Relay point determination method and device for parking path planning, and parking path planning method and device

Abstract

The invention relates to a relay point determining method and device for parking path planning and a parking path planning method and device, and the relay point determining method comprises the steps: determining the circle center of a one-step parking path when a vehicle is parked at a minimum turning radius; the critical channel width and the maximum steering angle of vehicle parking are determined; sampling is carried out within the angle range of a preset minimum steering angle and the maximum steering angle and within the range that the distance from the circle center of the one-step parking path to the circle center of the one-step parking path is the minimum turning radius, and a sampling point is determined to be a one-step relay point; under the condition that the parking channel width is smaller than the critical channel width, determining a two-step relay point on a two-step parking path based on the one-step relay point; and taking the one-step relay point and the two-step relay point as relay points of first side parking, and taking the relay points as relay points of parking path planning. Therefore, invalid calculation can be effectively avoided, efficiency is improved, and calculation resources are saved.

Description

Technical Field

[0001] This application relates to the technical field of parking path planning, and in particular, to a method and device for determining relay points and planning parking paths for parking path planning. Background Art

[0002] In the existing technical solutions for parking path planning, relay points are usually uniformly sampled in terms of position and angle. Specifically, uniform sampling is performed in three dimensions: the x-direction dimension, the y-direction dimension, and the angle direction dimension.

[0003] However, in the above method of selecting relay points, there will be a lot of calculations of invalid relay points, which will cause waste of computing resources. Summary of the Invention

[0004] This application provides a method and device for determining relay points and planning parking paths for parking path planning, which can effectively avoid invalid calculations, improve efficiency, and save computing resources.

[0005] In a first aspect, this application provides a method for determining relay points for parking path planning, including:

[0006] Determine the center of the one-step parking path when the vehicle parks with the minimum turning radius;

[0007] Determine the critical channel width and the maximum steering angle for the vehicle to park;

[0008] Sample within the angular range of the preset minimum steering angle and the maximum steering angle, and within the range where the distance from the center of the one-step parking path is the minimum turning radius, and determine the sampling point as the one-step relay point;

[0009] In the case where the parking channel width is less than the critical channel width, determine the two-step relay point on the two-step parking path based on the one-step relay point;

[0010] Use the one-step relay point and the two-step relay point as the relay points for the first-side parking, and use the relay points as the relay points for parking path planning.

[0011] In a second aspect, an embodiment of this application provides a parking path planning method based on relay points, including:

[0012] Determine the relay points for parking path planning based on the method provided by the embodiment of this application;

[0013] Plan the parking path based on the relay points.

[0014] In a third aspect, an embodiment of this application provides a device for determining relay points for parking path planning, including:

[0015] One-step parking path center determination module, configured to determine the center of the one-step parking path when the vehicle parks with the minimum turning radius;

[0016] Critical channel width and maximum steering angle determination module, configured to determine the critical channel width and the maximum steering angle for the vehicle to park;

[0017] One-step relay point determination module, configured to sample within the angular range of the preset minimum steering angle and the maximum steering angle, and within the range of the minimum turning radius from the center of the one-step parking path, and determine the sampling point as the one-step relay point;

[0018] Two-step relay point determination module, configured to determine the two-step relay point on the two-step parking path based on the one-step relay point;

[0019] Relay point determination module for parking path planning, configured to use the one-step relay point and the two-step relay point as the relay points for the first-side parking, and use the relay points as the relay points for parking path planning.

[0020] Fourthly, an embodiment of the present application provides a parking path planning device, including the relay point determination device provided by the embodiment of the present application, and further including:

[0021] Path planning module, configured to perform parking path planning based on the relay points.

[0022] Fifthly, an embodiment of the present application provides an electronic device, including:

[0023] Memory, configured to store a computer program;

[0024] Processor, configured to execute the computer program stored in the memory, and when the computer program is executed, implement the method provided by the embodiment of the present application.

[0025] Sixthly, an embodiment of the present application provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the method provided by the embodiment of the present application is implemented.

[0026] The above technical solutions provided by the embodiments of the present application have the following advantages compared with the prior art:

[0027] The technical solution provided by the embodiment of the present application determines the center of the one-step parking path and the maximum steering angle when parking with the minimum turning radius, samples within the range of the preset minimum steering angle and the maximum steering angle and within the range of the minimum turning radius from the center of the one-step parking path, determines the sampling points as the one-step relay points, and determines the two-step relay points on the two-step parking path through the one-step relay points; that is, the points on the one-step parking path are used as the one-step relay points, and on the basis of determining the distance as the minimum turning radius, sampling is performed within the steering angle range to determine the one-step relay points, that is, on the basis of determining the distance as the minimum turning radius, sampling is only performed in one angular dimension; and the points on the two-step parking path are determined as the two-step relay points through the one-step relay points. Thus, it effectively avoids the consumption of computing resources for invalid relay points caused by uniform sampling in the x-direction dimension, y-direction dimension, and angular dimension of the position, improves the accuracy, improves the efficiency, and saves the computing resources. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The accompanying drawings herein are incorporated into the specification and constitute a part of this specification, showing embodiments consistent with the present invention and, together with the specification, are used to explain the principles of the present invention.

[0029] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, for those of ordinary skill in the art, other drawings can also be obtained based on these drawings without creative efforts.

[0030] One or more embodiments are exemplarily illustrated by the pictures in the corresponding accompanying drawings. These exemplary illustrations do not constitute limitations on the embodiments. Elements with the same reference numerals in the drawings are represented as similar elements, unless otherwise stated, and the drawings in the drawings do not constitute a proportional limitation.

[0031] Figure 1 is a schematic diagram of a perpendicular parking scenario

[0032] Figure 2 is another schematic diagram of a perpendicular parking scenario;

[0033] Figure 3 is a schematic diagram of a planned parking path during perpendicular parking;

[0034] Figure 4 is a schematic diagram of a planned parking path during perpendicular parking;

[0035] Figure 5 is a schematic diagram of a coordinate system during perpendicular parking;

[0036] Figure 6It is a flowchart of a method for determining relay points in parking path planning provided by an embodiment of the present application;

[0037] Figure 7 It is a schematic diagram of the right - hand parking process;

[0038] Figure 8 It is a schematic diagram of the right - hand parking process;

[0039] Figure 9 It is a schematic diagram when the left - front corner of the vehicle collides critically with the upper boundary of the parking lane during the right - hand parking process;

[0040] Figure 10 It is a schematic diagram of one - step relay point sampling during the right - hand parking process;

[0041] Figure 11 It is a schematic diagram of determining two - step relay points during the right - hand parking process;

[0042] Figure 12 It is a flowchart of a method for determining relay points in parking path planning provided by an embodiment of the present application;

[0043] Figure 13 It is a flowchart of a method for determining relay points in parking path planning provided by an embodiment of the present application;

[0044] Figure 14 It is a flowchart of a method for determining relay points in parking path planning provided by an embodiment of the present application;

[0045] Figure 15 It is a flowchart of a method for path planning provided by an embodiment of the present application;

[0046] Figure 16 It is a flowchart of a method for path planning provided by an embodiment of the present application;

[0047] Figure 17 It is a block diagram of the structure of a device for determining relay points in parking path planning;

[0048] Figure 18 It is a block diagram of the structure of a device for path planning provided by an embodiment of the present application;

[0049] Figure 19 It is a schematic diagram of the structure of an electronic device provided by an embodiment of the present application. Detailed implementation manners

[0050] To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Apparently, the described embodiments are only a part rather than all of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the scope of protection of the present application.

[0051] The following disclosure provides many different embodiments or examples for implementing different structures of the present invention. To simplify the disclosure of the present invention, components and settings of specific examples are described below. Of course, they are only examples and are not intended to limit the present invention. In addition, the present invention may repeat reference numerals and / or letters in different examples. This repetition is for the purpose of simplification and clarity and does not itself indicate the relationship between the various embodiments and / or settings discussed.

[0052] To solve the technical problem in the prior art that in parking path planning, the method of uniformly sampling positions and angles to select relay points causes relatively large consumption of computing resources, the present application provides a method and device for determining relay points in parking path planning and a parking path planning method, which can effectively avoid invalid calculations, improve efficiency, and save computing resources.

[0053] Figure 1 is a schematic diagram of a perpendicular parking scenario, Figure 2 is another schematic diagram of a perpendicular parking scenario, as Figure 1 shown, the vehicle drives forward from point A to shift gears at point B, then reverses to point C to complete parking in the garage, or as Figure 2 shown, the vehicle reverses from point A to point B to shift gears, drives forward to point C to shift gears, and finally reverses to point D to complete parking in the garage. Figure 1 The point B in Figure 2 and the points B and C in Figure 3 are gear-shifting points, which are referred to as relay points in the present application. By determining the relay points through the method provided by the present application, as long as any relay point is reached, the parking path can be planned. As n shown, the path from B1, …, B Figure 3 to point C is a one-step parking path, that is, when the vehicle is on this path, it can park in the garage without shifting gears. Therefore, when the vehicle is in other positions and a path from the current position to the one-step parking path can be planned (including but not limited to any curve connection methods such as arc-line, Bezier curve, etc.), the vehicle can reach the relay point and park in the garage, such as the path A-B2-C in Figure 4As shown in the figure, when the current position of the vehicle may not be able to plan a relay point on the one-step parking path (for example, when the curvature exceeds the maximum curvature of the vehicle's steering), in this application, the two-step relay point for two-step parking can be calculated based on the one-step relay point of one-step parking. When the vehicle can plan a path from the current position to the two-step relay point (including but not limited to any curve connection methods such as arc-line, Bezier curve, etc.), the vehicle can reach the relay point and park in the garage, such as Figure 4 The A-B4-C4-D path in

[0054] It should be noted that in the technical solution of this application, with the target parking point in the parking space as the coordinate origin, an xoy coordinate system is established, such as Figure 5 shown. The rectangular frame abcd is the vehicle collision check frame, and the points inside the rectangular frame represent the center of the rear axle. The four points a, b, c, and d represent the corner points of the left front, left rear, right rear, and right front of the vehicle respectively. l f and l r are the distances from the center of the rear axle to the front overhang and the rear overhang respectively, and w car is the vehicle width. A, B, C, and D represent the four corner points perpendicular to the parking space respectively and their position coordinates are known (which can be calculated in advance through external detection means). l slot and w slot are the length and width of the parking space respectively; h slot is the parking lane width.

[0055] Figure 6 is a flowchart of a method for determining a relay point for parking path planning provided by an embodiment of this application. This method can be applied to the situation of determining a relay point for vertical parking path planning. It should be noted that the parking path is reversible, that is, the vehicle can reverse along the parking-out path to complete parking in the parking space. The method provided by the embodiment of this application can start from within the parking space when determining the relay point and finally reverse along the parking-out path.

[0056] Such as Figure 6 shown, this method includes the following steps:

[0057] Step 101: Determine the center of the one-step parking path when the vehicle parks with the minimum turning radius.

[0058] Specifically, the one-step parking path when the vehicle parks adopts the form of an arc-line splicing curve, and the situation where the vehicle parks with the minimum turning radius and does not collide is calculated. Due to the reversibility of the parking path, the parking-out situation is taken as an example for explanation. For example, referring to Figure 7 , the vehicle parks out to the right with the minimum turning radius R, the center of the circle is point c1, and the collision risk point is the first corner point of the parking space ( Figure 7At the D0 point in it), when there is a critical collision, the vehicle just touches the D0 point; among them, the first parking space corner point (D0 point) is at the entrance and exit of the parking space and is the parking space corner point close to the inner side of the vehicle turning; among them, as Figure 7 shown, in the case of parking out on the right side of the vehicle, the right side of the vehicle is the inner side of the vehicle turning.

[0059] Among them, the minimum turning radius is the turning radius corresponding to the maximum steering angle of the steering wheel. As Figure 7 shown, the center of the circle (c1 point) can be calculated through geometric relationships. Among them, the position of the D0 point can be determined by the external detection means of the vehicle. For example, the position of the D0 point can be determined by analyzing the image collected by the external camera.

[0060] Step 102: Determine the critical channel width and the maximum steering angle for vehicle parking.

[0061] Specifically, the critical channel width for vehicle parking can be determined first. This critical channel width is the critical channel width for one-step parking. The maximum steering angle for vehicle parking is judged by the relationship between the parking channel width and the critical channel width. Among them, the parking channel width is the parking channel width in the actual parking process, and this parking channel width can be determined by the external detection means of the vehicle. For example, the parking channel width can be determined by analyzing the image of the parking channel collected by the external camera, or it can also be determined by other external means such as other methods.

[0062] Among them, for the specific determination of the critical channel width, reference can be made to Figure 8 , taking parking out on the right side as an example. If the parking channel width h slot is relatively narrow, there is a risk of collision between the outer front corner of the vehicle (the left front corner when parking out on the right side), point a and the upper boundary of the parking channel, and the collision point is point a ′ . As Figure 8 shown, when there is a critical collision between the left front corner of the vehicle and the upper boundary of the parking channel, the vehicle can just park out, or in the case of parking in on the right side, when there is a critical collision between the left front corner of the vehicle and the upper boundary of the parking channel, the vehicle can just park into the parking space. At this time, the critical channel width h slot_min can be calculated through geometric relationships.

[0063] In this embodiment, when the parking channel width is less than the critical channel width, the vehicle cannot park in one step. Specifically, the vehicle cannot park out or park in one step. Referring to Figure 9 , taking parking out on the right side as an example, in the case where the parking channel width is less than the critical channel width, the maximum steering angle θ max for vehicle parking can be determined through geometric relationships. As Figure 8As shown, when the width of the parking lane is greater than the critical lane width, the vehicle can drive to a position parallel to the parking lane without the risk of collision. The maximum steering angle θ of the vehicle during parking max can be a preset angle, which can be

[0064] It should be noted that the above is only an example for determining the maximum steering angle of vehicle parking and is limited to the above method. In other embodiments, other calculation methods can also be referred to determine the maximum steering angle of vehicle parking.

[0065] Step 103: Sample within the angular range of the preset minimum steering angle and the maximum steering angle, and within the range where the distance from the center of the one-step parking path is the minimum turning radius, to determine the sampling point as the one-step relay point.

[0066] In the technical solution provided by the embodiment of the present application, the distance between the sampling point and the center of the one-step parking path is the minimum turning radius. When the distance from the center of the one-step parking path is the minimum turning path, sampling is performed at different corner angle values within the angular range of the preset minimum steering angle and the maximum steering angle, and the sampling point is used as the one-step relay point. Since the path for the vehicle to park with the minimum turning radius is the one-step parking path, the sampling point is a point on the one-step parking path.

[0067] Refer to Figure 10 for illustration. Taking the right-side parking out as an example, when the distance from the center of the one-step parking path is the minimum turning path, sampling is performed with different steering angles θ i to obtain the sampling point as the one-step relay point. The position and heading angle of the relay point can be calculated through geometric relationships. Among them, θ i ∈(θ min , θ max ), where θ min is the preset minimum steering angle. The preset minimum steering angle can be determined according to experience. For example, it can be or etc.

[0068] Step 104: When the width of the parking lane is less than the critical lane width, determine the two-step relay point on the two-step parking path based on the one-step relay point.

[0069] When the width of the parking lane is greater than the critical lane width, the vehicle can park in one step, that is, the vehicle can park out or park in, and only the one-step relay point needs to be determined; when the width of the parking lane is less than the critical lane width, the vehicle cannot park in one step. Therefore, the two-step relay point needs to be determined.

[0070] Among them, the specific implementation of the two-step relay point can be to turn the steering wheel in the opposite direction to the original at the one-step relay point, and along the one-step relay point, simulate driving with the minimum turning radius until the vehicle has a critical collision with the second parking space corner point. The pose of the vehicle at this time is the two-step relay point, and the simulated driving path is the two-step parking path. The bending direction of this two-step parking path is opposite to that of the one-step parking path. Among them, the second parking space corner point is the other parking space corner point at the entrance and exit of the parking space, that is, the second parking space corner point is at the entrance and exit of the parking space and is the parking space corner point opposite to the first parking space corner point. Or it can be said that starting from the one-step relay point, an arc path is planned with the minimum turning radius until the vehicle has a critical collision with the second parking space corner point; among them, the bending direction of this arc path is opposite to that of the one-step parking path.

[0071] Reference Figure 11 , taking the right-side parking out as an example, taking the position of the one-step relay point p i as the starting point, simulate driving with the minimum turning radius and a steering angle of θ until the vehicle collides with the second parking space corner point, point A0, and turns through an arc path. At this time, the pose of the vehicle is the two-step relay point p j ; the center of this arc path is the center of the two-step parking path. This arc path is the two-step parking path. The pose of the two-step relay point can be calculated through geometric relationships. Among them, the position of the second parking space corner point can be obtained through external detection means, and the obtaining method can be the same as the method for obtaining the position of the first parking space corner point. Thus, the corresponding two-step relay point can be obtained through the one-step relay point, and the one-step relay point and the two-step relay point are in one-to-one correspondence.

[0072] Step 105: Use the one-step relay point and the two-step relay point as the relay points for the first-side parking, and use the relay points as the relay points for parking path planning.

[0073] In an embodiment, the first-side parking can be left-side parking or right-side parking. Optionally, the relay point for the first-side parking can be used as the relay point for parking path planning, and subsequent parking path planning can be carried out through this relay point.

[0074] In an embodiment, the vehicle can pre-judge whether it is left-side parking or right-side parking. Specifically, it can be detected through external detection methods. For example, the position of the parking space can be detected by image, and whether it is left-side parking or right-side parking can be judged based on the position of the parking space and the current position of the vehicle. Then, the relay point for left-side parking or the relay point for right-side parking is determined, and subsequent parking path planning is carried out.

[0075] The technical solution provided by the embodiments of the present application determines the center of the one-step parking path and the maximum steering angle when parking with the minimum turning radius. Sampling is performed within the range of the preset minimum steering angle and the maximum steering angle and within the range where the distance from the center of the one-step parking path is the minimum turning radius. The sampling points are determined as one-step relay points, and the two-step relay points on the two-step parking path are determined through the one-step relay points; that is, the points on the one-step parking path are used as one-step relay points. Based on determining that the distance is the minimum turning radius, sampling is performed within the steering angle range to determine the one-step relay points, that is, based on determining that the distance is the minimum turning radius, sampling is only performed in one angle dimension; and the points on the two-step parking path are determined as two-step relay points through the one-step relay points. Thus, the consumption of computing resources for invalid relay points caused by uniform sampling in the x-direction dimension, y-direction dimension, and angle dimension of the position is effectively avoided, the accuracy is improved, the efficiency is improved, and the computing resources are saved.

[0076] Figure 12 It is a flow chart of a method for determining relay points in parking path planning provided by the embodiments of the present application. Based on the process shown in Figure 6 the steps 101, 102, and 104 are defined.

[0077] As Figure 12 shown, the method includes the following steps:

[0078] Step 201: Determine the center of the one-step parking path when the vehicle parks with the minimum turning radius.

[0079] As an optional implementation manner, the center of the one-step parking path is determined based on the following formula:

[0080]

[0081] where R is the minimum turning radius; and are the abscissa and ordinate of the center of the one-step parking path in the coordinate system with the target parking point in the parking space as the coordinate origin, respectively; w car is the vehicle width; w slot is the width of the parking space; is the ordinate of the first parking space corner point in the coordinate system with the target parking point in the parking space as the coordinate origin. Referring to Figure 7 , taking the right-side parking out as an example, when the vehicle parks out to the right with the minimum turning radius R, the center is point c1, the collision risk point is the first parking space corner point, point D0. When the critical collision occurs, the vehicle just touches point D0. The coordinates of the center of the one-step parking path can be calculated through the above formula (1).

[0082] Step 202: Determine the critical channel width for one-step parking based on the center of the one-step parking path, the first parking space corner point, and the target distance; wherein, the target distance is the distance from the outer front corner of the vehicle to the center of the one-step parking path when a critical collision occurs between the outer front corner of the vehicle and the upper boundary of the parking channel; the first parking space corner point is the corner point at the entrance and exit of the parking space and is close to the inner side of the vehicle's turning.

[0083] As an alternative implementation, the determining the critical channel width for one-step parking based on the center of the one-step parking path, the first parking space corner point, and the target distance includes:

[0084] Determine the critical channel width for one-step parking based on the following formula:

[0085]

[0086] wherein, h slot_min is the critical channel width; R a is the target distance; l f is the distance from the center of the vehicle's rear axle to the front overhang; w car is the width of the vehicle.

[0087] For illustration with reference to Figure 8 taking the example of parking out on the right side, if the width h slot of the parking channel is narrow, there is a risk of collision between the outer front corner of the vehicle (the left front corner when parking out on the right side), point a and the upper boundary of the parking channel, and the collision point is point a ′ . As Figure 8 shown, when the left front corner of the vehicle has a critical collision with the upper boundary of the parking channel, the vehicle can just park out, and the critical channel width for one-step parking can be calculated through geometric relationships and the above formula (2).

[0088] Step 203: If the width of the parking channel is greater than or equal to the critical channel width, take the preset angle as the maximum steering angle for parking.

[0089] Step 204: If the width of the parking channel is less than the critical channel width, determine the maximum steering angle for parking based on the width of the parking channel, the distance from the center of the vehicle's rear axle to the front overhang, the first parking space corner point, the center of the one-step parking path, and the target distance.

[0090] A unified description is given for steps 203-204. As an alternative implementation, if the width of the parking lane is greater than or equal to the critical lane width, the preset angle is used as the maximum steering angle for parking; if the width of the parking lane is less than the critical lane width, the maximum steering angle for parking is determined based on the width of the parking lane, the distance from the center of the rear axle of the vehicle to the front overhang, the first parking space corner point, the center of the one-step parking path, and the target distance, including:

[0091] Determine the maximum steering angle based on the following formula:

[0092]

[0093] where h slot is the width of the parking lane; θ max is the maximum steering angle.

[0094] For illustration with reference to Figure 9 , taking the case of parking out on the right side as an example, when the width of the parking lane h slot is less than the critical lane width h slot_min , the maximum steering angle θ max for vehicle parking can be determined by the above formula (3). As shown in Figure 8 , when the width of the parking lane h slot is greater than the critical lane width h slot_min , the vehicle can drive to a position parallel to the parking lane without the risk of collision, and the maximum steering angle θ max of vehicle parking can be

[0095] Step 205: Sample within the angular range of the preset minimum steering angle and the maximum steering angle, and within the range of the minimum turning radius from the center of the one-step parking path to determine the sampling point as the one-step relay point.

[0096] As an alternative implementation, the sampling within the angular range of the preset minimum steering angle and the maximum steering angle, and within the range of the minimum turning radius from the center of the one-step parking path to determine the sampling point as the one-step relay point includes:

[0097] Determine the one-step relay point based on the following formula:

[0098]

[0099] where and are respectively the abscissa, ordinate and heading angle of the one-step relay point in the coordinate system with the target parking point in the parking space as the coordinate origin; θ i ∈(θmin , θ max ), i = 1, 2, 3, … n; where θ min is the preset minimum steering angle.

[0100] Reference Figure 10 is described. Taking the right-side parking out as an example, when the distance from the center of the one-step parking path is the minimum turning path, sampling is performed at different steering angles θ i to obtain the sampled points as one-step relay points. The position and heading angle of the one-step relay points can be calculated through the above formula (4). It can be seen from the above formula (4) that there is a variable θ i in the calculation of the position and heading angle of the one-step relay points, and other quantities can be obtained through calculation. That is to say, through the above formula (4), for the determination of the one-step relay points, sampling can be performed only in the dimension of one angle, without sampling in the x-direction dimension and the y-direction dimension, so as to avoid the calculation of invalid relay points, save computing resources and improve efficiency.

[0101] Step 206: When the width of the parking lane is less than the critical lane width, starting from the one-step relay point and simulating driving at the minimum turning radius until the vehicle has a critical collision with the second parking space corner point, determine the pose of the vehicle at this time as the two-step relay point; where the second parking space corner point is the other parking space corner point at the entrance and exit of the parking space; the path of the simulated driving is the two-step parking path, and the bending direction of the two-step parking path is opposite to the bending direction of the one-step parking path.

[0102] As an optional implementation manner, the starting from the one-step relay point and simulating driving at the minimum turning radius until the vehicle has a critical collision with the second parking space corner point, and determining the pose of the vehicle at this time as the two-step relay point includes:

[0103] Determine the two-step relay point based on the following formula:

[0104]

[0105] where θ is the angle turned during the simulated driving starting from the one-step relay point and at the minimum turning radius;

[0106] and are respectively the abscissa, ordinate and heading angle of the two-step relay point in the coordinate system with the target parking point in the parking space as the coordinate origin;

[0107] and are respectively the abscissa, ordinate, and heading angle of the one-step relay point in a coordinate system with the target parking point in the parking space as the coordinate origin;

[0108] and are respectively the abscissa and ordinate of the second parking space corner point in a coordinate system with the target parking point in the parking space as the coordinate origin; R is the minimum turning radius.

[0109] Refer to Figure 11 for illustration. Taking the right-side parking out as an example, starting from the position of the one-step relay point p i , simulate driving with the minimum turning radius and a steering angle of θ until the vehicle has a critical collision with the second parking space corner point (point A0), and turn through an arc path. At this time, the pose of the vehicle is the two-step relay point p j ; this arc path is the path of the simulated driving, and this simulated driving path is the two-step parking path. The position and heading angle of the two-step relay point can be calculated through the above formula (5). It can be seen from the above formula (5) that the two-step relay points correspond one-to-one with the one-step relay points, and it can be known from the above formula (5) that after determining the one-step relay point, the position and heading angle of the two-step relay point can be calculated based on known quantities such as the position and heading angle of the one-step relay point. During the calculation of the two-step relay point, refer to Figure 11 , and select the pose of the vehicle when it has a critical collision with the second parking space corner point (point A0) as the two-step relay point, rather than selecting a point between p i and p j in the simulated driving path as the two-step relay point. Making one two-step relay point corresponding to one one-step relay point can reduce the calculation of the number of two-step relay points and save computing resources.

[0110] Step 207: Use the one-step relay point and the two-step relay point as the relay points for the first-side parking, and use the relay points as the relay points for parking path planning.

[0111] For the introduction of Step 207, refer to the introduction of the above embodiment, and details will not be repeated here.

[0112] The technical solution provided by the embodiments of the present application uses the points on the one-step parking path and the two-step parking path as the relay points for parking path planning, avoiding the consumption of computing resources for invalid relay points in uniform position and angle sampling, improving accuracy, and saving computing resources; and in the embodiments of the present application, the relay points are determined by the vehicle driving with the minimum turning radius. The one-step parking path is the shortest path and can also be adapted in a narrow parking space, improving the reliability of the algorithm. The number of relay points is small and accurate, and the calculation real-time performance is high.

[0113] Figure 13It is a flowchart of a method for determining relay points in parking path planning provided by an embodiment of the present application. Based on the process shown in Figure 6 adds steps for determining relay points for reverse parking on the second side as shown in Figure 13 . The method includes the following steps:

[0114] Step 301: Determine the center of the one-step parking path when the vehicle parks with the minimum turning radius.

[0115] Step 302: Determine the critical channel width and the maximum steering angle for vehicle parking.

[0116] Step 303: Sample within the angular range of the preset minimum steering angle and the maximum steering angle, and within the range of the minimum turning radius from the center of the one-step parking path, and determine the sampled point as the one-step relay point.

[0117] Step 304: When the parking channel width is less than the critical channel width, determine the two-step relay point on the two-step parking path based on the one-step relay point.

[0118] Step 305: Use the one-step relay point and the two-step relay point as the relay points for the first-side parking, and perform a symmetry operation on the relay points for the first-side parking to obtain the relay points for the second-side parking.

[0119] In this embodiment, the descriptions of steps 301 - 304 can refer to the descriptions of the above embodiments and will not be repeated here.

[0120] In one embodiment, if the first-side parking is left-side parking, then the second-side parking is right-side parking; if the first-side parking is right-side parking, then the second-side parking is left-side parking. When the vehicle does not pre-judge left-side parking or right-side parking, it is necessary to determine both the relay points for the first-side parking and the relay points for the second-side parking, and perform parking path planning for all subsequent relay points. Therefore, after determining the relay points for the first-side parking, it is also necessary to determine the relay points for the second-side parking.

[0121] As an alternative implementation, the operation of performing a symmetry operation on the relay points for the first-side parking to obtain the relay points for the second-side parking includes:

[0122] Determine the relay points for the second-side parking based on the following formula:

[0123]

[0124] where M sym = (-1, 1, -1) T , N sym = (0, 0, π)

[0125] pi’ and p j’ are the one-step relay point and two-step relay point for second-side parking respectively; p i and p j are the one-step relay point and two-step relay point for first-side parking respectively. When calculating through the above formula (6), the position and heading angle of the relay point for first-side parking can be substituted into the right side of the formula, so as to obtain the position and heading angle of the relay point for second-side parking.

[0126] Step 306: Use the relay point as the relay point for parking path planning.

[0127] In this embodiment, the relay points for first-side parking and the relay points for second-side parking are stored, and all relay points are used as the relay points for parking path planning.

[0128] Thus, by adding the step of determining the relay point for second-side parking and using both the relay points for first-side parking and the relay points for second-side parking as the relay points for parking path planning, it is possible to avoid the need to judge in advance which side to park on, and use all relay points on both sides as the relay points for parking path planning, which can effectively avoid the situation where the judgment of which side to park on is inaccurate or difficult.

[0129] Figure 14 is a flowchart of a method for determining relay points for parking path planning provided by an embodiment of the present application. Based on the process shown in Figure 12 , the step of determining the relay point for second-side parking is added.

[0130] As Figure 14 shown, the method includes the following steps:

[0131] Step 401: Determine the center of the one-step parking path when the vehicle parks with the minimum turning radius.

[0132] Step 402: Determine the critical channel width for one-step parking based on the center of the one-step parking path, the first parking space corner point, and the target distance; where the target distance is the distance from the outer front corner of the vehicle to the center of the one-step parking path when the outer front corner of the vehicle has a critical collision with the upper boundary of the parking channel; the first parking space corner point is the corner point at the entrance and exit of the parking space and is close to the inner side of the vehicle turning.

[0133] Step 403: If the width of the parking channel is greater than or equal to the critical channel width, use the preset angle as the maximum steering angle for parking.

[0134] Step 404: If the width of the parking lane is less than the critical lane width, determine the maximum steering angle for parking based on the width of the parking lane, the distance from the center of the rear axle of the vehicle to the front overhang, the first parking space corner point, the center of the one-step parking path, and the target distance.

[0135] Step 405: Sample within the angular range of the preset minimum steering angle and the maximum steering angle, and within the range where the distance from the center of the one-step parking path is the minimum turning radius, and determine the sampling point as the one-step relay point.

[0136] Step 406: In the case where the width of the parking lane is less than the critical lane width, start from the one-step relay point and simulate driving with the minimum turning radius until the vehicle has a critical collision with the second parking space corner point, and determine the current pose of the vehicle as the two-step relay point; wherein, the second parking space corner point is the other parking space corner point at the entrance and exit of the parking space; the simulated driving path is the two-step driving path, and the bending direction of the two-step driving path is opposite to the bending direction of the one-step parking path.

[0137] Step 407: Use the one-step relay point and the two-step relay point as the relay points for the first-side parking, and perform a symmetry operation on the relay points for the first-side parking to obtain the relay points for the second-side parking.

[0138] Step 408: Use the relay points as the relay points for parking path planning.

[0139] The steps in this embodiment can refer to the introduction of the corresponding steps in the above embodiment and will not be repeated here.

[0140] Figure 15 It is a flowchart of a path planning method provided by an embodiment of the present application. The method determines relay points through the method provided by the embodiment of the present application. As Figure 15 shown, the method includes the following steps:

[0141] Step 501: Determine the center of the one-step parking path when the vehicle parks with the minimum turning radius.

[0142] Step 502: Determine the critical lane width and the maximum steering angle for the vehicle to park.

[0143] Step 503: Sample within the angular range of the preset minimum steering angle and the maximum steering angle, and within the range where the distance from the center of the one-step parking path is the minimum turning radius, and determine the sampling point as the one-step relay point.

[0144] Step 504: In the case where the width of the parking lane is less than the critical lane width, determine the two-step relay point on the two-step parking path based on the one-step relay point.

[0145] Step 505: Use the one-step relay point and the two-step relay point as the relay points for first-side parking, and use the relay points as the relay points for parking path planning.

[0146] Step 506: Perform parking path planning based on the relay points.

[0147] As an optional implementation manner, the performing parking path planning based on the relay points includes: traversing the relay points and selecting a target relay point; planning a target parking path from the current pose of the vehicle to the target relay point; if the target relay point is a one-step relay point, planning a one-step parking path from the target relay point to the target parking point in the parking space, and forming a final parking path by combining the target parking path and the corresponding one-step parking path; if the target relay point is a two-step relay point, planning a two-step parking path from the target relay point to the corresponding one-step relay point, and planning a one-step parking path from the corresponding one-step relay point of the target relay point to the target parking point in the parking space, and forming a final parking path by combining the target parking path, the corresponding two-step parking path, and the corresponding one-step parking path.

[0148] Specifically, all relay points can be traversed in sequence, and a feasible relay point can be selected as the target relay point. The method for planning the target parking path can be in the form of an arc-curve in the prior art, or in the form of a Bezier curve, etc. For the method of planning the one-step parking path corresponding to the target relay point, if the target relay point is a one-step relay point, the one-step parking path can be planned through the position and heading angle of the target relay point, and the position of the target parking point in the parking space through an operation method; for the method of planning the two-step parking path corresponding to the target relay point, if the target relay point is a two-step relay point, the two-step parking path can be planned through the position and heading angle of the target relay point, and the position and heading angle of the corresponding one-step relay point through an operation.

[0149] In the technical solution provided by the embodiment of the present application, the points on the one-step parking path are used as one-step relay points. Based on the determination that the distance is the minimum turning radius, sampling is performed within the steering angle range to determine the one-step relay points, that is, based on the determination that the distance is the minimum turning radius, sampling is only performed in one angle dimension; and the points on the two-step parking path are determined as two-step relay points through the one-step relay points. Thus, in the determination of relay points, the consumption of computing resources for invalid relay points caused by uniform sampling in the x-direction dimension, y-direction dimension, and angle dimension of the position is effectively avoided, the accuracy is improved, the efficiency is improved, and the computing resources are saved. Since the calculation of invalid relay points is avoided, the processing of invalid relay points is avoided in the parking path planning, and the computing resources are saved.

[0150] In a possible embodiment, determining the critical lane width for the vehicle to park includes:

[0151] Determining the critical lane width for one-step parking based on the center of the one-step parking path, the first corner point of the parking space, and the target distance; wherein, the target distance is the distance from the outer front corner of the vehicle to the center of the one-step parking path when the outer front corner of the vehicle has a critical collision with the upper boundary of the parking lane; the first corner point of the parking space is the corner point at the entrance and exit of the parking space and is close to the inner side of the vehicle's turning.

[0152] In a possible embodiment, determining the maximum steering angle of the vehicle to park includes:

[0153] If the width of the parking lane is greater than or equal to the critical lane width, taking the preset angle as the maximum steering angle for parking;

[0154] If the width of the parking lane is less than the critical lane width, determining the maximum steering angle of the vehicle to park based on the width of the parking lane, the distance from the center of the rear axle of the vehicle to the front overhang, the first corner point of the parking space, the center of the one-step parking path, and the target distance.

[0155] In a possible embodiment, the determining the two-step relay point on the two-step parking path based on the one-step relay point includes:

[0156] Starting from the one-step relay point and simulating driving at the minimum turning radius until the vehicle has a critical collision with the second corner point of the parking space, determining the pose of the vehicle at this time as the two-step relay point; wherein, the second corner point of the parking space is the other corner point at the entrance and exit of the parking space; the path of the simulated driving is the two-step driving path, and the bending direction of the two-step driving path is opposite to the bending direction of the one-step parking path.

[0157] In a possible embodiment, the determining the center of the one-step parking path when the vehicle parks at the minimum turning radius includes:

[0158] Determining the center of the one-step parking path based on the following formula:

[0159]

[0160] wherein, R is the minimum turning radius; and are respectively the abscissa and ordinate of the center of the one-step parking path in the coordinate system with the target parking point in the parking space as the origin of coordinates;

[0161] w car is the vehicle width; w slot is the parking space width; The ordinate of the first parking space corner point in a coordinate system with the target parking point in the parking space as the coordinate origin.

[0162] In a possible embodiment, determining the critical channel width for one-step parking based on the center of the one-step parking path, the first parking space corner point, and the target distance includes:

[0163] Determining the critical channel width for one-step parking based on the following formula:

[0164]

[0165] where h slot_min is the critical channel width; R a is the target distance; l f is the distance from the center of the vehicle's rear axle to the front overhang; w car is the vehicle width.

[0166] In a possible embodiment, if the parking channel width is greater than or equal to the critical channel width, taking a preset angle as the maximum steering angle for parking; if the parking channel width is less than the critical channel width, determining the maximum steering angle for vehicle parking based on the parking channel width, the distance from the center of the vehicle's rear axle to the front overhang, the first parking space corner point, the center of the one-step parking path, and the target distance includes:

[0167] Determining the maximum steering angle based on the following formula:

[0168]

[0169] where h slot is the parking channel width; θ max is the maximum steering angle.

[0170] In a possible embodiment, sampling within the angular range of the preset minimum steering angle and the maximum steering angle and within the range of the minimum turning radius from the center of the one-step parking path to determine the sampling point as the one-step relay point includes:

[0171] Determining the one-step relay point based on the following formula:

[0172]

[0173] where, and are respectively the abscissa, ordinate, and heading angle of the one-step relay point in a coordinate system with the target parking point in the parking space as the coordinate origin; θ i ∈(θ min ,θ max), i = 1, 2, 3, … n; where, θ min is the preset minimum steering angle.

[0174] In a possible embodiment, taking the one-step relay point as the starting point and simulating driving with the minimum turning radius until the vehicle has a critical collision with the second parking space corner point, and determining the pose of the vehicle at this time as the two-step relay point, includes:

[0175] Determining the two-step relay point based on the following formula:

[0176]

[0177] where, θ is the angle turned during the simulated driving starting from the one-step relay point with the minimum turning radius;

[0178] and are respectively the abscissa, ordinate and heading angle of the two-step relay point in the coordinate system with the target parking point in the parking space as the coordinate origin;

[0179] and are respectively the abscissa, ordinate and heading angle of the one-step relay point in the coordinate system with the target parking point in the parking space as the coordinate origin;

[0180] and are respectively the abscissa and ordinate of the second parking space corner point in the coordinate system with the target parking point in the parking space as the coordinate origin; R is the minimum turning radius.

[0181] In a possible embodiment, before using the relay point as the relay point for parking path planning, it further includes:

[0182] Performing a symmetry operation on the relay point of the first-side parking to obtain the relay point of the second-side parking.

[0183] In a possible embodiment, the performing a symmetry operation on the relay point of the first-side parking to obtain the relay point of the second-side parking includes:

[0184] Determining the relay point of the second-side parking based on the following formula:

[0185] p i’ = M sym p i + N sym

[0186] p j’ = M sym p j + N sym

[0187] Among them, M sym = (-1, 1, -1) T , N sym = (0, 0, π)

[0188] p i’ and p j’ are respectively the one-step relay point and the two-step relay point for parking on the second side; p i and p j are respectively the one-step relay point and the two-step relay point for parking on the first side.

[0189] Figure 16 is a flowchart of a parking path planning method provided by an embodiment of the present application. In the Figure 15 shown process, the step of determining the relay point for parking on the second side is added. For the specific process, reference can be made to Figure 16 . For the introduction of each step, it will not be repeated here. Please refer to the introduction of the above embodiment.

[0190] Figure 17 is a structural block diagram of a relay point determination device for parking path planning. The device includes:

[0191] The center determination module 701 of the one-step parking path is used to determine the center of the one-step parking path when the vehicle parks with the minimum turning radius;

[0192] The critical channel width and maximum steering angle determination module 702 is used to determine the critical channel width and the maximum steering angle for the vehicle to park;

[0193] The one-step relay point determination module 703 is used to sample within the angle range of the preset minimum steering angle and the maximum steering angle, and within the range of the minimum turning radius from the center of the one-step parking path, and determine the sampling point as the one-step relay point;

[0194] The two-step relay point determination module 704 is used to determine the two-step relay point on the two-step parking path based on the one-step relay point;

[0195] The relay point determination module 705 for parking path planning is used to use the one-step relay point and the two-step relay point as the relay points for parking on the first side, and use the relay points as the relay points for parking path planning.

[0196] In a possible embodiment, determining the critical channel width for the vehicle to park includes:

[0197] Determine the critical channel width for one-step parking based on the center of the one-step parking path, the first parking space corner point, and the target distance; wherein, the target distance is the distance from the outer front corner of the vehicle to the center of the one-step parking path when the outer front corner of the vehicle has a critical collision with the upper boundary of the parking channel; the first parking space corner point is at the entrance and exit of the parking space and is the parking space corner point close to the inner side of the vehicle turning.

[0198] In a possible embodiment, determining the maximum steering angle of the vehicle for parking includes:

[0199] If the width of the parking channel is greater than or equal to the critical channel width, use the preset angle as the maximum steering angle for parking;

[0200] If the width of the parking channel is less than the critical channel width, determine the maximum steering angle of the vehicle for parking based on the width of the parking channel, the distance from the center of the rear axle of the vehicle to the front overhang, the first parking space corner point, the center of the one-step parking path, and the target distance.

[0201] In a possible embodiment, the determining the two-step relay point on the two-step parking path based on the one-step relay point includes:

[0202] Starting from the one-step relay point and simulating driving with the minimum turning radius until the vehicle has a critical collision with the second parking space corner point, determine the pose of the vehicle at this time as the two-step relay point; wherein, the second parking space corner point is the other parking space corner point at the entrance and exit of the parking space; the path of the simulated driving is a two-step driving path, and the bending direction of the two-step driving path is opposite to the bending direction of the one-step parking path.

[0203] In a possible embodiment, the determining the center of the one-step parking path when the vehicle parks with the minimum turning radius includes:

[0204] Determine the center of the one-step parking path based on the following formula:

[0205]

[0206] wherein, R is the minimum turning radius; and are respectively the abscissa and ordinate of the center of the one-step parking path in the coordinate system with the target parking point in the parking space as the coordinate origin;

[0207] w car is the vehicle width; w slot is the parking space width; is the ordinate of the first parking space corner point in the coordinate system with the target parking point in the parking space as the coordinate origin.

[0208] In a possible embodiment, determining the critical channel width for one-step parking based on the center of the one-step parking path, the first parking space corner point, and the target distance includes:

[0209] Determine the critical channel width for one-step parking based on the following formula:

[0210]

[0211] where h slot_min is the critical channel width; R a is the target distance; l f is the distance from the center of the vehicle's rear axle to the front overhang; w car is the vehicle width.

[0212] In a possible embodiment, if the parking channel width is greater than or equal to the critical channel width, use the preset angle as the maximum steering angle for parking; if the parking channel width is less than the critical channel width, determine the maximum steering angle for the vehicle to park based on the parking channel width, the distance from the center of the vehicle's rear axle to the front overhang, the first parking space corner point, the center of the one-step parking path, and the target distance, including:

[0213] Determine the maximum steering angle based on the following formula:

[0214]

[0215] where h slot is the parking channel width; θ max is the maximum steering angle.

[0216] In a possible embodiment, within the angular range of the preset minimum steering angle and the maximum steering angle, and within the range where the distance from the center of the one-step parking path is the minimum turning radius, sample to determine the sampling point as the one-step relay point, including:

[0217] Determine the one-step relay point based on the following formula:

[0218]

[0219] where and are the abscissa, ordinate, and heading angle of the one-step relay point in the coordinate system with the target parking point in the parking space as the coordinate origin; θ i ∈(θ min , θ max ), i = 1, 2, 3, … n; where θ min is the preset minimum steering angle.

[0220] In a possible embodiment, starting from the one-step relay point and simulating driving with the minimum turning radius until a critical collision occurs between the vehicle and the second parking space corner point, determining the pose of the vehicle at this time as the two-step relay point includes:

[0221] Determining the two-step relay point based on the following formula:

[0222]

[0223] where θ is the angle turned during the simulation of driving with the minimum turning radius starting from the one-step relay point;

[0224] and are respectively the abscissa, ordinate and heading angle of the two-step relay point in the coordinate system with the target parking point in the parking space as the coordinate origin;

[0225] and are respectively the abscissa, ordinate and heading angle of the one-step relay point in the coordinate system with the target parking point in the parking space as the coordinate origin;

[0226] and are respectively the abscissa and ordinate of the second parking space corner point in the coordinate system with the target parking point in the parking space as the coordinate origin; R is the minimum turning radius.

[0227] In a possible embodiment, it further includes a symmetry operation module, which is used to perform a symmetry operation on the relay point of the first-side parking before using the relay point as the relay point for parking path planning to obtain the relay point of the second-side parking.

[0228] In a possible embodiment, performing the symmetry operation on the relay point of the first-side parking to obtain the relay point of the second-side parking includes:

[0229] Determining the relay point of the second-side parking based on the following formula:

[0230] p i’ = M sym p i + N sym

[0231] p j’ = M sym p j + N sym

[0232] where M sym = (-1, 1, -1) T , N sym = (0, 0, π)

[0233] p i’ and p j’ are respectively the one-step relay point and the two-step relay point for parking on the second side; p i and p j are respectively the one-step relay point and the two-step relay point for parking on the first side.

[0234] Figure 18 is a structural block diagram of a parking path planning device provided by an embodiment of the present application, including a relay point determination device 801 for parking path planning provided by an embodiment of the present application, and further including:

[0235] A path planning module 802, configured to perform parking path planning based on the relay point.

[0236] In a possible embodiment, the performing parking path planning based on the relay point includes:

[0237] Traverse the relay points and select a target relay point;

[0238] Plan a target parking path from the current pose of the vehicle to the target relay point;

[0239] If the target relay point is a one-step relay point, plan a one-step parking path from the target relay point to the target parking point in the parking space, and form a final parking path by combining the target parking path with the corresponding one-step parking path;

[0240] If the target relay point is a two-step relay point, plan a two-step parking path from the target relay point to the corresponding one-step relay point, and plan a one-step parking path from the corresponding one-step relay point of the target relay point to the target parking point in the parking space, and form a final parking path by combining the target parking path, the corresponding two-step parking path, and the corresponding one-step parking path.

[0241] As Figure 19 shown, an embodiment of the present application provides an electronic device, including a processor 111, a communication interface 112, a memory 113, and a communication bus 114. Among them, the processor 111, the communication interface 112, and the memory 113 communicate with each other through the communication bus 114.

[0242] The memory 113 is used to store a computer program;

[0243] In an embodiment of the present application, when the processor 111 executes the program stored on the memory 113, it implements the method provided by any one of the foregoing method embodiments.

[0244] The embodiments of the present application also provide a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the method provided in any of the foregoing method embodiments are implemented.

[0245] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed to multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0246] Through the description of the above embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus a general hardware platform, and of course, it can also be implemented by hardware. Based on such an understanding, the essence of the above technical solution, or the part that contributes to the related technology, can be embodied in the form of a software product. The computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0247] It should be understood that the terms used herein are only for the purpose of describing specific example embodiments and are not intended to be limiting. Unless otherwise clearly specified in the context, the singular forms "a", "an", and "the" as used herein may also include the plural forms. The terms "include", "comprise", "contain", and "have" are inclusive and thus specify the presence of the stated features, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and / or their combinations. The method steps, processes, and operations described herein are not to be construed as necessarily requiring them to be executed in the particular order described or illustrated, unless the execution order is clearly stated. It should also be understood that alternative or additional steps can be used.

[0248] The above are only specific embodiments of the present invention, which enable those skilled in the art to understand or implement the present invention. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but will be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A method for determining a relay point in parking path planning, characterized in that Including: Determine the center of the one-step parking path when the vehicle parks with the minimum turning radius; Determine the critical channel width and the maximum steering angle for the vehicle to park; Sample within the angular range of the preset minimum steering angle and the maximum steering angle, and within the range where the distance from the center of the one-step parking path is the minimum turning radius, and determine the sampling point as the one-step relay point; When the parking channel width is less than the critical channel width, determine the two-step relay point on the two-step parking path based on the one-step relay point; Take the one-step relay point and the two-step relay point as the relay points for the first-side parking, and take the relay points as the relay points for parking path planning.

2. The method according to claim 1, wherein Determine the critical channel width for the vehicle to park, including: Determine the critical channel width for one-step parking based on the center of the one-step parking path, the first parking space corner point, and the target distance; wherein, the target distance is the distance from the outer front corner of the vehicle to the center of the one-step parking path when the outer front corner of the vehicle has a critical collision with the upper boundary of the parking channel; the first parking space corner point is the parking space corner point at the entrance and exit of the parking space and close to the inner side of the vehicle's turning.

3. The method according to claim 2, characterized in that Determine the maximum steering angle for the vehicle to park, including: If the parking channel width is greater than or equal to the critical channel width, take the preset angle as the maximum steering angle for parking; If the parking channel width is less than the critical channel width, determine the maximum steering angle for the vehicle to park based on the parking channel width, the distance from the center of the rear axle of the vehicle to the front overhang, the first parking space corner point, the center of the one-step parking path, and the target distance.

4. The method according to claim 1, wherein The determining the two-step relay point on the two-step parking path based on the one-step relay point includes: Starting from the one-step relay point and simulating driving with the minimum turning radius until the vehicle has a critical collision with the second parking space corner point, determine the pose of the vehicle at this time as the two-step relay point; wherein, the second parking space corner point is the other parking space corner point at the entrance and exit of the parking space; the path of the simulated driving is the two-step driving path, and the bending direction of the two-step driving path is opposite to the bending direction of the one-step parking path.

5. The method according to claim 3, wherein The determining the center of the one-step parking path when the vehicle parks with the minimum turning radius includes: Determine the center of the one-step parking path based on the following formula: where R is the minimum turning radius; and are respectively the abscissa and ordinate of the center of the one-step parking path in a coordinate system with the target parking point in the parking space as the coordinate origin; w car is the vehicle width; w slot is the parking space width; is the ordinate of the first parking space corner point in a coordinate system with the target parking point in the parking space as the coordinate origin.

6. The method according to claim 5, wherein The determining the critical channel width for one-step parking based on the center of the one-step parking path, the first parking space corner point, and the target distance includes: Determine the critical channel width for one-step parking based on the following formula: where h slot_min is the critical channel width; R a is the target distance; l f is the distance from the center of the rear axle of the vehicle to the front overhang; w car is the vehicle width.

7. The method according to claim 6, wherein If the parking channel width is greater than or equal to the critical channel width, take the preset angle as the maximum steering angle for parking; if the parking channel width is less than the critical channel width, determine the maximum steering angle for the vehicle to park based on the parking channel width, the distance from the center of the rear axle of the vehicle to the front overhang, the first parking space corner point, the center of the one-step parking path, and the target distance, including: Determine the maximum steering angle based on the following formula: Among them, h slot is the width of the parking lane; θ max is the maximum steering angle.

8. The method according to claim 7, wherein Sampling is performed within the angular range of the preset minimum steering angle and the maximum steering angle, and within the range where the distance from the center of the one-step parking path is the minimum turning radius, and the sampling point is determined as the one-step relay point, including: Determining the one-step relay point based on the following formula: Among them, and are respectively the abscissa, ordinate and heading angle of the one-step relay point in the coordinate system with the target parking point in the parking space as the coordinate origin; I i ∈(θ min , θ max ), i = 1, 2, 3, … n; where θ min is the preset minimum steering angle.

9. The method according to claim 4, wherein Starting from the one-step relay point and simulating driving with the minimum turning radius until a critical collision occurs between the vehicle and the second parking space corner point, determining the pose of the vehicle at this time as the two-step relay point, including: Determining the two-step relay point based on the following formula: where θ is the angle turned during the simulated driving starting from the one-step relay point with the minimum turning radius; and are respectively the abscissa, ordinate and heading angle of the two-step relay point in the coordinate system with the target parking point in the parking space as the coordinate origin; and are respectively the abscissa, ordinate and heading angle of the one-step relay point in a coordinate system with the target parking point in the parking space as the coordinate origin; and are respectively the abscissa and ordinate of the second parking space corner point in the coordinate system with the target parking point in the parking space as the coordinate origin; R is the minimum turning radius.

10. The method according to any one of claims 1-9, characterized in that, Before using the relay point as the relay point for parking path planning, it further includes: Performing a symmetry operation on the relay point of the first-side parking to obtain the relay point of the second-side parking.

11. The method according to claim 10, characterized in that, The performing a symmetry operation on the relay point of the first-side parking to obtain the relay point of the second-side parking includes: Determining the relay point of the second-side parking based on the following formula: p i’ = M sym p i + N sym p j’ = M sym p j + N sym Among them, M sym = (-1, 1, -1) T , N sym = (0, 0, π) p i’ and p j’ are respectively the one-step relay point and the two-step relay point for second-side parking; p i and p j are respectively the one-step relay point and the two-step relay point for first-side parking.

12. A parking path planning method based on relay points, characterized in that Including: Determining the relay point for parking path planning based on the method according to any one of claims 1-11; Performing parking path planning based on the relay point.

13. The method according to claim 12, characterized in that, The performing parking path planning based on the relay point includes: Traversing the relay points and selecting a target relay point; Planning the target parking path from the current pose of the vehicle to the target relay point; If the target relay point is a one-step relay point, planning the one-step parking path from the target relay point to the target parking point within the parking space, and forming the final parking path by combining the target parking path with the corresponding one-step parking path; If the target relay point is a two-step relay point, planning the two-step parking path from the target relay point to the corresponding one-step relay point, and planning the one-step parking path from the corresponding one-step relay point of the target relay point to the target parking point within the parking space, and forming the final parking path by combining the target parking path, the corresponding two-step parking path, and the corresponding one-step parking path.

14. A relay point determination device for parking path planning, characterized in that, Including: A one-step parking path center determination module for determining the center of the one-step parking path when the vehicle parks with the minimum turning radius; A critical channel width and maximum steering angle determination module for determining the critical channel width and the maximum steering angle for the vehicle to park; A one-step relay point determination module for sampling within the angular range of the preset minimum steering angle and the maximum steering angle, and within the range where the distance from the center of the one-step parking path is the minimum turning radius, and determining the sampling point as the one-step relay point; A two-step relay point determination module for determining the two-step relay point on the two-step parking path based on the one-step relay point; A relay point determination module for parking path planning for using the one-step relay point and the two-step relay point as the relay points for the first-side parking, and using the relay points as the relay points for parking path planning.

15. A parking path planning device, characterized in that, Including the device according to claim 14, it further includes: A path planning module for performing parking path planning based on the relay point.

16. An electronic device, characterized in that, Including: A memory for storing a computer program; A processor for executing a computer program stored in the memory, and when the computer program is executed, implementing the method according to any one of claims 1-13 above.

17. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, implementing the method according to any one of claims 1-13 above.

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