Vehicle travel path planning method, device, equipment, storage medium and program product

Abstract

The application provides a driving path planning method, device and equipment of a vehicle, a storage medium and a program product. The method comprises the following steps: determining M lane groups with continuous traffic relations in a lane group level topology graph according to a driving starting point and a driving ending point of the vehicle; determining a target entry lane and a target exit lane corresponding to each lane group in the M lane groups in a lane level topology graph; determining a traffic track corresponding to each lane group according to the target entry lane and the target exit lane corresponding to each lane group; and generating a planned path from the driving starting point to the driving ending point according to M traffic tracks corresponding to the M lane groups. Since the lane group level topology graph and the lane level topology graph reflect the situation of lane changing allowed between lanes, the accuracy of the planned driving path is improved to a certain extent. In addition, two-level path planning is adopted, which effectively improves the efficiency of the algorithm and reduces the time complexity of the algorithm.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically to a method, apparatus, device, storage medium, and program product for vehicle driving path planning. Background Technology

[0002] Vehicles typically travel on roads according to planned routes. In practical applications, lane-level maps are high-precision digital maps that display detailed road information (e.g., road centerline, lane centerline, lane type, traffic direction, and lane marking type). Therefore, vehicle route planning is usually based on lane-level maps. The road centerline is a virtual reference line located midway between the leftmost and rightmost lane centerlines along the direction of travel, representing the geometric center of the road. The lane centerline is a virtual reference line located midway between two adjacent lane markings along the direction of travel, representing the geometric center of the lane.

[0003] In related technologies, vehicle travel paths are planned based on lane centerlines in a lane-level map. Specifically, a road network topology graph (i.e., an adjacency matrix) is first constructed based on the lane centerlines, and then the Dijkstra algorithm is used. The search algorithm obtains the shortest travel path from the adjacency matrix. However, the road network topology map in the above method cannot reflect the connectivity between lanes that allow lane changes, ignoring the situation of vehicles changing lanes, which may lead to lower accuracy of the planned travel path.

[0004] There are generally two approaches to addressing the above problems. The first approach involves adding a connecting line and two lane nodes between adjacent lanes that allow lane changes, based on the type of lane markings. However, simply adding a set of connecting lines often fails to cover all lane change needs; for example, in cases of consecutive lane changes, the accuracy of the planned driving path may be low. The second approach utilizes road connectivity for hierarchical planning. Specifically, first, a road topology map is constructed based on the road centerline, and road path planning results are obtained using traditional algorithms. Then, local road network topology maps need to be generated for multiple roads in the road path planning results, and local path planning is performed using traditional algorithms. However, local planning requires generating local road network topology maps for multiple roads in the road path planning results each time, which is time-consuming and the algorithm is complex. Furthermore, the planned local paths may not meet the lane change restrictions of actual roads, requiring replanning of the local paths, resulting in low efficiency.

[0005] It should be noted that the information disclosed in the background section of this application is intended only to enhance the understanding of the general background of this application, and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0006] This application provides a vehicle driving path planning method to solve the problem in related technologies that the planning of driving paths may be less accurate or the algorithm may be less efficient because it cannot reflect the connectivity between lanes that allows lane changes.

[0007] This application provides a method for planning a vehicle's driving path, including:

[0008] Based on the vehicle's starting point and ending point, M lane groups with continuous traffic relationships are determined in the lane group-level topology map. Each lane group includes one or more lanes. There are no merging or branching lanes in the same lane group, and adjacent lanes are allowed to change lanes to each other. The cumulative traffic cost corresponding to the M lane groups is the minimum lane group-level traffic cost from the starting point to the ending point.

[0009] In the lane-level topology map, the target entrance lane and target exit lane corresponding to each of the M lane groups are determined. The target exit lane corresponding to the j-th lane group is matched with the target entrance lane corresponding to the (j+1)-th lane group. The j-th lane group is the predecessor lane group of the (j+1)-th lane group, 1≤j<M, M>1.

[0010] Based on the target entrance lane and target exit lane corresponding to each lane group, the travel trajectory corresponding to each lane group is determined, wherein the cumulative travel cost of the M trajectories corresponding to the M lane groups is the minimum lane-level travel cost from the starting point to the ending point.

[0011] Based on the M traffic trajectories corresponding to the M lane groups, a planned path from the starting point to the destination is generated.

[0012] In this embodiment, in a two-level topology map (i.e., a lane group-level topology map and a lane-level topology map) that reflects the permissible lane-change situation between lanes, firstly, based on the vehicle's starting point and ending point, M lane groups corresponding to the minimum lane group-level travel cost are determined in the lane group-level topology map; then, the target entrance lane and target exit lane corresponding to the M lane groups are determined in the lane-level topology map, thereby determining the M travel trajectories corresponding to the minimum lane-level travel cost in the M lane groups; finally, based on the M travel trajectories, a planned path from the starting point to the ending point is generated. Compared with related technologies, the lane group-level topology map and the lane-level topology map reflect the permissible lane-change situation between lanes, which improves the accuracy of the planned travel path to a certain extent. In addition, the use of two-level path planning effectively improves the efficiency of the algorithm and reduces its time complexity. Attached Figure Description

[0013] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 This is a schematic diagram of a road provided in an embodiment of this application.

[0015] Figure 2 This is a schematic diagram of a lane marking provided in an embodiment of this application.

[0016] Figure 3 This is a schematic diagram of a lane-level map provided in an embodiment of this application.

[0017] Figure 4 This is a flowchart illustrating a vehicle driving path planning method provided in an embodiment of this application.

[0018] Figure 5 This is a schematic diagram of another road provided for an embodiment of this application.

[0019] Figure 6 This is a flowchart illustrating another vehicle driving path planning method provided in an embodiment of this application.

[0020] Figure 7 This is a schematic diagram of another road provided for an embodiment of this application.

[0021] Figure 8 This is a flowchart illustrating another vehicle driving path planning method provided in an embodiment of this application.

[0022] Figure 9This is a schematic diagram of a traffic trajectory between lanes provided in an embodiment of this application.

[0023] Figure 10 This is a schematic diagram of a traffic trajectory between lane groups provided in an embodiment of this application.

[0024] Figure 11 This is a flowchart illustrating another vehicle driving path planning method provided in an embodiment of this application.

[0025] Figure 12 This is a schematic diagram of another road provided for an embodiment of this application.

[0026] Figure 13 This is a schematic diagram of a lane group-level topology provided in an embodiment of this application.

[0027] Figure 14 This is a flowchart illustrating another vehicle driving path planning method provided in an embodiment of this application.

[0028] Figure 15 This is a schematic diagram of a lane-level topology map provided in an embodiment of this application.

[0029] Figure 16 This is a schematic diagram of the structure of a vehicle driving path planning device provided in an embodiment of this application.

[0030] Figure 17 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0031] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0032] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0033] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0034] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0035] To help those skilled in the art better understand the technical solutions of this application, the terms involved in the embodiments of this application will be explained below.

[0036] See Figure 1 This is a schematic diagram of a road provided in an embodiment of this application. Figure 1 (1) shows a road A and a direction icon 110. The direction of the direction icon 110 is determined by the rule that north is up, south is down, west is left, and east is right. Road A is a one-way road that travels in the direction of the arrow, and its direction of travel is from west to east.

[0037] It can be understood that a road is a combination of all lanes on a cross-section at a certain distance along the direction of traffic. A lane is the area defined by two adjacent lane markings along the direction of traffic. For example... Figure 1 As shown in (1), road A includes lane 121, lane 122 and lane 123. Lane 121 is the area defined by lane markings 131 and 132; lane 122 is the area defined by lane markings 132 and 133; and lane 123 is the area defined by lane markings 133 and 134.

[0038] Lane markings (also known as lane boundary lines) are markings on roads that exist objectively or are defined by traffic rules to delineate the boundaries of the drivable area of ​​a lane. Their geometry can constrain the lane range, and their semantic meaning can identify the type of lane marking and lane change restrictions.

[0039] In practical applications, lane markings are typically categorized into single solid lines, single dashed lines, double solid lines, double dashed lines, and other special types of markings. Furthermore, the crossing relationships between lane markings generally include: neither side can be crossed in the same direction; both sides can be crossed in the same direction; only one side can be crossed in the same direction; neither side can be crossed in the opposite direction; both sides can be crossed in the opposite direction (e.g., left turns and U-turns); and only one side can be crossed in the opposite direction (e.g., one-way left turns and one-way U-turns).

[0040] See Figure 2 This is a schematic diagram of a lane marking provided in an embodiment of this application. Figure 2 As shown in (1)-(4), lane I and lane II are lanes that travel in the same direction from west to east along the direction of the arrow. Figure 2As shown in (1), the crossing relationship between lane marking 201 is that neither side can cross the other in the same direction, that is, lane I and lane II are not allowed to change lanes to each other; Figure 2 As shown in (2), the crossing relationship between lane marking 202 is that both sides in the same direction can cross each other, that is, lane I and lane II are allowed to change lanes to each other; as shown in (2), lane marking 202 is allowed to cross each other. Figure 2 As shown in (3), the crossing relationship between lane marking 203 is that crossing is permitted on one side in the same direction, that is, lane I is allowed to change lanes to lane II, but lane II is not allowed to change lanes to lane I; Figure 2 As shown in (4), the crossing relationship between the two sides of lane marking 204 is that one side can cross in the same direction, that is, lane I is not allowed to change lanes to lane II, and lane II is allowed to change lanes to lane I.

[0041] like Figure 2 As shown in (5)-(8), lanes III and IV are lanes that travel in opposite directions along the arrows, with lane III traveling from east to west and lane IV traveling from west to east. Figure 2 As shown in (5), the crossing relationship between lane marking 205 is that neither side can be crossed in the opposite direction, that is, lane III and lane IV are not allowed to change lanes to each other; Figure 2 As shown in (6), the crossing relationship on both sides of lane marking 206 is that crossing is permitted on both sides in the opposite direction, that is, lane III and lane IV are allowed to change lanes to each other; as Figure 2 As shown in (7), the crossing relationship on both sides of lane marking 207 is that crossing is permitted on one side only in the opposite direction, that is, lane III is allowed to change lanes to lane IV, but lane IV is not allowed to change lanes to lane III; as Figure 2 As shown in (8), the crossing relationship between the two sides of lane marking 208 is that one side can cross in the opposite direction, that is, lane III is not allowed to change lanes to lane IV, and lane IV is allowed to change lanes to lane III.

[0042] The lane centerline is a virtual reference line located midway between two adjacent lane markings along the direction of traffic, used to indicate the geometric center of the lane. For example... Figure 1 As shown in (1), lane center line 141 is a virtual reference line defined by lane markings 131 and 132, used to represent the geometric center of lane 121; lane center line 142 is a virtual reference line defined by lane markings 132 and 133, used to represent the geometric center of lane 122; lane center line 143 is a virtual reference line defined by lane markings 133 and 134, used to represent the geometric center of lane 123.

[0043] It should be noted that the center line of a lane should be consistent with the center lines of the lanes in front and behind, and the semantics it carries can identify the road, lane type, traffic direction, lane order, etc.

[0044] The road centerline is a virtual reference line located midway between the centerlines of the leftmost and rightmost lanes along the direction of traffic, used to represent the geometric center of the road. For example... Figure 1 As shown in (2), the road centerline 150 is a virtual reference line defined by the lane centerlines 141 and 143, used to represent the geometric center of road A.

[0045] It should be pointed out that, Figure 1 The illustration shown is merely an example and should not be construed as limiting the scope of protection of this application. For example, road A may also include other numbers of lanes, such as one, two, or five lanes; the lane marking type may also be other types, such as a combination of solid and dashed lines or variable lane markings.

[0046] Lane-level maps are high-precision digital maps that meet the requirements of autonomous or assisted driving, displaying detailed road information. This includes, for example, road center lines, lane center lines, lane types (e.g., motor vehicle lanes or non-motor vehicle lanes), traffic directions (e.g., left turn, straight, or right turn), and lane marking types (e.g., whether lane changes are permitted or prohibited).

[0047] In practical applications, vehicles can typically travel on roads according to pre-planned routes. Because lane-level maps are high-precision digital maps, vehicle route planning is usually based on lane-level maps.

[0048] In related technologies, vehicle travel paths are planned based on lane centerlines in a lane-level map. Specifically, a road network topology graph (i.e., an adjacency matrix) is first constructed based on the lane centerlines, and then the Dijkstra algorithm is used. The search algorithm obtains the shortest travel path from the adjacency matrix.

[0049] The basic idea of ​​Dijkstra's algorithm is as follows: (1) Construct a shortest path array and find the node with the smallest travel distance among the unvisited nodes in the array each time; (2) Use the node determined in (1) as the latest node and update the distance from the starting node to all nodes; (3) Repeat steps (1) and (2) until the target node is found. At this time, the distance from the target node to the starting node is the distance of the shortest path, and the nodes passed through are the node order of the shortest path. The search algorithm introduces a heuristic function, namely the Eulerian distance from the target node, on top of Dijkstra's algorithm. This function can prioritize searching nodes closer to the target node, thereby reducing invalid node searches and improving algorithm efficiency.

[0050] However, the road network topology map in the above method cannot reflect the connectivity issues of lane changes. When a one-way road has multiple parallel lanes, and the lane markings between the lanes allow lane changes, using the road network topology map formed by the lane centerlines for route planning ignores the situation of vehicles changing lanes, thus resulting in the inability to provide an accurate route plan.

[0051] For example, see Figure 3 This is a schematic diagram of a lane-level map provided in an embodiment of this application. Figure 3 As shown, in Figure 1 Based on the illustrated embodiment, roads B and C are shown. Both roads B and C are one-way roads in the direction of the arrows, with road B traveling from north to south and road C traveling from west to east. When a vehicle intends to travel from point O1 in lane 122 to point O2, according to the road network formed by lane centerlines, only lane 123, corresponding to lane centerline 143, connects to the lane centerline where point O2 is located. Lanes 121 and 123 are parallel and not connected. Because the scenario of changing lanes from point O1 to lane 123 and then traveling from lane 123 to point O2 is ignored, there is no planned path from point O1 to point O2. This is clearly inconsistent with reality, resulting in low accuracy of the planned travel path.

[0052] There are generally two approaches to addressing the above problems. The first approach involves adding a connecting line and two lane nodes between adjacent lanes that allow lane changes, based on the type of lane markings. However, simply adding a set of connecting lines often fails to cover all lane change needs; for example, in cases of consecutive lane changes, the accuracy of the planned driving path may be low. The second approach utilizes road connectivity for hierarchical planning. Specifically, first, a road topology map is constructed based on the road centerline, and road path planning results are obtained using traditional algorithms. Then, local road network topology maps need to be generated for multiple roads in the road path planning results, and local path planning is performed using traditional algorithms. However, local planning requires generating local road network topology maps for multiple roads in the road path planning results each time, which is time-consuming and the algorithm is complex. Furthermore, the planned local paths may not meet the lane change restrictions of actual roads; for example, the planned path may not be assigned to a specific lane, requiring replanning of the local path, which is inefficient.

[0053] To address the aforementioned issues, this application provides a vehicle path planning method. In a two-level topology map (i.e., a lane group-level topology map and a lane-level topology map) reflecting the permissible lane-change scenarios, firstly, based on the vehicle's starting and ending points, M lane groups corresponding to the minimum lane group-level toll cost are determined in the lane group-level topology map. Then, the target entrance lane and target exit lane corresponding to the M lane groups are determined in the lane-level topology map, thereby determining the M travel trajectories corresponding to the minimum lane-level toll cost in the M lane groups. Finally, based on the M travel trajectories, a planned path from the starting point to the ending point is generated. Compared with related technologies, the lane group-level and lane-level topology maps reflect the permissible lane-change scenarios, improving the accuracy of the planned path to a certain extent. Furthermore, the two-level path planning effectively improves the algorithm's efficiency and reduces its time complexity.

[0054] Specifically, the following detailed description is provided in conjunction with the accompanying drawings and specific embodiments.

[0055] See Figure 4 This is a flowchart illustrating a vehicle driving path planning method provided in an embodiment of this application. Figure 4 As shown, it specifically includes the following steps.

[0056] Step S401: Based on the vehicle's starting point and ending point, determine M lane groups with continuous traffic relationships in the lane group-level topology map.

[0057] In this embodiment of the application, the j-th lane group in the M lane groups is the preceding lane group of the (j+1)-th lane group, where 1 ≤ j < M, M > 1. In other words, a vehicle can directly enter the (j+1)-th lane group from the j-th lane group. It can be understood that a vehicle can enter the M-th lane group from the j-th lane group via Mj-1 lane groups.

[0058] Each lane group consists of one or more lanes. There are no merging or branching lanes in the same lane group, and adjacent lanes are allowed to change lanes to each other.

[0059] See Figure 5 This is a schematic diagram of another road provided in an embodiment of this application. Figure 5 The diagram shows roads D and E. Roads D and E are roads that travel in opposite directions along the arrows, with road D traveling from north to south and road E traveling from south to north. Road D includes segments A, B, and C. Segment A includes lanes a1, a2, and a3; segment B includes lanes b1, b2, b3, b4, e1, and e2; and segment C includes lanes c1, c2, d1, and d2.

[0060] It is understood that any two lanes in lanes a1, a2, and a3 do not merge or fork, and lane changes are allowed between lanes a1 and a2, and between lanes a2 and a3. Therefore, lanes a1, a2, and a3 belong to lane group A. Similarly, lanes b1, b2, b3, and b4 belong to lane group B, lanes c1 and c2 belong to lane group C, lanes d1 and d2 belong to lane group D, and lanes e1 and e2 belong to lane group E.

[0061] It should be noted that each lane in each lane group corresponds to a lane start point, a lane midpoint, and a lane end point. The lane start point or end point can be understood as the point where the lane's center line intersects with the road segment dividing line. For example, the start point of lane b3 is the point where the lane center line of lane b3 intersects with road segment dividing line 2, and the end point of lane b3 is the point where the lane center line of lane b3 intersects with road segment dividing line 3. The lane midpoint is located on the lane's center line and is equidistant from both the lane start point and the lane end point. For example, the midpoint of lane b3 is located on the lane center line of lane b3 and is equidistant from both the lane start point and the lane end point. Furthermore, the direction from the lane start point to the lane end point is the same as the lane's travel direction.

[0062] In this embodiment, the traffic relationship between the two lane groups is through traffic, unilateral lane merging, or U-turn in the middle of the road. The following sections will describe "through traffic," "unilateral lane merging," and "U-turn in the middle of the road" in detail.

[0063] Through traffic: If two lane groups do not belong to the same road segment and are connected upstream and downstream, then the traffic relationship between the two lane groups is through traffic. For example, such as... Figure 5 As shown, since lane group A belongs to road segment A and lane group B belongs to road segment B, and lane group A is the upstream lane group of lane group B and lane group B is the downstream lane group of lane group A, the traffic relationship between lane group A and lane group B is through traffic.

[0064] Single-sided lane merging: If the leftmost lane of a lane group can cross over to the adjacent lane group on the left in the same direction of travel, or if the rightmost lane of a lane group can cross over to the adjacent lane group on the right in the same direction of travel, then the traffic relationship between the two lane groups is single-sided lane merging. For example, such as... Figure 5 As shown, lane c1 is the leftmost lane in lane group C along the direction of travel. Since lane c1 can cross over to lane group D, where lane d2 is located, in the same direction, the traffic relationship between lane group C and lane group D is one-way lane merging.

[0065] U-turn in the middle of the road: If the leftmost lane of a lane group can cross to the opposite lane group from one side or both sides in the opposite direction of traffic, then the traffic relationship between the two lane groups is a U-turn in the middle of the road. For example, such as... Figure 5 As shown, lane b1 is the leftmost lane in lane group B along the direction of travel. Since lane b1 can cross over to lane group E, where lane e2 is located, the traffic relationship between lane group B and lane group E is a U-turn in the middle of the road.

[0066] It is understandable that the traffic relationship between the j-th lane group and the (j+1)-th lane group in M ​​lane groups with continuous traffic relationship is through traffic, single-sided lane merging, or U-turn in the middle of the road.

[0067] In this embodiment, the cumulative toll cost corresponding to the M lane groups is the minimum lane group-level toll cost from the starting point to the ending point. It can be understood that the shortest distance a vehicle travels from the starting lane group to the ending lane group via the M lane group paths is achieved. Specifically, the cumulative toll cost corresponding to the M lane groups is the sum of the toll costs of each lane group within the M lane groups. The toll cost of a lane group can be considered the distance a vehicle travels from that lane group to a subsequent lane group. When a lane group has multiple subsequent lane groups, that lane group corresponds to multiple toll costs.

[0068] In practical applications, for lane groups where the starting point of a journey is located, the position of the starting point may prevent vehicles from safely entering subsequent lane groups. For example, ... Figure 5 As shown, lane group D is the successor lane group to lane group B. If point O3 is the starting point, when a vehicle enters lane group D from point O3 along the shortest travel path lane b3 → lane b2 → lane d2, it needs to change lanes from lane b3 (where point O3 is located) to lane b2, and then enter lane group D from lane b2. If the remaining distance between point O3 and the end point of lane b2 is less than the safe distance required to change lanes from lane b3 to lane b2, the vehicle may not be able to safely enter lane group D from point O3.

[0069] Additionally, for lane groups where the destination is located, the position of the destination may prevent vehicles from safely reaching the destination from the preceding lane group. For example, ... Figure 5 As shown, lane group B is the preceding lane group of lane group D. If point O4 is the destination, when a vehicle travels from lane group B along the shortest path lane b2 → lane d2 → lane d1 to reach point O4, it needs to enter lane d2 from lane group B and then change lanes from lane d2 to lane d1 where point O4 is located. At this time, if the remaining distance between the starting point of lane d2 and point O4 is less than the safe distance required to change lanes from lane d2 to lane d1, the vehicle cannot safely reach point O4 from lane group B.

[0070] Therefore, if the unreachable successor lane group and the unreachable predecessor lane group are still traversed, the planned driving path may not meet the actual needs, and the data processing volume of the algorithm will be increased, resulting in low algorithm efficiency.

[0071] See Figure 6 This is a flowchart illustrating another vehicle driving path planning method provided in an embodiment of this application. Figure 6 As shown, the embodiments of this application are in Figure 4 Based on the illustrated embodiment, step 401 specifically includes the following steps.

[0072] Step S4011: In the multiple lane groups in the lane group-level topology map, determine all the successor lane groups of the first lane group.

[0073] In this embodiment, the first lane group is the lane group where the vehicle's starting point is located. For example, such as... Figure 5 As shown, if point O3 is the starting point of the journey, then the first lane group is lane group B.

[0074] To determine the unreachable successor lane groups of the first lane group, after determining the lane group where the starting point of travel is located, it is necessary to determine all the successor lane groups of the first lane group in the lane group-level topology graph.

[0075] Step S4012: According to the preset first rule, determine whether each subsequent lane group of the first lane group is an unreachable subsequent lane group.

[0076] In this embodiment, a vehicle cannot enter an unreachable subsequent lane group from its starting point in the first lane group. Specifically, a vehicle cannot enter an unreachable subsequent lane group from its starting point in the first lane group along a first shortest travel trajectory. The first shortest travel trajectory is the shortest possible trajectory for a vehicle within both the first lane group and the unreachable subsequent lane group. It can be understood that the first shortest travel trajectory is the one with the shortest possible distance among the possible travel trajectories in both the first lane group and the unreachable subsequent lane group.

[0077] For example, such as Figure 5 As shown, when point O3 is the starting point of travel, the first lane group is lane group B, and lane group D is a successor lane group of lane group B. The possible travel trajectories of lane group B and lane group D are lane b3→lane b2→lane b1→lane d1 and lane b3→lane b2→lane d2. If the travel distance of lane b3→lane b2→lane b1→lane d1 is the shortest, then the first shortest travel trajectory is lane b3→lane b2→lane b1→lane d1; if the travel distance of lane b3→lane b2→lane d2 is the shortest, then the first shortest travel trajectory is lane b3→lane b2→lane d2.

[0078] In this embodiment of the application, the first rule includes: determining the starting lane and the designated exit lane of the first lane group; calculating the remaining distance of the vehicle at the starting point of the first lane group; calculating the safe distance at the starting point based on the number of lanes between the starting lane and the designated exit lane; and determining whether the subsequent lane groups of the first lane group are reachable based on the remaining distance at the starting point and the safe distance at the starting point.

[0079] The starting lane is the lane where the vehicle begins its journey, and the designated exit lane is the exit lane corresponding to the first shortest travel trajectory in the first lane group and its subsequent lane groups. In other words, the starting lane and the designated exit lane both belong to the first lane group, and vehicles exit the first lane group from the starting lane via the designated exit lane.

[0080] For example, such as Figure 5 As shown, when point O3 is the starting point of travel, the starting lane is lane b3. If the first shortest travel trajectory of lane group B and lane group D is lane b3 → lane b2 → lane b1 → lane d1, then the designated exit lane is lane b1; if the first shortest travel trajectory of lane group B and lane group D is lane b3 → lane b2 → lane d2, then the designated exit lane is lane b2.

[0081] In this embodiment, the remaining distance from the starting point of the first lane group is the distance between the starting point and the lane endpoint corresponding to the designated exit lane along the direction of extension of the designated exit lane. Specifically, the starting point projection point on the center line of the lane centerline of the starting point projection and the designated exit lane is first determined; then, the distance between the starting point projection point and the lane endpoint corresponding to the designated exit lane along the direction of extension of the designated exit lane is determined, i.e., the remaining distance from the starting point.

[0082] For example, see Figure 7 This is a schematic diagram of another road provided in an embodiment of this application. Figure 7 As shown, for a travel starting point 1, the first lane group is lane group B, and a subsequent lane group of lane group B is lane group D. If the designated exit lane is lane b1, then the starting point projection point on the lane centerline from travel starting point 1 to lane b1 is the starting point projection point 1. At this time, the remaining distance from the travel starting point of lane group B is the distance between starting point projection point 1 and the endpoint of lane b1 corresponding to lane b1 along the direction of extension of the designated exit lane. Other contents involved in the embodiments of this application can be found in the description of the above method embodiments, and will not be repeated here for the sake of brevity.

[0083] As mentioned above, after determining the remaining distance from the starting point of the first lane group, it is also necessary to calculate the safe distance from the starting point based on the number of lanes between the starting point lane and the designated exit lane.

[0084] Specifically, if the first lane group and its successor lane group do not belong to the same road segment but have the same direction of travel, then according to the formula: Calculate the safe distance from the starting point; and / or, if the first lane group and its successor lane group belong to the same road segment and travel in the same direction, or if the first lane group and its successor lane group belong to the same road segment and travel in opposite directions, then according to the formula: Calculate the safe distance from the starting point of the journey.

[0085] Among them, len safe The safe distance from the starting point of travel, out is the lane number corresponding to the specified exit lane, in is the lane number corresponding to the starting point of travel, and len is the safe distance from the starting point of travel. turn The distance required for a safe lane change or U-turn is typically 6 meters. Of course, those skilled in the art can set other distances for a safe lane change or U-turn according to actual needs, such as 5 meters or 7 meters. This application does not impose specific limitations in this regard.

[0086] For example, in the first lane group, the lane numbers corresponding to the lanes are sequentially numbered from the leftmost lane to the rightmost lane along the direction of traffic, starting with number 1. For example, as Figure 7 As shown, in lane group B, lane b1 corresponds to lane number 1; lane b2 corresponds to lane number 2; lane b3 corresponds to lane number 3; and lane b4 corresponds to lane number 4.

[0087] In this embodiment of the application, after determining the remaining distance from the starting point and the safe distance from the starting point of the first lane group, it is necessary to determine whether the remaining distance from the starting point is greater than or equal to the safe distance from the starting point.

[0088] In one possible implementation, if the remaining distance from the starting point is greater than or equal to the safe distance from the starting point, the subsequent lane group is determined to be an reachable subsequent lane group, and the passage cost of the first lane group is updated to the remaining safe distance; if the remaining distance from the starting point is less than the safe distance from the starting point, the subsequent lane group is determined to be an unreachable subsequent lane group.

[0089] In this embodiment of the application, when the traffic relationship between the first lane group and the subsequent lane group is one-sided lane merging, it is necessary to first determine whether the distance between the starting point of travel and the midpoint of the lane corresponding to the designated exit lane along the extension direction of the designated exit lane is greater than or equal to the safe distance of the starting point of travel.

[0090] Specifically, regarding the "distance between the starting point of travel and the midpoint of the lane corresponding to the designated exit lane along the direction of the designated exit lane," the implementation first determines the starting projection point projected onto the center line of the lane corresponding to the designated exit lane; then, it determines the distance between the starting projection point and the midpoint of the lane corresponding to the designated exit lane along the direction of the designated exit lane. For simplicity, this "distance between the starting projection point and the midpoint of the lane corresponding to the designated exit lane along the direction of the designated exit lane" is referred to as the "first midpoint distance."

[0091] For example, such as Figure 7 As shown, for a travel starting point 1, if the designated exit lane is lane b1, then the starting point projection point on the lane centerline from travel starting point 1 to lane b1 is the starting point projection point 1. In this case, the distance between the midpoints of the travel starting point and the designated exit lane along the direction of the designated exit lane is the distance between the starting point projection point 1 and the midpoint of lane b1 along the direction of the designated exit lane.

[0092] In this embodiment of the application, when the traffic relationship between the first lane group and the subsequent lane group is one-sided lane merging, if the distance of the first midpoint is greater than or equal to the safe distance from the starting point of travel, the subsequent lane group is determined to be an accessible subsequent lane group, and the passage cost of the first lane group is updated to the distance of the first midpoint; if the distance of the first midpoint is less than the safe distance from the starting point of travel, it is determined whether the remaining distance from the starting point of travel is greater than or equal to the safe distance from the starting point of travel, and then it is determined whether the subsequent lane group is an unaccessible subsequent lane group according to the above method.

[0093] Step S4013: In the multiple lane groups in the lane group-level topology map, determine all the preceding lane groups of the last lane group.

[0094] In this embodiment, the last lane group is the lane group where the vehicle's destination is located. For example, as shown... Figure 5 As shown, if point O4 is the destination of the journey, then the last lane group is lane group D.

[0095] To determine the unreachable preceding lane groups of the last lane group, after determining the lane group where the destination is located, it is necessary to determine all preceding lane groups of the last lane group in the lane group-level topology map.

[0096] Step S4014: According to the preset second rule, determine whether each preceding lane group of the last lane group is an unreachable preceding lane group.

[0097] In this embodiment, the vehicle cannot reach the destination of the last lane group from the unreachable preceding lane group. Specifically, the vehicle cannot reach the destination of the last lane group from the unreachable preceding lane group along the second shortest travel trajectory. The second shortest travel trajectory is the shortest possible trajectory for the vehicle among the unreachable preceding lane group and the last lane group. It can be understood that the second shortest travel trajectory is the shortest possible travel path among the possible routes in the unreachable preceding lane group and the last lane group.

[0098] For example, such as Figure 5 As shown, when point O4 is the destination, the last lane group is lane group D, and lane group B is a preceding lane group of lane group D. The possible travel trajectories of lane group B and lane group D are: lane b1→lane d1, lane b1→lane b2→lane d2, lane b2→lane b1→lane d1, lane b2→lane d2, lane b3→lane b2→lane b1→lane d1, lane b3→lane b2→lane d2, lane b4→lane b3→lane b2→lane b1→lane d1, and lane b4→lane b3→lane b2→lane d2. If the travel distance of lane b1→lane d1 is the shortest, then the second shortest travel trajectory is lane b1→lane d1; if the travel distance of lane b1→lane b2→lane d2 is the shortest, then the second shortest travel trajectory is lane b1→lane b2→lane d2; and so on. This application will not elaborate further here.

[0099] In this embodiment of the application, the second rule includes: determining the designated entrance lane and the destination lane of the last lane group; calculating the remaining distance of the vehicle to the destination of the last lane group; calculating the safe distance to the destination based on the number of lanes between the designated entrance lane and the destination lane; and determining whether the preceding lane group of the last lane group is reachable based on the remaining distance to the destination and the safe distance to the destination.

[0100] The designated entry lane is the entry lane corresponding to the second shortest travel trajectory in the preceding lane group and the last lane group, while the destination lane is the lane where the travel destination is located. It can be understood that the designated entry lane and the destination lane both belong to the last lane group, and vehicles enter the last lane group from the designated entry lane.

[0101] For example, such as Figure 5 As shown, when point O4 is the destination, the destination lane is lane d1. If the second shortest path for lane group B and lane group D is lane b1 → lane d1, then the designated entrance lane is lane d1; if the second shortest path for lane group B and lane group D is lane b1 → lane b2 → lane d2, then the designated entrance lane is lane d2.

[0102] In this embodiment, the remaining distance to the end point of the last lane group is the distance between the starting point and the end point of the designated entrance lane along the direction of extension of the designated entrance lane. Specifically, firstly, the end point projection point projected onto the center line of the designated entrance lane is determined; then, the distance between the starting point and the end point projection point of the designated entrance lane along the direction of extension of the designated entrance lane is determined, i.e., the remaining distance to the end point.

[0103] For example, such as Figure 7 As shown, for destination 1, the last lane group is lane group D, and the preceding lane group of lane group D is lane group B. If the designated entrance lane is d2, then the endpoint projection point on the center line of the lane group from destination 1 to lane d2 is endpoint projection point 1. At this time, the remaining distance to the destination of lane group D is the distance between endpoint projection point 1 and the starting point of lane d2 corresponding to lane d2 along the direction of extension of the designated entrance lane.

[0104] As mentioned above, after determining the remaining distance from the starting point of the last lane group, it is also necessary to calculate the safe distance to the destination based on the number of lanes between the designated entrance lane and the destination lane.

[0105] Specifically, if the preceding lane group of the last lane group does not belong to the same road segment and the last lane group has the same direction of travel, then according to the formula: Calculate the safe distance to the destination; and / or, if the preceding lane group of the last lane group belongs to the same road segment and travels in the same direction as the last lane group, or if the preceding lane group of the last lane group belongs to the same road segment and travels in opposite directions as the last lane group, then according to the formula: Calculate the safe distance to the destination;

[0106] Among them, len safe ' represents the safe distance to the destination,' 'out' represents the lane number corresponding to the destination lane, and 'in' represents the lane number corresponding to the designated entrance lane.

[0107] For example, in the last lane group, the lane numbers corresponding to the lanes are sequentially numbered from the leftmost lane to the rightmost lane along the direction of traffic, starting with number 1. For example, as Figure 7 As shown, in lane group D, lane d1 corresponds to lane number 1; lane d2 corresponds to lane number 2.

[0108] In this embodiment of the application, after determining the remaining distance to the destination and the safe distance to the destination of the last lane group, it is necessary to determine whether the remaining distance to the destination is greater than or equal to the safe distance to the destination.

[0109] In one possible implementation, if the remaining distance to the destination is greater than or equal to the safe distance to the destination, the preceding lane group is determined to be an reachable preceding lane group, and the passage cost of the last lane group is updated to the remaining safe distance; if the remaining distance to the destination is less than the safe distance to the destination, the preceding lane group is determined to be an unreachable preceding lane group.

[0110] In this embodiment of the application, when the traffic relationship between the preceding lane group and the last lane group is a one-sided lane merge, it is necessary to first determine whether the distance between the midpoint of the lane corresponding to the designated entrance lane and the destination along the extension direction of the designated entrance lane is greater than or equal to the safe distance to the destination.

[0111] Specifically, regarding the "distance between the lane midpoint and the destination point of the designated entrance lane along the direction of the designated entrance lane," the implementation first determines the destination point projected onto the lane centerline of the designated entrance lane; then, it determines the distance between the lane midpoint and the destination point along the direction of the designated entrance lane. For simplicity, this "distance between the lane midpoint and the destination point along the direction of the designated entrance lane" is referred to as the "second midpoint distance."

[0112] For example, such as Figure 7 As shown, for destination 1, if the designated entrance lane is lane d2, then the destination projection point on the center line of lane d2 from the starting point 1 is the destination projection point 1. At this time, the distance between the midpoint of the designated entrance lane and the destination along the direction of the designated entrance lane is the distance between the midpoint of lane b1 and the destination projection point 1 along the direction of the designated exit lane.

[0113] In this embodiment, when the traffic relationship between the preceding lane group and the last lane group is a one-sided lane merge, if the distance to the second midpoint is greater than or equal to the safe distance to the destination, the preceding lane group is determined to be an accessible preceding lane group, and the passage cost of the last lane group is updated to the distance to the second midpoint; if the distance to the second midpoint is less than the safe distance to the starting point, it is determined whether the remaining distance to the destination is greater than or equal to the safe distance to the destination, and then it is determined whether the preceding lane group is an unreachable preceding lane group according to the above method.

[0114] Step S4015: In the remaining lane groups in the lane group-level topology map, identify M lane groups with continuous traffic relationships.

[0115] It is understandable that the remaining lane groups are the lane groups in the lane group-level topology map that are excluding unreachable successor lane groups and unreachable predecessor lane groups.

[0116] In this embodiment, no path search is performed on the unreachable successor lane group of the lane group where the starting point of the journey is located and the unreachable predecessor lane group of the lane group where the ending point of the journey is located. While ensuring that the planned journey path meets the actual road requirements, the amount of data processing of the algorithm is reduced to a certain extent, thereby improving the efficiency of the algorithm.

[0117] In this embodiment of the application, the core idea of ​​determining M lane groups in the lane group-level topology graph is as follows: (1) Construct a list of lane groups to be traversed; (2) Starting from the lane group where the starting point of the journey is located, traverse all reachable subsequent lane groups, and record the lane group, the lane group path, and the cumulative travel cost corresponding to the lane group in the lane group path in the list of lane groups to be traversed; (3) Select the lane group with the smallest cumulative travel cost from the list of lane groups to be traversed; (4) Using the lane group selected in the previous step as the new starting point, traverse all subsequent lane groups according to the starting point, and record the lane group, the lane group path, and the cumulative travel cost corresponding to the lane group in the lane group path in the list of lane groups to be traversed; (5) Determine whether there is a lane group in the list of lane groups to be traversed that is the same as the lane group. If there is a lane group in the list of lane groups to be traversed that is the same as the lane group, compare the cumulative travel cost and retain the record corresponding to the smaller cumulative travel cost; (6) Repeat steps (3)-(4) until the lane group where the destination of the journey is located is found.

[0118] It is understandable that the minimum cumulative passage cost in the list of lane groups to be used is the minimum passage cost of the lane group from the starting point to the end point of the journey, and the corresponding lane group path is the result of the first-level path planning.

[0119] Step S402: In the lane-level topology map, determine the target entrance lane and target exit lane corresponding to each of the M lane groups.

[0120] As described above, the j-th lane group in the M lane groups is the preceding lane group of the (j+1)-th lane group. In this embodiment, the target exit lane corresponding to the j-th lane group is matched with the target entrance lane corresponding to the (j+1)-th lane group. It can be understood that a vehicle can directly enter the target entrance lane corresponding to the (j+1)-th lane group from the target exit lane corresponding to the j-th lane group.

[0121] In this embodiment of the application, based on the relationship between lane groups, there are three possibilities for the target exit lane corresponding to the j-th lane group to match the target entrance lane corresponding to the (j+1)-th lane group.

[0122] In one possible implementation, if the j-th lane group and the (j+1)-th lane group do not belong to the same road segment and have the same direction of travel, then the target exit lane corresponding to the j-th lane group is the target entrance lane of the (j+1)-th lane group.

[0123] Among them, the j-th lane group and the (j+1)-th lane group do not belong to the same road segment, and the direction of travel is the same. Therefore, the traffic relationship between the j-th lane group and the (j+1)-th lane group can be considered as through traffic.

[0124] It is understandable that when the traffic relationship between the j-th lane group and the (j+1)-th lane group is through traffic, the center line of the target exit lane corresponding to the j-th lane group is connected to the center line of the target entrance lane of the (j+1)-th lane group.

[0125] For example, such as Figure 5 As shown, the traffic relationship between lane group B and lane group C is through traffic. Since the center line of lane b3 is connected to the center line of lane c1, when the target exit lane of lane group B is lane b3, the target entrance lane of lane group D is lane c1. Since the center line of lane b4 is connected to the center line of lane c2, when the target exit lane of lane group B is lane b4, the target entrance lane of lane group D is lane c2.

[0126] And / or, in one possible implementation, if the j-th lane group and the (j+1)-th lane group belong to the same road segment and have the same direction of travel, then the target exit lane corresponding to the j-th lane group is a lane that is allowed to merge into the target entrance lane of the (j+1)-th lane group.

[0127] Among them, the j-th lane group and the (j+1)-th lane group belong to the same road segment and have the same direction of travel. It can be considered that the traffic relationship between the j-th lane group and the (j+1)-th lane group is one-sided lane merging.

[0128] It is understandable that when the traffic relationship between the j-th lane group and the (j+1)-th lane group is one-way lane merging, the target exit lane corresponding to the j-th lane group is a lane that is allowed to merge into the target entrance lane of the (j+1)-th lane group.

[0129] For example, such as Figure 5 As shown, the traffic relationship between lane group C and lane group D is one-way merging. Since lane c1 is a lane that allows merging into lane d2, the target exit lane for lane group C is lane c1, and the target entrance lane for lane group D is lane d2.

[0130] And / or, in one possible implementation, if the j-th lane group and the (j+1)-th lane group belong to the same road segment and have opposite directions of travel, then the target exit lane corresponding to the j-th lane group is a lane that allows U-turns to the target entrance lane of the (j+1)-th lane group.

[0131] Among them, the j-th lane group and the (j+1)-th lane group belong to the same road segment and have opposite directions of travel. It can be considered that the traffic relationship between the j-th lane group and the (j+1)-th lane group is a U-turn in the middle of the road.

[0132] It is understandable that when the traffic relationship between the j-th lane group and the (j+1)-th lane group is a U-turn in the middle of the road, the target exit lane corresponding to the j-th lane group is a lane that allows U-turns to the target entrance lane of the (j+1)-th lane group.

[0133] For example, such as Figure 5 As shown, the traffic relationship between lane group B and lane group E is a U-turn in the middle of the road. Since lane b1 is a lane that allows U-turns to lane e1, the target exit lane of lane group B is lane b1, and the target entrance lane of lane group E is e1.

[0134] In this embodiment, the lane containing the entry point in the j-th lane group is the target entrance lane. All lanes in the (j+1)-th lane group are traversed to determine the lane-level connectivity corresponding to the minimum toll cost and the target exit lane.

[0135] Step S403: Determine the traffic trajectory for each lane group based on the target entrance lane and target exit lane corresponding to each lane group.

[0136] It is understandable that the cumulative value of the travel costs of the M travel trajectories corresponding to the M lane groups is the minimum lane-level travel cost from the starting point to the ending point of the journey.

[0137] See Figure 8 This is a flowchart illustrating another vehicle driving path planning method provided in an embodiment of this application. Figure 8 As shown, the embodiments of this application are in Figure 4 Based on the illustrated embodiment, step 403 specifically includes the following steps.

[0138] Step S4031: Based on the target entrance lane and target exit lane corresponding to each lane group, determine the entry point and exit point of each passing lane in each lane group.

[0139] It can be understood that the physical meaning of the entry and exit points of each lane is the distance traveled along the lane centerline from the starting point of the corresponding lane. For example, such as... Figure 5 As shown, when the lane being traversed is lane b3, if point O3 is the entry point of lane b3, then the physical meaning of point O3 is the distance traveled from the starting point of lane b3 along the center line of lane b3.

[0140] In this embodiment, due to the various traffic relationships between lane groups, there are multiple ways to calculate the entry and exit points of each passing lane. The calculation methods for the entry and exit points of the passing lanes will be explained in detail below.

[0141] In one possible implementation, if the target entrance lane and the target exit lane corresponding to the lane group are the same lane, then the lanes passing through the lane group are the same lanes, and the entry point and exit point of the passing lanes are the lane start point and lane end point of the same lane, respectively.

[0142] And / or, in one possible implementation, if the target entrance lane and target exit lane corresponding to the lane group are different lanes, then according to the formula: and Calculate the entry and exit points of each passing lane in the lane group.

[0143] And / or, in one possible implementation, if the target entrance lane corresponding to a lane group and the target exit lane corresponding to the preceding lane group belong to the same road segment and have the same direction of travel, then according to the formula: and Calculate the entry and exit points of each passing lane in the lane group.

[0144] And / or, in one possible implementation, if the target exit lane corresponding to a lane group and the target entrance lane corresponding to a subsequent lane group belong to the same road segment and have the same direction of travel, then according to the formula: and Calculate the entry and exit points of each passing lane in the lane group.

[0145] And / or, in one possible implementation, if the target exit lane corresponding to a lane group and the target entrance lane corresponding to a subsequent lane group belong to the same road segment and have opposite traffic directions, then according to the formula... , and Calculate the entry and exit points of each passing lane in the lane group.

[0146] Among them, start i Let 'i' be the entry point of the i-th passing lane, 'in' be the lane number of the target entrance lane, 'out' be the lane number of the target exit lane, and len be the lane number of the target exit lane. i Let be the lane length of the i-th passing lane, end i For the i-th lane, start in’’ len represents the position of the lane group in the target entrance lane. in’’ The lane length of the target entrance lane, end out’’ For the position of the lane group in the target exit lane, lenout’’ Let i be the lane length of the target exit lane, and in''≤i≤out''.

[0147] Step S4032: Determine the travel trajectory of each passing lane in each lane group based on the entry and exit points of each passing lane in each lane group.

[0148] In order to generate the geometry of the driving path on the lane-level map, in this embodiment of the application, after determining the entry point and exit point of each passing lane in each lane group, the travel trajectory of each passing lane in each lane group is generated.

[0149] Step S4033: Smooth the travel trajectories of all passing lanes in each lane group to obtain the travel trajectory corresponding to each lane group.

[0150] In practical applications, for each lane group with multiple passing lanes, there are situations of continuous lane merging (i.e., continuous lane changes). Therefore, the travel trajectories between adjacent passing lanes may have 90° bends, which may result in poor smoothness of the travel trajectory corresponding to each lane group.

[0151] In one possible implementation, lane connecting lines between adjacent passing lanes can be generated first, and then connected to the lane center lines of the passing lanes according to the merging position.

[0152] In this embodiment, cubic spline interpolation is used to generate inter-lane connections between passing lanes. Specifically, for each lane group with multiple passing lanes, the departure point coordinates P corresponding to the departure point of the r-th passing lane are first determined. out The coordinates P of the entry point corresponding to the entry point of the (r+1)th passing lane. in Calculate the coordinates P1, P2, P3, P4 and P5 corresponding to the five lane control points; then generate the inter-lane connection lines between the passing lanes based on the five lane control points.

[0153] Understandable, P out P in P1, P2, P3, P4, and P5 are The matrix. It should be noted that when a vehicle enters the (r+1)th lane from the r-th lane, 1 ≤ r < the number of lanes in the lane group - 1.

[0154] Where P3 is P out and P in The geometric midpoint of , with coordinates as: P1 is the lane centerline along the r-th passing lane from P... outThe coordinates of the lane control point 3 meters back from the corresponding departure point; P2 is the coordinate of the lane centerline along the r-th passing lane from P out The coordinates of the lane control point 1.5 meters back from the departure point; P4 is the coordinates of the lane centerline along the (r+1)th passing lane from P. in The coordinates of the lane control point 1.5 meters forward from the corresponding entry point; P5 is the coordinates of the lane centerline along the (r+1)th passing lane from P. in The coordinates of the lane control point 3 meters ahead of the entry point.

[0155] For example, see Figure 9 This is a schematic diagram of a traffic trajectory between lanes provided in an embodiment of this application. Figure 9 The image shows lane 1 and lane 2 for southbound traffic, which belong to the same lane group. Vehicles enter lane 2 from lane 1. out' P represents the coordinates of the departure point corresponding to the departure point of lane 1. in' P3' represents the coordinates of the entry point corresponding to the entry point of lane 2; P3' represents P... out' and P in' The coordinates of the geometric midpoint; P1' is the centerline of lane 1 along the route from P out' The coordinates of the lane control point 3 meters back from the corresponding departure point; P2' is the coordinates of the lane centerline along lane 1 from P out' The coordinates of the lane control point located 1.5 meters back from the departure point; P4' is the centerline of the lane along lane 2 from P in' The coordinates of the lane control point 1.5 meters forward from the corresponding entry point; P5' is the centerline of lane 2 along the route from P... in' The coordinates of the lane control point 3 meters ahead of the entry point. Based on the five lane control points P1', P2', P3', P4', and P5', generate lane connection line 1 between lane 1 and lane 2.

[0156] In this embodiment of the application, since the driving directions of the starting and ending points of the lane connecting lines are connected to the center lines of the lanes they connect, the smoothness of the travel trajectory corresponding to each lane group is guaranteed to a certain extent.

[0157] Step S404: Generate a planned path from the starting point to the destination based on the M traffic trajectories corresponding to the M lane groups.

[0158] In this embodiment, after obtaining the M traffic trajectories corresponding to the M lanes, it is necessary to generate the geometry of the M traffic trajectories. In practical applications, when lane groups merge on one side or make a U-turn in the middle of the road, the traffic trajectories between lane groups may have a 90° bend, which may result in poor smoothness of the planned driving path.

[0159] In one possible implementation, a connecting line between lane groups for unilateral lane changes or U-turns in the middle of the road can be generated first, and then connected to the center line of the passing lanes based on the location of the unilateral lane change or U-turn.

[0160] In this embodiment, cubic spline interpolation is used to generate inter-lane connections between lane groups. Specifically, for two lane groups with a single-sided lane change or a U-turn in the middle of the road, the first step is to use the departure point coordinates P corresponding to the departure point of the target exit lane of the entering lane group. out'' The coordinates P of the entry point corresponding to the entry point of the target entry lane of the exit lane group. in'' Calculate the coordinates P1'', P2'', P3'', P4'', and P5'' corresponding to the control points of the five lane groups; then generate the inter-lane group connection lines based on the five lane group control points.

[0161] Understandable, P out'' P in'' P1'', P2'', P3'', P4'', and P5'' are Matrix. It should be noted that vehicles may merge into the target exit lane corresponding to the entry lane group from one side of the target exit lane or make a U-turn in the middle of the road to enter the target entrance lane corresponding to the exit lane group.

[0162] Where P3'' is P out'' and P in'' The geometric midpoint of , with coordinates as: P1'' is the lane centerline along the target exit lane corresponding to the entering lane group, starting from P... out'' The coordinates of the lane control point located 3 meters back from the corresponding departure point; P2'' is the lane centerline along the target exit lane corresponding to the entering lane group from P out'' The coordinates of the lane control point located 1.5 meters back from the corresponding departure point; P4'' is the coordinates of the lane centerline along the target entrance lane corresponding to the exit lane group from P... in'' The coordinates of the lane control point 1.5 meters forward from the corresponding entry point; P5 is the lane centerline along the target entry lane corresponding to the exit lane group from P... in'' The coordinates of the lane control point 3 meters ahead of the entry point.

[0163] For example, see Figure 10This is a schematic diagram illustrating a traffic trajectory between lane groups provided in an embodiment of this application. Figure 10 The diagram shows target exit lane 1 for southbound traffic and target entrance lane 1 for northbound traffic. Target exit lane 1 is the lane entering the lane group, and target entrance lane 1 is the lane exiting the lane group. out''' Let P be the coordinates of the departure point corresponding to the departure point of the target exit lane 1. in''' P3''' represents the coordinates of the entry point corresponding to the entry point of target lane 1; P3''' represents P out''' and P in''' The coordinates of the geometric midpoint; P1''' is the coordinate of the lane centerline along the target exit lane 1 from P out''' The coordinates of the lane group control point 3 meters back from the corresponding departure point; P2''' is the coordinates of the lane centerline along the target exit lane 1 from P out''' The coordinates of the lane group control point 1.5 meters back from the corresponding departure point; P4''' is the coordinates of the lane centerline along the target entrance lane 1 from P in''' The coordinates of the lane group control point 1.5 meters forward from the corresponding entry point; P5''' is the coordinates of the lane centerline along the target entry lane 1 from P in''' The coordinates of the lane group control point 3 meters ahead of the corresponding entry point. Based on the five lane group control points P1''', P2''', P3''', P4''', and P5''', generate lane group connection line 1 between the entry lane group and the exit lane group.

[0164] In this embodiment of the application, since the starting and ending directions of the lane connecting lines are connected to the center lines of the lanes they connect, the smoothness of the corresponding travel trajectories between lane groups is guaranteed to a certain extent.

[0165] As mentioned above, a lane group-level topology map is used for primary path planning. Based on the vehicle's starting and ending points, M lane groups with continuous traffic relationships are determined in the lane group-level topology map. Therefore, a lane group-level topology map needs to be generated before primary path planning.

[0166] See Figure 11 This is a flowchart illustrating another vehicle driving path planning method provided in an embodiment of this application. Figure 11 As shown, the embodiments of this application are in Figure 14 Based on the illustrated embodiment, the following steps are included before step S401.

[0167] Step S501: Construct multiple lane groups.

[0168] It is understood that each lane group includes one or more lanes. Within the same lane group, adjacent lanes are allowed to change lanes to each other, and there are no merging or branching lanes within the same lane group.

[0169] In this embodiment of the application, when constructing multiple lane groups, lanes on the same road that are allowed to change lanes to each other are first merged into one lane group, and then the road is divided into multiple lane groups at the point where the lane geometry changes (i.e., merges or branches) or at the point where the lane change restriction (i.e., lane marking type) changes.

[0170] See Figure 12 This is a schematic diagram of another road provided in an embodiment of this application. Figure 12 Roads D and E are shown in the diagram. In road D, the lanes branch at points 1 and 2, and the lane marking types change at points 1, 2, 3, and 4. Other aspects related to the embodiments of this application can be found in the description of the above method embodiments; for the sake of brevity, they will not be repeated here.

[0171] In this embodiment, road D is divided into multiple lane groups by road segment dividing lines 1, 2, 3, and 4, which are perpendicular to the travel direction of road D and intersect with bifurcation point 1, bifurcation point 2, lane marker change point 1, lane marker change point 2, lane marker change point 3, and lane marker change point 4. For example, lane group A, lane group B, lane group C, and lane group D. Similarly, road E is divided into multiple lane groups by road segment dividing lines 2 and 3, which are perpendicular to the travel direction of road E and intersect with lane marker change point 1 and lane marker change point 2. For example, lane group E.

[0172] It should be noted that both the fork point 2 and the lane marking change point 1 are on the road segment dividing line 2, and both the lane marking change point 2 and the lane marking change point 3 are on the road segment dividing line 3.

[0173] Other contents involved in the embodiments of this application can be found in the description of the above method embodiments, and will not be repeated here for the sake of brevity.

[0174] Step S502: Construct a lane group-level topology map based on the traffic relationships between multiple lane groups.

[0175] In this embodiment of the application, the traffic relationships between lane groups include: through traffic and / or unilateral lane merging and / or U-turns in the middle of the road. For details regarding "through traffic," "unilateral lane merging," and "U-turns in the middle of the road," please refer to the description of the above method embodiments; for the sake of brevity, these details will not be repeated here.

[0176] Understandable, in such cases Figure 12 Among the multiple lane groups shown, the traffic relationship between lane group A and lane group B is through traffic; the traffic relationship between lane group B and lane group C is through traffic; the traffic relationship between lane group B and lane group D is through traffic; the traffic relationship between lane group B and lane group E is a U-turn in the middle of the road; and the traffic relationship between lane group C and lane group D is a one-way lane change.

[0177] In this embodiment, lane group-level connection relationships are generated based on the traffic relationships between lane groups. See also... Figure 13 This is a schematic diagram of a lane group-level topology map provided in an embodiment of this application. Figure 12 The five lane groups and the traffic relationships between them are shown in the diagram. Figure 13 The diagram shows five lane group-level connections. Lane group-level connection 601 is the lane group-level connection between lane group A and lane group B; lane group-level connection 602 is the lane group-level connection between lane group B and lane group C; lane group-level connection 603 is the lane group-level connection between lane group B and lane group D; lane group-level connection 604 is the lane group-level connection between lane group B and lane group E; and lane group-level connection 605 is the lane group-level connection between lane group C and lane group D.

[0178] Step S503: Calculate the passage cost corresponding to the first lane group and the second lane group in each lane group level connection relationship in the lane group level topology graph.

[0179] It is understandable that each lane group-level connection is related to two lane groups, namely the first lane group and the second lane group. The first lane group is the preceding lane group of the second lane group.

[0180] In this embodiment of the application, in order to determine the shortest travel path, it is necessary to determine the travel cost corresponding to the first lane group and the second lane group in each lane group-level connection relationship. It can be understood that the travel cost corresponding to the first lane group is the distance traveled by the vehicle in the first lane when it travels from the first lane group to the second lane group, and the travel cost corresponding to the second lane group is the distance traveled by the vehicle after it has traveled from the first lane group to the second lane group and then exits the second lane group.

[0181] In this embodiment of the application, since the traffic relationship between the first lane group and the second lane group in the lane group connection relationship is through traffic, single-sided lane change, or U-turn in the middle of the road, there are three ways to calculate the traffic cost of the lane group.

[0182] In one possible implementation, when the traffic relationship corresponding to the lane group-level connection is through traffic, the traffic cost corresponding to the first lane group in the lane group-level connection is the average lane length of the lanes in the first lane group, and the traffic cost corresponding to the second lane group in the lane group-level connection is the average lane length of the lanes in the second lane group.

[0183] For example, such as Figure 13 As shown, in lane group-level connection relationship 601, lane group A is the first lane group, and lane group B is the second lane group. The traffic relationship between lane group A and lane group B is through traffic. The traffic cost corresponding to lane group A is the average of the lane lengths of lanes a1, a2, and a3 in lane group A, and the traffic cost corresponding to lane group B is the average of the lane lengths of lanes b1, b2, b3, and b4 in lane group B.

[0184] And / or, in one possible implementation, when the traffic relationship corresponding to the lane group-level connection is a single-sided lane change, the traffic cost corresponding to the first lane group in the lane group-level connection is half of the sum of the average lane length and average lane width of the lanes in the first lane group, and the traffic cost corresponding to the second lane group in the lane group-level connection is half of the sum of the average lane length and average lane width of the lanes in the second lane group.

[0185] For example, such as Figure 13 As shown, in lane group-level connection relationship 605, lane group C is the first lane group, and lane group D is the second lane group. The traffic relationship between lane group C and lane group D is one-sided lane merging. The traffic cost corresponding to lane group C is half of the sum of the average lane length and average lane width of lanes c1 and c2 in lane group C; the traffic cost corresponding to lane group D is half of the sum of the average lane length and average lane width of lanes d1 and d2 in lane group D.

[0186] And / or, in one possible implementation, when the traffic relationship corresponding to the lane group-level connection is a U-turn in the middle of the road, the traffic cost corresponding to the first lane group and the second lane group in the lane group-level connection is the distance required for a safe lane change or U-turn.

[0187] For example, such as Figure 13As shown, in lane group-level connection relationship 604, lane group B is the first lane group, and lane group E is the second lane group. The traffic relationship between lane group B and lane group E is a U-turn in the middle of the road. The traffic cost corresponding to lane group B is the distance required for a safe lane change or U-turn; the traffic cost corresponding to lane group D is the distance required for a safe lane change or U-turn. As mentioned above, a lane-level topology map is used for secondary path planning to determine the traffic trajectory between lanes based on the vehicle's starting and ending points in the lane-level topology map. Therefore, a lane-level topology map needs to be generated before performing secondary path planning.

[0188] See Figure 14 This is a flowchart illustrating another vehicle driving path planning method provided in an embodiment of this application. Figure 14 As shown, the embodiments of this application are in Figure 11 Based on the illustrated embodiment, after step S503, the following steps are also included.

[0189] Step S701: Construct a lane-level topology map based on the traffic relationships between lanes in lane groups that have lane-level connection relationships in the lane group-level topology map.

[0190] In this embodiment, firstly, all preceding and succeeding lane groups of a lane group are traversed, connecting them to form a lane group-level connection relationship. Then, the lanes in each preceding and succeeding lane group are traversed, ultimately forming u lane-level connection relationships.

[0191] Understandable Where u is the number of lane-level connections, V is the number of preceding lane groups in the lane group, and W is the number of succeeding lane groups in the lane group; node v Let node be the number of lanes in the v-th preceding lane group. w Let w be the number of lanes in the w-th successor lane group, where 1 ≤ v ≤ V and 1 ≤ w ≤ W.

[0192] For example, such as Figure 12 As shown, for lane group B, there is one preceding lane group and three succeeding lane groups. Lane group A is the preceding lane group of lane group B, including lanes a1, a2, and a3. Lane groups C, D, and E are the succeeding lane groups of lane group B, including lanes c1 and c2, lanes d1 and d2, and lanes e1 and e2, respectively. Therefore, for lane group B, the number of lane-level connections is 3×2 + 3×2 + 3×2 = 18.

[0193] See Figure 15 This is a schematic diagram of a lane-level topology map provided in an embodiment of this application. Figure 15As shown, lane group A includes lanes a1, a2, and a3, and lane group B includes lanes b1, b2, b3, and b4. Lane a1 has four lane-level connections with lanes in lane group B. Lane-level connection 801 is the connection between lane a1 and lane b1; lane-level connection 802 is the connection between lane a1 and lane b2; lane-level connection 803 is the connection between lane a1 and lane b3; and lane-level connection 804 is the connection between lane a1 and lane b4. Similarly, lanes a2 and a3 each have four lane-level connections with lanes in lane group B. For brevity, the embodiments in this application will not be described in detail here.

[0194] Step S702: Calculate the passage cost corresponding to each lane-level connection in the lane-level topology graph.

[0195] In this embodiment of the application, for each lane-level connection relationship, the following information needs to be recorded: the connecting entrance lane, the preceding lane group, the lanes in the preceding lane group, the connecting exit lane, the following lane group, the lanes in the following lane group, and the passage cost.

[0196] It is understood that the toll cost corresponding to a lane-level connection is the distance a vehicle travels from the connection entrance lane to the connection exit lane. In this embodiment, the toll cost corresponding to the lane-level connection is determined based on the connection entrance lane and the connection exit lane.

[0197] Specifically, first, the connecting entrance lane and connecting exit lane corresponding to the lane-level connection relationship are determined. Then, based on the traffic relationship between the lane groups corresponding to the lane-level connection relationship, the traffic cost corresponding to the lane-level connection relationship is calculated. It can be understood that vehicles can enter the connecting exit lane via the connecting entrance lane. It should be noted that the connecting entrance lane and the connecting exit lane belong to the same lane group.

[0198] In one possible implementation, when the traffic relationship between lane groups corresponding to lane-level connections is through traffic, according to the formula: Calculate the passage cost corresponding to lane-level connectivity.

[0199] And / or, in one possible implementation, when the traffic relationship between lane groups corresponding to lane-level connections is a one-sided lane merge, according to the formula: Calculate the passage cost corresponding to lane-level connectivity.

[0200] And / or, in one possible implementation, when the traffic relationship between lane groups corresponding to lane-level connectivity is a U-turn in the middle of the road, according to the formula: Calculate the passage cost corresponding to lane-level connectivity.

[0201] Cost in , out For vehicles from the first in Enter the first lane out The cost of leaving the lane. in To connect the lane numbers corresponding to the entrance lanes, out len is the lane number corresponding to the exit lane. k This represents the length of the k-th lane. in ≤k≤ out , where width represents the average lane width.

[0202] It should be noted that the average lane width is usually approximately 3.5 meters. Of course, the average lane width may also be other values, such as 3.4 or 3.6 meters.

[0203] In practical applications, the classic Djikstra's algorithm is based on breadth-first search (BFS), with a time complexity of O(n^2). When there are G lane groups, and each lane group has an average of N lanes, then using the classic Djikstra's algorithm requires searching all... The algorithm traverses each lane, and its complexity is O((GN)^2).

[0204] In this embodiment, the algorithm complexity for primary path planning is O(G^2), and the algorithm complexity for secondary path planning with G lane groups is... When the number of lane groups G is much greater than the number of lanes N, the algorithm complexity is O(G^2); when the number of lane groups G is much less than the number of lanes N, the overall algorithm complexity is O(G^2). Compared to classic algorithms, the algorithmic complexity of path planning is reduced by one to two orders of magnitude.

[0205] In this embodiment, the lane group-level topology map and the lane-level topology map reflect the permitted lane changes between lanes, which improves the accuracy of the planned driving path to a certain extent. Furthermore, the two-level path planning effectively improves the algorithm's efficiency and reduces its time complexity.

[0206] Corresponding to the above embodiments, this application also provides a vehicle driving path planning device.

[0207] See Figure 16 This is a schematic diagram of the structure of a vehicle driving path planning device provided in an embodiment of this application. Figure 16As shown, the vehicle driving path planning device 900 includes a lane group determination module 901, a lane determination module 902, a lane group travel trajectory determination module 903, and a planned path generation module 904.

[0208] Specifically, the lane group determination module 901 is used to determine M lane groups with continuous traffic relationships in the lane group-level topology map based on the vehicle's starting point and ending point. Each lane group includes one or more lanes, there are no merging or branching lanes in the same lane group, and adjacent lanes are allowed to change lanes to each other. The cumulative traffic cost corresponding to the M lane groups is the minimum lane group-level traffic cost from the starting point to the ending point.

[0209] The lane determination module 902 is used to determine the target entrance lane and target exit lane corresponding to each of the M lane groups in the lane-level topology map. The target exit lane corresponding to the j-th lane group is matched with the target entrance lane corresponding to the (j+1)-th lane group. The j-th lane group is the predecessor lane group of the (j+1)-th lane group, and 1≤j<M, M>1.

[0210] The lane group travel trajectory determination module 903 is used to determine the travel trajectory corresponding to each lane group based on the target entrance lane and target exit lane corresponding to each lane group. The cumulative travel cost of the M travel trajectories corresponding to the M lane groups is the minimum lane-level travel cost from the starting point to the ending point.

[0211] The route planning generation module 904 is used to generate a planned route from the starting point to the destination based on the M traffic trajectories corresponding to the M lane groups.

[0212] For details regarding the specific content involved in the embodiments of this application, please refer to the description of the above method embodiments. For the sake of brevity, these details will not be repeated here.

[0213] Corresponding to the above embodiments, this application also provides an electronic device.

[0214] See Figure 17 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 17 As shown, the electronic device 1000 may include a processor 1001, a memory 1002, and a communication unit 1003. These components communicate via one or more buses. Those skilled in the art will understand that the electronic device structure shown in the figure does not constitute a limitation on the embodiments of this application. It may be a bus topology or a star topology, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0215] The communication unit 1003 is used to establish a communication channel, thereby enabling the electronic device to communicate with other devices.

[0216] The processor 1001 serves as the control center of the electronic device, connecting various parts of the device via various interfaces and lines. It executes software programs and / or modules stored in the memory 1002, and calls data stored in the memory to perform various functions and / or process data. The processor may be composed of integrated circuits (ICs), such as a single packaged IC or multiple packaged ICs with the same or different functions connected together. For example, the processor 1001 may consist only of a central processing unit (CPU). In this embodiment, the CPU may have a single processing core or include multiple processing cores.

[0217] Memory 1002 is used to store the execution instructions of processor 1001. Memory 1002 can 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 storage, flash memory, magnetic disk or optical disk.

[0218] When the execution instructions in memory 1002 are executed by processor 1001, the electronic device 1000 is able to perform some or all of the steps in the above method embodiments.

[0219] Corresponding to the above embodiments, this application also provides a computer-readable storage medium, wherein the computer-readable storage medium may store a program, wherein when the program runs, it can control the device where the computer-readable storage medium is located to execute some or all of the steps in the above method embodiments. In specific implementation, the computer-readable storage medium may be a magnetic disk, an optical disk, read-only memory (ROM), or random access memory (RAM), etc.

[0220] Corresponding to the above embodiments, this application also provides a computer program product containing executable instructions that, when executed on a computer, cause the computer to perform some or all of the steps in the above method embodiments.

[0221] In this application embodiment, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent the existence of A alone, the simultaneous existence of A and B, or the existence of B alone. A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects have an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, and c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0222] Those skilled in the art will recognize that the units and algorithm steps described in the embodiments disclosed herein can be implemented using electronic hardware, computer software, or a combination of electronic hardware and software. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0223] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0224] In the several embodiments provided in this application, any function, if implemented as a software functional unit and sold or used as an independent product, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0225] The above description is merely a specific embodiment of this application. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the protection scope of this application. The protection scope of this application should be determined by the protection scope of the claims.

Claims

1. A method for planning the driving path of a vehicle, characterized in that, include: Based on the vehicle's starting point and ending point, M lane groups with continuous traffic relationships are determined in the lane group-level topology map. Each lane group includes one or more lanes. There are no merging or branching lanes in the same lane group, and adjacent lanes are allowed to change lanes to each other. The cumulative traffic cost corresponding to the M lane groups is the minimum lane group-level traffic cost from the starting point to the ending point. In the lane-level topology map, the target entrance lane and target exit lane corresponding to each of the M lane groups are determined. The target exit lane corresponding to the j-th lane group is matched with the target entrance lane corresponding to the (j+1)-th lane group. The j-th lane group is the predecessor lane group of the (j+1)-th lane group, 1≤j<M, M>1. Based on the target entrance lane and target exit lane corresponding to each lane group, the travel trajectory corresponding to each lane group is determined, wherein the cumulative travel cost of the M trajectories corresponding to the M lane groups is the minimum lane-level travel cost from the starting point to the ending point. Based on the M traffic trajectories corresponding to the M lane groups, a planned path from the starting point to the destination is generated; The process of determining M lane groups with continuous traffic relationships in the lane group-level topology map based on the vehicle's starting and ending points includes: In the lane group-level topology map, all subsequent lane groups of the first lane group are determined, where the first lane group is the lane group where the starting point of travel is located. According to a preset first rule, it is determined whether each subsequent lane group of the first lane group is an unreachable subsequent lane group, wherein the starting point of the vehicle in the first lane group cannot enter the unreachable subsequent lane group. In the lane group-level topology map, all the preceding lane groups of the last lane group are determined, and the last lane group is the lane group where the destination is located. According to a preset second rule, it is determined whether each preceding lane group of the last lane group is an unreachable preceding lane group, wherein the vehicle cannot reach the destination in the last lane group from the unreachable preceding lane group. In the remaining lane groups in the lane group-level topology map, M lane groups with continuous traffic relationships are identified. The remaining lane groups are the lane groups in the lane group-level topology map other than the unreachable successor lane group and the unreachable predecessor lane group.

2. The method according to claim 1, characterized in that, The target exit lane corresponding to the j-th lane group is matched with the target entrance lane corresponding to the (j+1)-th lane group, including: If the j-th lane group and the (j+1)-th lane group do not belong to the same road segment and have the same direction of travel, then the target exit lane corresponding to the j-th lane group is the target entrance lane of the (j+1)-th lane group; and / or, If the j-th lane group and the (j+1)-th lane group belong to the same road segment and have the same direction of travel, then the target exit lane corresponding to the j-th lane group is a lane that is allowed to merge into the target entrance lane of the (j+1)-th lane group; and / or, If the j-th lane group and the (j+1)-th lane group belong to the same road segment and have opposite directions of travel, then the target exit lane corresponding to the j-th lane group is a lane that allows U-turns to the target entrance lane of the (j+1)-th lane group.

3. The method according to claim 1, characterized in that, The vehicle's starting point in the first lane group cannot enter the unreachable subsequent lane group, including: the vehicle's starting point in the first lane group cannot enter the unreachable subsequent lane group along a first shortest travel trajectory, where the first shortest travel trajectory is the shortest possible travel trajectory of the vehicle in the first lane group and the unreachable subsequent lane group. The vehicle's destination in the last lane group that it cannot reach in the unreachable preceding lane group includes: the vehicle's destination in the last lane group that it cannot reach in the unreachable preceding lane group along a second shortest travel trajectory, where the second shortest travel trajectory is the shortest possible travel trajectory of the vehicle in the unreachable preceding lane group and the last lane group.

4. The method according to claim 3, characterized in that, The first rule includes: Determine the starting lane and designated exit lane of the first lane group, wherein the starting lane is the lane where the starting point is located, and the designated exit lane is the exit lane corresponding to the first shortest travel trajectory in the first lane group and the subsequent lane groups of the first lane group. Calculate the remaining distance of the vehicle from the starting point of the first lane group, where the remaining distance from the starting point is the distance between the starting point and the lane end point corresponding to the designated exit lane along the direction of extension of the designated exit lane; The safe distance to the starting point is calculated based on the number of lanes between the starting point lane and the designated exit lane; Based on the remaining distance from the starting point and the safe distance from the starting point, determine whether the subsequent lane groups of the first lane group are reachable.

5. The method according to claim 4, characterized in that, The calculation of the safe distance to the starting point based on the number of lanes between the starting lane and the designated exit lane includes: If the first lane group and its subsequent lane group do not belong to the same road segment and have the same direction of travel, then according to the formula: Calculate the safe distance from the starting point of the journey; and / or, If the first lane group and its successor lane group belong to the same road segment and have the same direction of travel, or if the first lane group and its successor lane group belong to the same road segment and have opposite directions of travel, then according to the formula: Calculate the safe distance from the starting point of the journey; Among them, len safe The safe distance from the starting point of travel, out is the lane number corresponding to the designated exit lane, in is the lane number corresponding to the starting point lane of travel, and len is the safe distance from the starting point of travel. turn The distance required for a safe lane change or U-turn.

6. The method according to claim 3, characterized in that, The second rule includes: Determine the designated entrance lane and the destination lane of the last lane group, wherein the designated entrance lane is the entrance lane corresponding to the second shortest travel trajectory in the preceding lane group of the last lane group and the second shortest travel trajectory in the last lane group, and the destination lane is the lane where the destination is located. Calculate the remaining distance of the vehicle to the destination of the last lane group, where the remaining distance to the destination is the distance between the starting point of the lane corresponding to the designated entrance lane and the destination along the extension direction of the designated entrance lane; The safe distance to the destination is calculated based on the number of lanes between the designated entrance lane and the destination lane. Based on the remaining distance to the destination and the safe distance to the destination, determine whether the preceding lane group of the last lane group is reachable.

7. The method according to claim 6, characterized in that, The step of calculating the safe distance to the destination based on the number of lanes between the designated entrance lane and the destination lane includes: If the preceding lane group of the last lane group does not belong to the same road segment and has the same direction of travel as the last lane group, then according to the formula: Calculate the safe distance to the destination; and / or, If the preceding lane group of the last lane group belongs to the same road segment and travels in the same direction as the last lane group, or if the preceding lane group of the last lane group belongs to the same road segment and travels in opposite directions as the last lane group, then according to the formula: Calculate the safe distance to the destination; Among them, len safe ' represents the safe distance to the destination, 'out' represents the lane number corresponding to the destination lane, and 'in' represents the lane number corresponding to the designated entrance lane.

8. The method according to claim 1, characterized in that, The step of determining the travel trajectory corresponding to each lane group based on the target entrance lane and target exit lane corresponding to each lane group includes: Based on the target entrance lane and target exit lane corresponding to each lane group, determine the entry point and exit point of each passing lane in each lane group; The travel trajectory of each passing lane in each lane group is determined based on the entry point and exit point of each passing lane in each lane group. The travel trajectories of all the passing lanes in each lane group are smoothed to obtain the travel trajectory corresponding to each lane group.

9. The method according to claim 8, characterized in that, The step of determining the entry and exit points of each passing lane in each lane group based on the target entry lane and target exit lane corresponding to each lane group includes: If the target entrance lane and target exit lane corresponding to the lane group are the same lane, then the lanes traversed by the lane group are the same lanes, and the entry point and exit point of the traversed lanes are the lane start point and lane end point of the same lanes, respectively; and / or, If the target entrance lane and target exit lane corresponding to the lane group are different lanes, then according to the formula: and Calculate the entry and exit points of each passing lane in the lane group; and / or, If the target entrance lane corresponding to the lane group and the target exit lane corresponding to the preceding lane group belong to the same road segment and have the same direction of travel, then according to the formula: and Calculate the entry and exit points of each passing lane in the lane group; and / or, If the target exit lane corresponding to the lane group and the target entrance lane corresponding to the subsequent lane group belong to the same road segment and have the same direction of travel, then according to the formula: and Calculate the entry and exit points of each passing lane in the lane group; and / or, If the target exit lane corresponding to the lane group and the target entrance lane corresponding to the subsequent lane group belong to the same road segment and have opposite traffic directions, then according to the formula... , and Calculate the entry point and exit point of each passing lane in the lane group; Among them, start i Let 'i' be the entry point of the i-th passing lane, 'in' be the lane number of the target entrance lane, 'out' be the lane number of the target exit lane, and len be the lane number of the target exit lane. i Let be the lane length of the i-th passing lane, end i For the departure point of the i-th passing lane, start in’’ len represents the position of the lane group in the target entrance lane. in’’ The lane length of the target entrance lane, end out’’ len represents the position of the lane group in the target exit lane. out’’ Let i be the lane length of the target exit lane, where in''≤i≤out''.

10. The method according to claim 1, characterized in that, Before determining M lane groups with continuous traffic relationships in the lane group-level topology map based on the vehicle's starting and ending points, the method further includes: Multiple lane groups are constructed, wherein adjacent lanes in the same lane group are allowed to change lanes to each other, and there are no merging or branching lanes in the same lane group; Based on the traffic relationships between the multiple lane groups, a lane group-level topology graph is constructed; Calculate the passage cost corresponding to the first lane group and the second lane group in each lane group level connection relationship in the lane group level topology graph, where the first lane group is the predecessor lane group of the second lane group. The traffic relationships include: through traffic and / or unilateral lane merging and / or U-turns in the middle of the road; The calculation of the passage cost corresponding to the first lane group and the second lane group in each lane group-level connection relationship in the lane group-level topology graph includes: When the traffic relationship corresponding to the lane group-level connection is through traffic, the traffic cost corresponding to the first lane group in the lane group-level connection is the average lane length of the lanes in the first lane group, and the traffic cost corresponding to the second lane group in the lane group-level connection is the average lane length of the lanes in the second lane group; and / or When the traffic relationship corresponding to the lane group-level connection is a single-sided lane merging, the traffic cost corresponding to the first lane group in the lane group-level connection is half of the sum of the average lane length and average lane width of the lanes in the first lane group, and the traffic cost corresponding to the second lane group in the lane group-level connection is half of the sum of the average lane length and average lane width of the lanes in the second lane group; and / or, When the traffic relationship corresponding to the lane group-level connection is a U-turn in the middle of the road, the traffic cost corresponding to the first lane group and the second lane group in the lane group-level connection is the distance required for a safe lane change or U-turn.

11. The method according to claim 10, characterized in that, After calculating the toll costs corresponding to the first lane group and the second lane group in each lane group-level connection relationship in the lane group-level topology graph, the method further includes: Based on the traffic relationships between lanes in lane groups with lane group-level connection relationships in the lane group-level topology map, construct a lane-level topology map; Calculate the passage cost corresponding to each lane-level connection in the lane-level topology graph; The calculation of the passage cost corresponding to each lane-level connection in the lane-level topology graph includes: The connection entrance lane and connection exit lane corresponding to the lane-level connection relationship are determined. The vehicle enters the connection exit lane through the connection entrance lane, wherein the connection entrance lane and the connection exit lane belong to the same lane group. When the traffic relationship between lane groups corresponding to the lane-level connection is through traffic, according to the formula: Calculate the toll cost corresponding to the lane-level connectivity; and / or, When the traffic relationship between lane groups corresponding to the lane-level connection is a single-sided lane merge, according to the formula: Calculate the toll cost corresponding to the lane-level connectivity; and / or, When the traffic relationship between lane groups corresponding to the lane-level connection is a U-turn in the middle of the road, according to the formula: Calculate the passage cost corresponding to the lane-level connectivity relationship; Cost in , out For the vehicle from the first in Enter the first lane out The cost of leaving the lane. in The lane number corresponding to the connecting entrance lane. out len is the lane number corresponding to the connecting exit lane. k This represents the length of the k-th lane. in ≤k≤ out , where width represents the average lane width.

12. A vehicle travel path planning device, characterized in that, include: The lane group determination module is used to determine M lane groups with continuous traffic relationships in the lane group-level topology map based on the vehicle's starting point and ending point. Each lane group includes one or more lanes, there are no merging or branching lanes in the same lane group, and adjacent lanes are allowed to change lanes to each other. The cumulative traffic cost corresponding to the M lane groups is the minimum lane group-level traffic cost from the starting point to the ending point. The lane determination module is used to determine the target entrance lane and target exit lane corresponding to each of the M lane groups in the lane-level topology map, wherein the target exit lane corresponding to the j-th lane group is matched with the target entrance lane corresponding to the (j+1)-th lane group, and the j-th lane group is the predecessor lane group of the (j+1)-th lane group, 1≤j<M, M>1; The lane group travel trajectory determination module is used to determine the travel trajectory corresponding to each lane group based on the target entrance lane and the target exit lane corresponding to each lane group, wherein the cumulative travel cost of the M trajectories corresponding to the M lane groups is the minimum lane-level travel cost from the starting point to the ending point. The route planning generation module is used to generate a planned route from the starting point to the destination based on the M traffic trajectories corresponding to the M lane groups. The process of determining M lane groups with continuous traffic relationships in the lane group-level topology map based on the vehicle's starting and ending points includes: In the lane group-level topology map, all subsequent lane groups of the first lane group are determined, where the first lane group is the lane group where the starting point of travel is located. According to a preset first rule, it is determined whether each subsequent lane group of the first lane group is an unreachable subsequent lane group, wherein the starting point of the vehicle in the first lane group cannot enter the unreachable subsequent lane group. In the lane group-level topology map, all the preceding lane groups of the last lane group are determined, and the last lane group is the lane group where the destination is located. According to a preset second rule, it is determined whether each preceding lane group of the last lane group is an unreachable preceding lane group, wherein the vehicle cannot reach the destination in the last lane group from the unreachable preceding lane group. In the remaining lane groups in the lane group-level topology map, M lane groups with continuous traffic relationships are identified. The remaining lane groups are the lane groups in the lane group-level topology map other than the unreachable successor lane group and the unreachable predecessor lane group.

13. An electronic device, characterized in that, include: processor; Memory; And a computer program, wherein the computer program is stored in the memory, and when the computer program is executed by the processor, causes the electronic device to perform the method of any one of claims 1 to 11.

14. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the method described in any one of claims 1 to 11.

15. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method described in any one of claims 1 to 11.

Images