship between the slice envelope and the speed curve, the slope of the speed curve is adjusted to obtain a target speed curve.

[0179] In step S1802, according to the target speed curve, the target vehicle speed at the second moment is determined.

[0180] It should be noted that when the obstacle is a static obstacle, the distance between the obstacle and the vehicle does not change with time, that is, the ordinate in the slice envelope does not change; when the obstacle is a dynamic obstacle, the distance between the obstacle and the vehicle changes with time, that is, the ordinate in the slice envelope changes.

[0181] In the embodiments of the present disclosure, the slope of the speed curve is adjusted according to the positional relationship between the slice envelope and the speed curve, so as to avoid the vehicle from colliding with an obstacle by adjusting the vehicle speed.

[0182] In a possible embodiment, adjusting the slope of the speed curve according to the positional relationship between the slice envelope and the speed curve to obtain a target speed curve may include:

[0183] When the slice envelope overlaps with both the ordinate of the distance-time coordinate system and the speed curve at the same time, the slope of the speed curve is reduced until the slope corresponding to the fourth distance between the speed curve and the slice envelope is zero, and a target speed curve is obtained, where the fourth distance is greater than or equal to a preset safety distance.

[0184] Or,

[0185] When the slice envelope overlaps with the speed curve partially, the slope of the speed curve is increased or decreased until the distance between the speed curve and the slice envelope is greater than or equal to the preset safety distance and they do not overlap completely, and a target speed curve is obtained.

[0186] It should be noted that when the obstacle is a static obstacle and the vehicle cannot avoid it on the road, the slice envelope corresponding to the static obstacle will overlap with both the ordinate of the ST coordinate system and the speed curve at the same time.

[0187] Exemplarily, referring to Figure 19a , when the static obstacle is located on the right side of the road, the positional relationship between the static obstacle and the vehicle is calculated every 0.1 s by means of time slicing. When the distance between the vehicle envelope and the static obstacle is less than the preset safety distance, that is, when the safety distance is insufficient, a projection slice as shown in Figure 19b is formed in the distance-time coordinate system. The slice envelope as shown in Figure 19c is formed according to all the projection slices corresponding to the static obstacle. At this time, the slice envelope overlaps with both the ordinate of the distance-time coordinate system and the speed curve at the same time, indicating that the vehicle cannot avoid the static obstacle. At this time, the slope of the speed curve of the vehicle as shown in Figure 21a is reduced until the slope corresponding to the fourth distance between the speed curve and the slice envelope is zero, and a target speed curve corresponding to the vehicle as shown in Figure 21b is obtained.

[0188] It should be noted that when the obstacle is a dynamic obstacle, the slice envelope corresponding to the dynamic obstacle will overlap with the speed curve partially.

[0189] Exemplarily, referring to Figure 20a, the dynamic obstacle is located in the left lane of the lane where the vehicle is located, and its predicted trajectory includes changing lanes from the left lane to the lane where the vehicle is located. The position relationship between the dynamic obstacle and the vehicle is calculated every 0.1 s by means of time slicing. When the distance between the vehicle envelope and the dynamic obstacle is less than the preset safety distance, that is, when the safety distance is insufficient, a projection slice as shown in Figure 20b is formed in the distance-time coordinate system. According to all the projection slices corresponding to the dynamic obstacle, a slice outer envelope as shown in Figure 20c is formed. At this time, the slice outer envelope partially overlaps with the speed curve, indicating that the dynamic obstacle may affect the normal driving of the vehicle. At this time, the slope of the speed curve of the vehicle as shown in Figure 21a is reduced or increased until the slope corresponding to the distance between the speed curve and the slice outer envelope is zero, and two target speed curves corresponding to the vehicle as shown in Figure 21c are obtained.

[0190] In the embodiment of the present disclosure, when there is a collision risk between the vehicle and the static obstacle and it cannot be avoided, the vehicle speed is reduced until the vehicle speed at the minimum distance between the vehicle and the static obstacle is zero, so as to avoid a collision between the vehicle and the static obstacle; when there is a collision risk between the vehicle and the dynamic obstacle, the dynamic obstacle is avoided by reducing or increasing the vehicle speed, so as to avoid a collision between the vehicle and the static obstacle.

[0191] Next, the embodiments of the present disclosure are illustrated by two scenarios: overtaking a static obstacle and overtaking a dynamic obstacle.

[0192] I. Static overtaking scenario:

[0193] As shown in Figure 22a , the static obstacle is located in front of the lane where the vehicle is located, and the vehicle is moving forward at a speed of 60 km / h. There is no obstacle in the right lane of the lane where the vehicle is located. At this time, the local path as shown in Figure 22b can be obtained through the driving path planning method provided by the embodiment of the present disclosure, and collision detection is performed on the vehicle at different times as shown in Figure 22c .

[0194] For each moment, when the distance between the vehicle envelope of the vehicle and the static obstacle is less than the safety distance, the position relationship between the static obstacle and the vehicle is calculated by means of time slicing, a slice outer envelope is formed in the ST coordinate system, and the slope of the speed curve of the vehicle is reduced until the slope corresponding to the minimum distance between the speed curve and the slice outer envelope is zero, and the target speed curve as shown in Figure 22d is obtained, and the vehicle speed is determined according to the target speed curve.

[0195] For each moment, when the distance between the vehicle envelope of the vehicle and the static obstacle is greater than or equal to the safety distance, the following is obtainedFigure 22e The target speed curve shown, and determine the vehicle speed according to the target speed curve.

[0196] II. Dynamic overtaking scenario:

[0197] As Figure 22f shown, a dynamic obstacle is located in front of the lane where the vehicle is located and advances at a speed of 30 km / h, the vehicle advances at a speed of 60 km / h, and there is no obstacle in the right lane of the lane where the vehicle is located. At this time, the local path shown as Figure 22g shown can be obtained through the driving path planning method provided by the embodiments of the present disclosure, and collision detection is performed on the vehicle at different times as shown in Figure 22h shown.

[0198] For each moment when the distance between the vehicle envelope of the vehicle and the dynamic obstacle is less than the safety distance, calculate the positional relationship between the static obstacle and the vehicle in a time-slice manner, form a slice outer envelope in the ST coordinate system, and reduce the slope of the vehicle speed curve to obtain the target speed curve shown as Figure 22i shown, and determine the vehicle speed according to the target speed curve.

[0199] For each moment when the distance between the vehicle envelope of the vehicle and the dynamic obstacle is greater than or equal to the safety distance, obtain the target speed curve shown as Figure 22j shown, and determine the vehicle speed according to the target speed curve.

[0200] The driving path planning method provided by the embodiments of the present disclosure takes the vehicle head as the main object of path planning, considers the connection method between the vehicle head and the trailer, determines the second path point of the trailer according to the relative pose of the vehicle head and the trailer and the first path point of the vehicle head, and determines the driving path of the vehicle according to the first path point and the second path point. It is applicable to the local path planning of all articulated vehicle models in various scenarios, such as ports, ports, mines, highways or urban traffic and other scenarios. The local path planning result ensures the comfort of the passengers in the vehicle, thereby improving the safety of the vehicle when driving on the driving path. The collision detection result in the local path planning process is reliable, thereby improving the feasibility of the driving path and the passability of the vehicle when driving on the driving path.

[0201] Based on the same inventive concept, the embodiments of the present disclosure also provide a driving path planning device. Refer to Figure 23 , the driving path planning device includes an acquisition module 2301, a first execution module 2302, a second execution module 2303, and a planning module 2304.

[0202] Among them, the acquisition module 2301 is used to acquire the environmental information of the scene where the vehicle is located and the state information of the vehicle at the first moment, where the vehicle includes a vehicle head and a trailer, and the vehicle head is articulated with the trailer.

[0203] The first execution module 2302 is configured to determine a first path point of the vehicle head at a second moment according to the environmental information and the status information, where the second moment is later than the first moment.

[0204] The second execution module 2303 is configured to determine the relative pose of the vehicle head and the trailer at the second moment, and determine a second path point of the trailer at the second moment according to the relative pose and the first path point.

[0205] The planning module 2304 is configured to determine the driving path of the vehicle according to the first path point and the second path point.

[0206] In the embodiment of the present disclosure, according to the environmental information and the status information of the vehicle at the first moment, a first path point of the vehicle head at the second moment is determined. According to the relative pose of the vehicle head and the trailer at the second moment and the first path point of the vehicle head at the second moment, a second path point of the trailer at the second moment is determined. According to the first path point and the second path point, the driving path of the vehicle is determined. The vehicle body of the vehicle will not be outside the lane in this driving path, so as to ensure that the vehicle travels on the road center line, improve the feasibility of this driving path, and thus improve the safety of the vehicle in the driving path.

[0207] Exemplarily, the status information includes throttle braking information and steering wheel angle. The second execution module 2303 is configured to input the throttle braking information and the steering wheel angle corresponding to the first moment into a non-linear model to obtain the relative pose of the vehicle head and the trailer at the second moment output by the non-linear model, and the non-linear model is used to predict the relative pose of the vehicle head and the trailer.

[0208] Exemplarily, the non-linear model is used to determine a first coordinate of the center point of the first rear axle of the vehicle head in the world coordinate system and the vehicle head orientation according to the throttle braking information and the steering wheel angle corresponding to the first moment;

[0209] According to the first coordinate and the vehicle head orientation, determine a second coordinate of the hitch point of the vehicle head and the trailer in the world coordinate system;

[0210] According to the second coordinate, determine a third coordinate of the center point of the second rear axle of the trailer in the world coordinate system;

[0211] According to the second coordinate and the third coordinate, determine the trailer orientation;

[0212] According to the vehicle head orientation and the trailer orientation, obtain the relative pose of the vehicle head and the trailer at the second moment.

[0213] Exemplarily, the driving path planning device further includes a detection module. The environmental information includes obstacle position information. The detection module is configured to convert the vehicle head from the world coordinate system to the Frenet coordinate system according to the first path point to obtain a vehicle head envelope.

[0214] According to the second path point, the trailer is transformed from the world coordinate system to the Frenet coordinate system to obtain the trailer envelope;

[0215] According to the obstacle position information, the obstacle is transformed from the world coordinate system to the Frenet coordinate system to obtain the obstacle area;

[0216] Obstacle collision detection is performed based on the tractor envelope, the trailer envelope, and the obstacle area.

[0217] Exemplarily, the detection module is used to determine a first distance between the tractor envelope and the obstacle area, and a second distance between the trailer envelope and the obstacle area, where the first distance is the minimum distance between the tractor envelope and the obstacle area, and the second distance is the minimum distance between the trailer envelope and the obstacle area;

[0218] When the first distance or the second distance is less than a preset safety distance, it is determined that the vehicle has a collision risk with the obstacle at the second moment.

[0219] Exemplarily, the environmental information includes obstacle position information, and the detection module is further used to transform the tractor from the world coordinate system to the Frenet coordinate system according to the first path point, and at the same time transform the trailer from the world coordinate system to the Frenet coordinate system according to the second path point to obtain the vehicle envelope;

[0220] According to the obstacle position information, the obstacle is transformed from the world coordinate system to the Frenet coordinate system to obtain the obstacle area;

[0221] Obstacle collision detection is performed based on the vehicle envelope and the obstacle area.

[0222] Exemplarily, the detection module is further used to determine a third distance between the vehicle envelope and the obstacle area, where the third distance is the minimum distance between the vehicle envelope and the obstacle area;

[0223] When the third distance is less than a preset safety distance, it is determined that the vehicle has a collision risk with the obstacle at the second moment.

[0224] Exemplarily, the status information includes the vehicle speed, and the planning module 2304 is further used to determine the slice outer envelope of the obstacle area in the distance-time coordinate system when the vehicle has a collision risk with the obstacle at the second moment;

[0225] According to the vehicle speed and the distance between the obstacle and the vehicle, a speed curve of the vehicle in the target time period is obtained, where the target time period includes the time period from the current moment when the vehicle performs path planning to the second moment;

[0226] According to the slice outer envelope and the speed curve, the target vehicle speed at the second moment is determined.

[0227] Exemplarily, the planning module 2304 is further configured to adjust the slope of the speed curve according to the positional relationship between the slice envelope and the speed curve to obtain a target speed curve;

[0228] Determine the target vehicle speed of the vehicle at the second moment according to the target speed curve.

[0229] Exemplarily, when the slice envelope overlaps with both the ordinate of the distance-time coordinate system and a part of the speed curve, the planning module 2304 is further configured to decrease the slope of the speed curve until the slope corresponding to the fourth distance between the speed curve and the slice envelope is zero, so as to obtain the target speed curve, where the fourth distance is greater than or equal to a preset safety distance;

[0230] Or,

[0231] When the slice envelope partially overlaps with the speed curve, increase or decrease the slope of the speed curve until the distance between the speed curve and the slice envelope is greater than or equal to the preset safety distance and they do not overlap at all, so as to obtain the target speed curve.

[0232] Regarding the driving path planning device in the above embodiments, the specific manners in which each module performs operations have been described in detail in the embodiments related to the method, and will not be elaborated herein.

[0233] Based on the same inventive concept, an embodiment of the present disclosure further provides a vehicle-mounted system, which includes the driving path planning device disclosed in the above embodiments.

[0234] An embodiment of the present disclosure determines a first path point of the vehicle head at the second moment according to the environmental information and state information of the vehicle at the first moment, determines a second path point of the trailer at the second moment according to the relative pose between the vehicle head and the trailer at the second moment and the first path point of the vehicle head at the second moment, and determines the driving path of the vehicle according to the first path point and the second path point. The vehicle body of the vehicle will not be outside the lane in this driving path, so as to ensure that the vehicle travels on the road center line, improve the feasibility of this driving path, and thus improve the safety of the vehicle in the driving path.

[0235] Based on the same inventive concept, an embodiment of the present disclosure further provides a vehicle, which includes the driving path planning device disclosed in the above embodiments.

[0236] In an embodiment of the present disclosure, based on the environmental information and status information of the vehicle at a first moment, a first path point of the vehicle head at a second moment is determined. Based on the relative pose between the vehicle head and the trailer at the second moment and the first path point of the vehicle head at the second moment, a second path point of the trailer at the second moment is determined. Based on the first path point and the second path point, a driving path of the vehicle is determined. The vehicle body of the vehicle will not be outside the lane in this driving path, thereby ensuring that the vehicle travels along the center line of the road, improving the feasibility of this driving path, and thus enhancing the safety of the vehicle in the driving path.

[0237] Figure 24 FIG. 4 is a block diagram of a vehicle 240 shown according to an exemplary embodiment. For example, the vehicle 240 may be a hybrid vehicle, or a non - hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicles. The vehicle 240 may be an autonomous vehicle or a semi - autonomous vehicle.

[0238] Referring to Figure 24 FIG. 4, the vehicle 240 may include various subsystems. For example, the infotainment system 2401, the perception system 2402, the decision - making and control system 2403, the drive system 2404, and the computing platform 2405. Among them, the vehicle 240 may also include more or fewer subsystems, and each subsystem may include multiple components. In addition, each subsystem and each component of the vehicle 240 may be interconnected by wired or wireless means.

[0239] In some embodiments, the infotainment system 2401 may include a communication system, an entertainment system, a navigation system, and the like.

[0240] The perception system 2402 may include several sensors for sensing information about the environment around the vehicle 240. For example, the perception system 2402 may include a global positioning system (the global positioning system may be a GPS system, or a Beidou system, or other positioning systems), an inertial measurement unit (IMU), a lidar, a millimeter - wave radar, an ultrasonic radar, and a camera device.

[0241] The decision - making and control system 2403 may include a computing system, a vehicle controller, a steering system, an accelerator, and a braking system.

[0242] The drive system 2404 may include components that provide power motion for the vehicle 240. In one embodiment, the drive system 2404 may include an engine, an energy source, a transmission system, and wheels. The engine may be one or a combination of an internal combustion engine, an electric motor, and an air compression engine. The engine can convert the energy provided by the energy source into mechanical energy.

[0243] Some or all functions of vehicle 240 are controlled by computing platform 2405. Computing platform 2405 may include at least one processor 24051 and a memory 24052. Processor 24051 may execute instructions 24053 stored in memory 24052.

[0244] Processor 24051 may be any conventional processor, such as a commercially available CPU. The processor may also include, for example, a Graphic Process Unit (GPU), a Field Programmable Gate Array (FPGA), a System on Chip (SOC), an Application Specific Integrated Circuit (ASIC), or a combination thereof.

[0245] Memory 24052 may be implemented by any type of volatile or non-volatile storage device, or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic memory, flash memory, a magnetic disk, or an optical disk.

[0246] In addition to instructions 24053, memory 24052 may also store data, such as road maps, route information, data on the position, direction, speed, etc. of the vehicle. The data stored in memory 24052 may be used by computing platform 2405.

[0247] In an embodiment of the present disclosure, processor 24051 may execute instructions 24053 to complete all or part of the steps of the above-described driving route planning method.

[0248] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided. When the program instructions are executed by a processor, the steps of the above-described driving route planning method are implemented. For example, the computer-readable storage medium may be the above-described memory 24052 including program instructions, and the above program instructions may be executed by processor 24051 of vehicle 240 to complete the above-described driving route planning method.

[0249] In another exemplary embodiment, a computer program product is also provided. The computer program product includes a computer program that can be executed by a programmable device, and the computer program has a code portion for executing the above-described driving route planning method when executed by the programmable device.

[0250] The preferred embodiments of the present disclosure have been described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details in the above embodiments. Within the scope of the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0251] In addition, it should be noted that, in the various specific technical features described in the above specific embodiments, they can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, the present disclosure will not separately describe various possible combination methods.

[0252] Furthermore, any combination can be made between various different embodiments of the present disclosure, as long as it does not violate the idea of the present disclosure, and it should also be regarded as the content disclosed by the present disclosure.

Claims

1. A driving route planning method, characterized in that, The driving path planning method includes: Obtaining the environmental information of the vehicle's location at the first moment and the state information of the vehicle, where the vehicle includes a vehicle head and a trailer, and the vehicle head is articulated with the trailer; Determining a first path point of the vehicle head at the second moment according to the environmental information and the state information, where the second moment is later than the first moment; Determining the relative pose of the vehicle head and the trailer at the second moment, and determining a second path point of the trailer at the second moment according to the relative pose and the first path point; Determining the driving path of the vehicle according to the first path point and the second path point.

2. The driving route planning method according to claim 1, characterized in that, The state information includes throttle braking information and steering wheel angle. Determining the relative pose of the vehicle head and the trailer at the second moment includes: Inputting the throttle braking information and the steering wheel angle corresponding to the first moment into a non-linear model to obtain the relative pose of the vehicle head and the trailer output by the non-linear model at the second moment, where the non-linear model is used to predict the relative pose of the vehicle head and the trailer.

3. The driving route planning method according to claim 2, characterized in that, The non-linear model is used to predict the relative pose of the vehicle head and the trailer at the second moment in the following manner: Determining a first coordinate of the center point of the first rear axle of the vehicle head in the world coordinate system and the vehicle head orientation according to the throttle braking information and the steering wheel angle corresponding to the first moment; Determining a second coordinate of the articulation point between the vehicle head and the trailer in the world coordinate system according to the first coordinate and the vehicle head orientation; Determining a third coordinate of the center point of the second rear axle of the trailer in the world coordinate system according to the second coordinate; Determining the trailer orientation according to the second coordinate and the third coordinate; Obtaining the relative pose of the vehicle head and the trailer at the second moment according to the vehicle head orientation and the trailer orientation.

4. The driving route planning method according to any one of claims 1-3, characterized in that, The environmental information includes obstacle position information. The driving path planning method further includes: Converting the vehicle head from the world coordinate system to the Frenet coordinate system according to the first path point to obtain a vehicle head envelope; Converting the trailer from the world coordinate system to the Frenet coordinate system according to the second path point to obtain a trailer envelope; Converting the obstacle from the world coordinate system to the Frenet coordinate system according to the obstacle position information to obtain an obstacle area; Performing obstacle collision detection according to the vehicle head envelope, the trailer envelope and the obstacle area.

5. The driving route planning method according to claim 4, characterized in that, Performing obstacle collision detection according to the vehicle head envelope, the trailer envelope and the obstacle area includes: Determining a first distance between the vehicle head envelope and the obstacle area and a second distance between the trailer envelope and the obstacle area, where the first distance is the minimum distance between the vehicle head envelope and the obstacle area, and the second distance is the minimum distance between the trailer envelope and the obstacle area; Determining that there is a collision risk between the vehicle and the obstacle at the second moment when the first distance or the second distance is less than a preset safety distance.

6. The driving route planning method according to any one of claims 1-3, characterized in that, The environmental information includes obstacle position information, and the driving path planning method further includes: According to the first path point, convert the vehicle head from the world coordinate system to the Frenet coordinate system, and at the same time, according to the second path point, convert the trailer from the world coordinate system to the Frenet coordinate system to obtain a vehicle envelope; According to the obstacle position information, convert the obstacle from the world coordinate system to the Frenet coordinate system to obtain an obstacle area; Perform obstacle collision detection according to the vehicle envelope and the obstacle area.

7. The driving route planning method according to claim 6, characterized in that, The performing obstacle collision detection according to the vehicle envelope and the obstacle area includes: Determine a third distance between the vehicle envelope and the obstacle area, where the third distance is the minimum distance between the vehicle envelope and the obstacle area; When the third distance is less than a preset safety distance, determine that there is a collision risk between the vehicle and the obstacle at the second moment.

8. The driving route planning method according to claim 5 or 7, characterized in that, The state information includes vehicle speed, and the driving path planning method further includes: When there is a collision risk between the vehicle and the obstacle at the second moment, determine a slice envelope of the obstacle area in the distance-time coordinate system; According to the vehicle speed and the distance between the obstacle and the vehicle, obtain a speed curve of the vehicle in a target time period, where the target time period includes the time period from the current moment when the vehicle performs path planning to the second moment; Determine the target vehicle speed of the vehicle at the second moment according to the slice envelope and the speed curve.

9. The driving route planning method according to claim 8, wherein, The determining the target vehicle speed of the vehicle at the second moment according to the slice envelope and the speed curve includes: Adjust the slope of the speed curve according to the positional relationship between the slice envelope and the speed curve to obtain a target speed curve; Determine the target vehicle speed of the vehicle at the second moment according to the target speed curve.

10. The driving route planning method according to claim 9, wherein, The adjusting the slope of the speed curve according to the positional relationship between the slice envelope and the speed curve to obtain a target speed curve includes: When the slice envelope overlaps with both the ordinate of the distance-time coordinate system and a part of the speed curve at the same time, reduce the slope of the speed curve until the slope corresponding to the fourth distance between the speed curve and the slice envelope is zero to obtain a target speed curve, where the fourth distance is greater than or equal to the preset safety distance; Or, When the slice envelope partially overlaps with the speed curve, increase or decrease the slope of the speed curve until the distance between the speed curve and the slice envelope is greater than or equal to the preset safety distance and they do not overlap at all to obtain a target speed curve.

11. A driving route planning device, wherein, The driving path planning device includes: An acquisition module, configured to acquire environmental information of the scene where the vehicle is located and the state information of the vehicle at a first moment, where the vehicle includes a vehicle head and a trailer, and the vehicle head is articulated with the trailer; A first execution module, configured to determine a first path point of the vehicle head at a second moment according to the environmental information and the state information, where the second moment is later than the first moment; A second execution module, configured to determine a relative pose of the vehicle head and the trailer at the second moment, and determine a second path point of the trailer at the second moment according to the relative pose and the first path point; A planning module, configured to determine a driving path of the vehicle according to the first path point and the second path point.

12. A vehicle, wherein, The vehicle includes the driving path planning device according to claim 11.

Images