Vehicle obstacle-crossing path planning method and system, electronic device and medium

Abstract

The present disclosure provides a vehicle obstacle-crossing path planning method and system, an electronic device and a medium, and belongs to the technical field of vehicle control. The vehicle obstacle-crossing path planning method comprises: determining a minimum passing yaw angle corresponding to vehicle obstacle-crossing according to a current slope vertex angle of a convex obstacle; and planning a final passing yaw angle and a final obstacle-crossing path of the vehicle obstacle-crossing according to the minimum passing yaw angle. The technical scheme of the present disclosure can ensure that the vehicle can safely cross the obstacle. In addition, compared with the larger impact force generated by the simultaneous impact of the two front wheels or the two rear wheels of the front row or the rear row with the road surface when the vehicle directly crosses the obstacle, when the vehicle crosses the obstacle at a certain yaw angle, the left and right two wheels of the front row or the rear row cross the obstacle in turn, and the larger impact force can be divided into two small impacts, so that the impact force felt by the passengers in the vehicle is soft, and the riding experience can be improved.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle control technology, and in particular to a vehicle obstacle crossing path planning method and system, electronic equipment and medium thereof. Background Technology

[0002] Existing intelligent driving vehicles often employ a strategy of deceleration and straight-line driving (with the vehicle's direction of travel perpendicular to the crest line) when planning their driving strategies to overcome convex obstacles. If the vehicle's chassis is low and there is no suspension system to adjust the vehicle's height, it is highly susceptible to bottoming out and impact. In addition, the battery pack of intelligent driving vehicles is generally located at the lowest point of the chassis, and bottoming out and impact can easily damage the battery, seriously threatening driving safety. Summary of the Invention

[0003] This disclosure aims to solve at least one of the technical problems existing in the prior art, and proposes a vehicle obstacle crossing path planning method and system, electronic equipment and medium thereof.

[0004] In a first aspect, embodiments of this disclosure provide a vehicle obstacle-crossing path planning method, including:

[0005] The minimum yaw angle required for the vehicle to clear the obstacle is determined based on the current crest angle of the convex obstacle.

[0006] Based on the minimum passing yaw angle, the final passing yaw angle and the final obstacle crossing path of the vehicle are planned to overcome the obstacle;

[0007] Wherein, the tangent directions at the first and second calibration positions on the final obstacle-crossing path are parallel to the direction corresponding to the final yaw angle. The first and second calibration positions are located on both sides of the crest line corresponding to the crest position and also on both sides of the preset calibration crest vertical line corresponding to the crest position. The distance between the first and second calibration positions and the crest line is _____. The distances between the first and second calibration positions and the preset calibration slope top vertical line are both... , , Let be the wheelbase of the vehicle. For the final yaw angle, The minimum passing yaw angle is given.

[0008] In some embodiments, the step of planning the final clearance yaw angle and the final obstacle-crossing path of the vehicle based on the minimum clearance yaw angle includes:

[0009] Determine the vehicle's current selectable yaw angle. , ;

[0010] Based on the available yaw angle An optional obstacle-crossing path is planned for the vehicle. The tangent directions at the first and second calibration positions on the optional obstacle-crossing path are parallel to the direction corresponding to the optional yaw angle. The first and second calibration positions are located on both sides of the crest line corresponding to the crest position and also on both sides of the preset calibration crest vertical line corresponding to the crest position. The distance between the first and second calibration positions and the crest line is 0. The distances between the first and second calibration positions and the preset calibration slope top vertical line are both... ;

[0011] The feasibility of the selected obstacle-crossing paths is tested.

[0012] When the optional obstacle-crossing path passes the feasibility test, the current optional yaw angle is determined as the final yaw angle, and the current optional obstacle-crossing path is determined as the final obstacle-crossing path.

[0013] In some embodiments, the step of performing feasibility detection on the optional obstacle-crossing path includes:

[0014] Determine whether the optional obstacle-crossing path meets the following conditions:

[0015] Condition 1: When the vehicle travels along the optional obstacle-crossing path, the vehicle does not collide with the curb;

[0016] Condition 2: The radius of curvature at any position on the optional obstacle-crossing path is greater than or equal to the vehicle's minimum turning radius;

[0017] If it is determined that the optional obstacle crossing path does not meet at least one of the above conditions, then the optional obstacle crossing path is detected as failing the feasibility test; otherwise, the optional obstacle crossing path is detected as passing the feasibility test.

[0018] In some embodiments, when the optional obstacle-crossing path fails the feasibility test, the method further includes:

[0019] The vehicle's current selectable yaw angle is reduced according to preset adjustment rules in order to update the selectable yaw angle;

[0020] Determine whether the updated optional yaw angle is less than the minimum yaw angle;

[0021] If it is determined that the updated optional yaw angle is less than the minimum yaw angle, then path planning failure is reported.

[0022] If it is determined that the updated optional yaw angle is greater than or equal to the minimum passing yaw angle, then the process based on the optional passing yaw angle is executed again. The steps to plan the alternative obstacle-crossing paths for vehicles.

[0023] In some embodiments, the optional obstacle-crossing path is divided into three consecutively connected segments by the first and second calibration positions: a first segment, a second segment, and a third segment.

[0024] Based on the available yaw angle The steps to plan an alternative obstacle-crossing route for a vehicle include:

[0025] The first path segment was obtained by fitting a cubic spline curve.

[0026] The second path segment is obtained by using linear fitting or cubic spline curve fitting.

[0027] The third path segment was obtained by fitting a cubic spline curve.

[0028] In some embodiments, before the step of determining the minimum clearance yaw angle corresponding to the vehicle's obstacle clearance based on the current crest angle of the convex obstacle, the method further includes:

[0029] Obtain the first slope angle of the first ramp surface where the vehicle is currently located. ;

[0030] Obtain the second slope angle of the second ramp surface that the vehicle needs to reach when crossing the obstacle. ;

[0031] Based on the first slope angle Second slope angle Calculate the current slope crest angle ,in .

[0032] In some embodiments, the step of determining the minimum clearance yaw angle corresponding to the vehicle's obstacle clearance based on the current crest angle of the convex obstacle includes:

[0033] By querying the pre-obtained slope crest angle-yaw angle correspondence table, the minimum passing yaw angle corresponding to the current slope crest angle is determined. The slope crest angle-yaw angle correspondence table records the passing yaw angle information of the vehicle under different slope crest angles.

[0034] Alternatively, the minimum clearance yaw angle for the vehicle to overcome the obstacle can be calculated based on the vehicle's current suspension correction factor and the current hill crest angle. :

[0035]

[0036] in, This refers to the minimum ground clearance of the vehicle's chassis when fully loaded. The compensation height is pre-set for the treatment of the curved top of the slope. The current slope crest angle, The current suspension correction coefficient and .

[0037] In a second aspect, embodiments of this disclosure provide a vehicle obstacle-crossing path planning system, characterized in that the system is configured to implement the method provided in the first aspect, the system comprising:

[0038] The determination module is configured to determine the minimum passing yaw angle corresponding to the vehicle's obstacle crossing based on the current crest angle of the convex obstacle;

[0039] The planning module is configured to plan the final clearance yaw angle and the final obstacle-crossing path of the vehicle based on the minimum clearance yaw angle.

[0040] Wherein, the tangent directions at the first and second calibration positions on the final obstacle-crossing path are parallel to the direction corresponding to the final yaw angle. The first and second calibration positions are located on both sides of the crest line corresponding to the crest position and also on both sides of the preset calibration crest vertical line corresponding to the crest position. The distance between the first and second calibration positions and the crest line is _____. The distances between the first and second calibration positions and the preset calibration slope top vertical line are both... , , Let be the wheelbase of the vehicle. For the final yaw angle, The minimum passing yaw angle is given.

[0041] Thirdly, embodiments of this disclosure provide an electronic device, including:

[0042] One or more processors;

[0043] Memory, used to store one or more programs;

[0044] When the one or more programs are executed by the one or more processors, the one or more processors implement the methods as described in any of the first aspects.

[0045] Fourthly, embodiments of this disclosure provide a computer-readable medium storing a computer program that, when executed by a processor, implements the steps of any of the methods described in the first aspect.

[0046] The technical solution disclosed herein has the following beneficial technical effects:

[0047] Reduced bumps and improved comfort: When the vehicle passes an obstacle at an angle, the left and right wheels do not run over the obstacle simultaneously, but rather pass over it sequentially. The impact force on the vehicle body is distributed into two smaller vibrations, rather than a single, violent jolt. Passengers (especially in the rear seats) will feel a smoother, gentler sway, significantly improving ride comfort.

[0048] Reduced instantaneous impact on the suspension system: Again, because the impact force is dispersed and staggered, the force acting on a single side of the suspension system is relatively small. This reduces the extreme instantaneous load on the suspension system (shock absorbers, springs, linkages, etc.) when dealing with higher bumps or harder speed bumps.

[0049] Reducing the risk of bottoming out: For vehicles with low chassis, if they drive straight up a high bump, the middle of the chassis is more likely to hit the top of the obstacle (bottoming out). When passing at an angle, due to the vehicle's tilt, the actual distance between the minimum ground clearance of the chassis (usually between the front and rear axles) and the highest point of the obstacle will temporarily increase, thus reducing the probability of bottoming out. Attached Figure Description

[0050] Figures 1A to 1C This is a schematic diagram illustrating the vehicle crossing three types of convex obstacles in this disclosure;

[0051] Figure 2 A flowchart of a vehicle obstacle crossing path planning method provided in this embodiment of the disclosure;

[0052] Figure 3 This is a plan view illustrating various obstacle-crossing paths used in this disclosure;

[0053] Figure 4 This is a plan view of one obstacle crossing path in this disclosure;

[0054] Figure 5A This is a schematic diagram of the yaw angle of the vehicle in this disclosure;

[0055] Figure 5B This is a schematic diagram of the longitudinal passing angle of the vehicle in this disclosure;

[0056] Figure 6 A comparative illustration of the curved top of a real obstacle and the sharp-angled top of a modeled obstacle;

[0057] Figure 7 This is a flowchart of an optional implementation method of step S2 in this disclosure;

[0058] Figure 8This is a structural block diagram of a vehicle obstacle crossing path planning system provided in an embodiment of the present disclosure;

[0059] Figure 9 This is a structural block diagram of an electronic device provided in an embodiment of the present disclosure. Detailed Implementation

[0060] To enable those skilled in the art to better understand the technical solutions of this disclosure, exemplary embodiments of this disclosure are described below with reference to the accompanying drawings, including various details of the embodiments of this disclosure to aid understanding. These should be considered merely exemplary. Therefore, those skilled in the art should recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of this disclosure. Similarly, for clarity and conciseness, descriptions of well-known functions and structures are omitted in the following description.

[0061] Where there is no conflict, the various embodiments of this disclosure and the features thereof in the embodiments may be combined with each other.

[0062] As used herein, the term “and / or” includes any and all combinations of one or more related enumerated entries.

[0063] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit this disclosure. As used herein, the singular forms “a” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that when the terms “comprising” and / or “made of” are used in this specification, the presence of the stated feature, integral, step, operation, element, and / or component is specified, but the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or groups thereof is not excluded. Words such as “connected” or “linked” are not limited to physical or mechanical connections but can include electrical connections, whether direct or indirect.

[0064] Unless otherwise specified, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art. It will also be understood that terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with their meaning in the context of the relevant art and this disclosure, and will not be interpreted as having an idealized or overly formal meaning, unless expressly so defined herein.

[0065] The collection, storage, use, processing, transmission, provision, and disclosure of user personal information in this technical solution comply with relevant laws and regulations and do not violate public order and good morals. The use of user data in this technical solution follows relevant national laws and regulations (e.g., the "Information Security Technology - Personal Information Security Specification"). For example, appropriate measures are taken for personal information access control; restrictions are imposed on the display of personal information; the purpose of using personal information does not exceed the scope of direct or reasonable association; and explicit identity targeting is eliminated when using personal information to avoid precisely identifying specific individuals.

[0066] Figures 1A to 1C This is a schematic diagram illustrating the vehicle crossing three types of convex obstacles in this disclosure. Figures 1A to 1C As shown, the convex barrier in this disclosure can be divided into Figures 1A to 1C As shown in the three cases, the convex obstacle includes two ramp surfaces. The ramp surface where the vehicle is before crossing the obstacle is the first ramp surface, and the ramp surface that the vehicle needs to reach when crossing the obstacle is the second ramp surface. The intersection of the first ramp surface and the second ramp surface is the top of the ramp (the line connecting the two ramp surfaces is the top line).

[0067] The first slope angle of the first ramp surface is denoted as... The second slope angle of the second ramp surface is denoted as... , and All angles are less than 90°. The current apex angle of the convex obstacle is the angle between the virtual surface formed by extending the first ramp face towards the second ramp face and the second ramp face. Therefore ; The larger the value, the sharper the convex obstacle. In real-world scenarios... Generally less than or equal to 90°.

[0068] exist Figure 1A In the scenario shown, the first ramp surface is a flat slope (also called a flat road surface). =0°), the second slope is a downslope ( (Acute angle).

[0069] exist Figure 1B In the scenario shown, the first ramp surface is the uphill surface. (The first slope is an acute angle), the second slope is a flat slope. =0°).

[0070] exist Figure 1C In the scenario shown, the first ramp surface is the uphill surface. (The first slope is an acute angle), the second slope is a downslope (The second slope is an acute angle). (Acute angle).

[0071] In this disclosure, the first slope angle of the first ramp surface where the vehicle is located before crossing the obstacle. The second slope angle of the second ramp surface that the vehicle needs to reach when overcoming an obstacle can be directly obtained through the ramp sensor carried by the vehicle itself. The angle of the first slope can be obtained through the lidar / camera installed on the vehicle, or from roadside equipment near the obstacle (which pre-stores the slope of the second ramp and can send it to nearby vehicles). This disclosure describes the acquisition of the first slope angle. Second slope angle The method is not limited.

[0072] Figure 2 A flowchart of a vehicle obstacle crossing path planning method provided in an embodiment of this disclosure. Figure 3 This is a plan view of various obstacle-crossing paths disclosed herein. Figure 4 This is a plan view of one obstacle-crossing path in this disclosure. (See diagram below.) Figures 2 to 4 As shown, the vehicle obstacle crossing path planning method includes:

[0073] Step S1: Determine the minimum passing yaw angle corresponding to the vehicle's obstacle crossing based on the current crest angle of the convex obstacle.

[0074] Figure 5A This is a schematic diagram of the yaw angle of the vehicle in this disclosure. For example... Figure 5A As shown, the "yaw angle" in this disclosure refers to the angle by which the vehicle's direction of travel deviates from the vertical direction of the crest line (which is generally also the extension direction of the lane centerline), that is, the angle between the vehicle's direction of travel and the preset calibration crest vertical line. The "passing yaw angle" for vehicle obstacle crossing refers to the yaw angle used when the vehicle clears the obstacle without colliding with it (the vehicle successfully passes the obstacle). .

[0075] Figure 5B This is a schematic diagram of the longitudinal approach angle of the vehicle in this disclosure. For example... Figure 5B As shown, the "longitudinal approach angle" of a vehicle is a key geometric parameter for measuring its passability. It refers to the smallest acute angle θ formed when two tangent planes perpendicular to the longitudinal plane of symmetry of the vehicle are drawn through the outer edges of the front and rear wheels when the vehicle is fully loaded and stationary, and the two tangent planes intersect at the lower part of the vehicle body. This angle reflects the vehicle's ability to pass through obstacles such as hills and arched bridges without collision. The larger the angle, the better the passability.

[0076] Specifically, the vehicle's longitudinal approach angle θ:

[0077]

[0078] in, This is the vehicle's actual wheelbase. This is the minimum ground clearance of the vehicle when fully loaded. The vehicle's longitudinal approach angle. The minimum ground clearance of the chassis when the vehicle is fully loaded. It is positively correlated with the vehicle's actual wheelbase. (Also known as "longitudinal wheelbase") is negatively correlated; that is, with other parameters remaining constant, the minimum ground clearance of the chassis is... The larger the angle, the longer the longitudinal direction. The larger the wheelbase, the better; similarly, keeping other parameters constant, the larger the wheelbase of the vehicle. The smaller the angle, the longer the vertical angle. The larger.

[0079] When the vehicle passes the obstacle at a certain yaw angle, the vehicle's equivalent wheelbase is ,in This is the vehicle's actual wheelbase. Let be the vehicle's yaw angle. At this point, the vehicle's equivalent wheelbase changes with... As the value increases, the "equivalent longitudinal passing angle" of the vehicle increases, resulting in better obstacle-crossing performance.

[0080] When a vehicle uses a certain yaw angle to cross an obstacle, if the equivalent longitudinal approach angle is greater than or equal to the obstacle's crest angle, the vehicle chassis will not collide with the obstacle. Specifically, when the equivalent longitudinal approach angle equals the crest angle, the yaw angle corresponding to that equivalent longitudinal approach angle is the minimum approach yaw angle.

[0081] In this disclosure, step S1 can determine the minimum yaw angle corresponding to the vehicle crossing the obstacle, that is, the minimum yaw angle that can be used to ensure that the vehicle crosses the obstacle without the chassis colliding with the obstacle.

[0082] Step S2: Based on the minimum passing yaw angle, plan the final passing yaw angle and the final obstacle crossing path for the vehicle.

[0083] Specifically, the tangent directions at the first and second calibration positions on the final obstacle-crossing path are parallel to the direction corresponding to the final yaw angle. The first and second calibration positions are located on either side of the crest line corresponding to the crest position and also on either side of the preset calibration crest vertical line corresponding to the crest position. The distances between the first and second calibration positions and the crest line are all... The distances between the first and second calibration positions and the preset calibration slope top vertical line are both , , This refers to the vehicle's wheelbase. To finally pass the yaw angle, This is the minimum passing yaw angle. The preset calibration crest vertical line is a virtual line pre-calibrated and perpendicular to the crest line.

[0084] In this disclosure, the obstacle-crossing path represents the path of the vehicle's center point; one of the aforementioned first and second calibration positions is the vehicle's center point position when the front wheels are about to reach the crest line, and the other is the vehicle's center point position when the rear wheels are about to leave the crest line. That is, in this application, the vehicle's travel direction when the front wheels reach the crest line exhibits a "final passing yaw angle," and the vehicle's form and method when the rear wheels leave the crest line also exhibit a "final passing yaw angle," thus effectively ensuring safe obstacle crossing.

[0085] It should be noted that the path between the first calibration position and the second calibration position can be a straight line or a curve. When the path between the first and second calibration positions is a curve, the tangent direction at each position on the curve should be greater than or equal to the corresponding minimum yaw angle.

[0086] In this disclosure, the aforementioned technical means can ensure that the vehicle can safely cross obstacles. In addition, compared with the large impact force generated when the two front or rear wheels collide with the road surface simultaneously when crossing an obstacle head-on (which can be regarded as a yaw angle of 0), when the vehicle crosses an obstacle at a certain yaw angle, the left and right wheels of the front or rear wheels cross the obstacle one after the other, which can divide the large impact force into two small impacts. The impact force felt by the occupants of the vehicle will be gentler, thus improving the riding experience.

[0087] In step S1, the minimum clearance yaw angle corresponding to the vehicle's obstacle clearance can be determined as follows:

[0088] Option 1: Determine the minimum yaw angle corresponding to the current slope crest angle by querying a pre-obtained slope crest angle-yaw angle correspondence table. This table contains the yaw angle information for vehicles at different slope crest angles.

[0089] The following will provide a detailed explanation, as shown in Table 1 below:

[0090] Table 1. Correspondence between Slope Crest Angle and Yaw Angle Information

[0091]

[0092] in, These are multiple different slope crest angles that increase sequentially. The table represents multiple, progressively increasing passing yaw angles. N indicates that the vehicle cannot safely pass (the chassis collides with the obstacle) when using the corresponding passing yaw angle at the corresponding crest angle, and Y indicates that the vehicle can safely pass (the chassis does not collide with the obstacle) when using the corresponding passing yaw angle at the corresponding crest angle. Using this correspondence table, the range of passing yaw angles for different crest angles can be determined, thus allowing the determination of the minimum passing yaw angle for each crest angle. .

[0093] Option 2: This disclosure introduces a "suspension correction coefficient" and considers that the top of an obstacle in real road conditions is generally an arc rather than a sharp angle, and calculates the minimum passing yaw angle through calculation.

[0094] Figure 6 This is a comparative illustration of the curved top of a real obstacle and the sharp corner top of a modeled obstacle. (Example) Figure 6 As shown, the actual slope crest is generally rounded rather than the sharp angle studied in the modeling. Therefore, the actual height of the rounded slope crest is less than the height of the slope crest in the modeling. Based on the height difference between the two slope crest heights, a certain height compensation can be made to the minimum ground clearance of the chassis when calculating the "longitudinal clearance angle"; that is, a compensation height can be pre-set for the rounded slope crest treatment. .

[0095] In addition, in real-world scenarios, the vehicle's load (empty, fully loaded, overloaded, etc.) and suspension stiffness (firm suspension state, normal suspension state, flexible suspension state; different vehicles may have different suspension stiffness, and the same vehicle may have different suspension stiffness under different road conditions) are also dynamically variable. The suspension will be in different length states, so the calculation of the "longitudinal approach angle" also needs to be corrected based on the suspension state.

[0096] In practical applications, a first correction coefficient can be configured based on the vehicle's load condition, and a second correction coefficient can be configured based on the vehicle's suspension stiffness. The suspension correction coefficient can be determined based on the first and second correction coefficients. As an example, when the vehicle is fully loaded, the first correction coefficient is 1. It gradually increases as the load lightens and gradually decreases as the load increases. When the vehicle's suspension stiffness is "normal" (pre-calibrated), the second correction coefficient is 1. It gradually increases as the suspension stiffness becomes stiffer and gradually decreases as the suspension stiffness becomes softer. The final "suspension correction coefficient" is determined by these two factors. "It can be the weighted average of the first correction factor and the second correction factor, or the product of the two. That is, when the vehicle is fully loaded and the suspension stiffness is in a "normal" state, the suspension correction factor is 1; for other situations, the suspension correction factor..." Dynamically variable.

[0097] Of course, experiments can be conducted beforehand to generate a table showing the correspondence between the "load + stiffness" combination and the suspension correction coefficient. This table records the different combinations of load and stiffness and their corresponding suspension correction coefficients. The mapping relationship is established. The suspension correction coefficient is determined by looking up a table.

[0098] In this application, the actual equivalent longitudinal approach angle after introducing the "suspension correction factor" and "circular arc treatment height compensation" is... :

[0099]

[0100] To ensure the vehicle can cross obstacles normally, the actual equivalent longitudinal clearance angle is... It should be greater than or equal to the slope crest angle. ,Right now:

[0101]

[0102] From the above formula, we can obtain:

[0103]

[0104] That is, the minimum clearance yaw angle for the vehicle to overcome the obstacle is calculated based on the vehicle's current suspension correction coefficient and the current hill crest angle. :

[0105]

[0106] Figure 7 This is a flowchart of an optional implementation of step S2 in this disclosure. See also... Figure 7 As shown, in some embodiments, step S2 includes:

[0107] Step S201: Determine the vehicle's current selectable yaw angle. , ;

[0108] In this disclosure, yaw angle can be used as an option. It can be a manually calibrated value, or a value determined based on a predetermined minimum passing yaw angle.

[0109] As an example, a maximum passing yaw angle is pre-calibrated for the vehicle. , In principle, an angle less than 90° is acceptable, but considering that vehicles in real-world scenarios will not use excessively large yaw angles to overcome obstacles, a more precise yaw angle is generally chosen. Less than or equal to 60°, for example =45°. In step S201, the selectable yaw angle can be directly determined. Values .

[0110] As another example, the optional yaw angle selected in step S201 can be based on the minimum yaw angle determined in step S1. With preset calibration angle ( ,For example The sum of ) is used to determine; where, when When the selectable yaw angle determined in step S201 is... Values ;when When the selectable yaw angle determined in step S201 is... Values .

[0111] Of course, other methods can also be used in step S201 of this disclosure to determine the optional yaw angle. Only the selectable yaw angle determined in step S201 needs to be guaranteed. That's all.

[0112] Step S202: Based on the selectable yaw angle Plan out the optional obstacle-crossing routes for vehicles.

[0113] The tangent directions at the first and second calibration positions on the optional obstacle-crossing path are parallel to the direction corresponding to the optional yaw angle. The first and second calibration positions are located on either side of the crest line corresponding to the crest position and also on either side of the preset calibration crest vertical line corresponding to the crest position. The distances between the first and second calibration positions and the crest line are all... The distances between the first and second calibration positions and the preset calibration slope top vertical line are both .

[0114] Step S203: Perform a feasibility test on the available obstacle-crossing paths.

[0115] In this disclosure, the feasibility test of the planned path refers to testing whether the pre-given planned path can be implemented in a real scenario.

[0116] In some embodiments, in step S203, it is determined whether the optional obstacle-crossing path satisfies the following conditions:

[0117] Condition 1: When the vehicle travels along the optional obstacle-crossing path, it does not collide with the curb.

[0118] Condition 2: The radius of curvature at any point on the selectable obstacle-crossing path is greater than or equal to the vehicle's minimum turning radius.

[0119] If it is determined that the optional obstacle crossing path does not meet at least one of the above conditions, then the optional obstacle crossing path fails the feasibility test, and step S204 is executed; if it is determined that the optional obstacle crossing path meets all the above conditions, then the optional obstacle crossing path passes the feasibility test, and step S207 is executed.

[0120] It should be noted that other feasibility algorithms / constraints can also be used in this disclosure to test the feasibility of the optional obstacle-crossing paths.

[0121] Step S204: Reduce the vehicle's current selectable yaw angle according to the preset adjustment rules to update the selectable yaw angle.

[0122] As an example, the above-mentioned preset adjustment rule is: reduce the selectable yaw angle by 1°.

[0123] Step S205: Determine whether the updated optional yaw angle is less than the minimum yaw angle;

[0124] If it is determined that the updated optional yaw angle is less than the minimum optional yaw angle, then step S206 is executed; if it is determined that the updated optional yaw angle is greater than or equal to the minimum optional yaw angle, then the updated optional yaw angle is used. Repeat step S202.

[0125] Step S206: Feedback indicates path planning failed.

[0126] Step S207: Determine the current optional yaw angle as the final yaw angle, and determine the current optional obstacle-crossing path as the final obstacle-crossing path.

[0127] In some embodiments, the selectable obstacle-crossing path is divided into three consecutively connected path segments by the first and second calibration positions: a first path segment, a second path segment, and a third path segment; step S202 includes:

[0128] Step S2021: Obtain the first path segment using cubic spline curve fitting.

[0129] Step S2022: Obtain the second path segment by using linear fitting or cubic spline curve fitting.

[0130] Step S2023: Obtain the third path segment using cubic spline curve fitting.

[0131] It should be noted that this disclosure does not limit the execution order of steps S2021 to S2023.

[0132] See Figure 4 As shown in the figure, as an example, a coordinate system is constructed with the "preset calibration slope crest vertical line" as the horizontal axis and a vertical line drawn at a preset starting distance d0 (the starting position of the obstacle crossing path) on one side of the slope crest line (assuming the vehicle is traveling from left to right, then it is the left side of the slope crest line) as the vertical axis. The coordinates on the horizontal axis are labeled s, and the coordinates on the vertical axis are labeled f(s).

[0133] At this point, the starting position of the first path segment is denoted as P0 (i.e., the starting position of the obstacle-crossing path, with the horizontal coordinate s0), the ending position of the first path segment and the starting position of the second path segment are denoted as P1 (i.e., the first calibration position, with the horizontal coordinate s1), the ending position of the second path segment and the starting position of the third path segment are denoted as P2 (i.e., the second calibration position, with the horizontal coordinate s2), and the ending position of the third path segment is denoted as P3 (i.e., the ending position of the obstacle-crossing path, with the horizontal coordinate s3). Furthermore, when the vehicle moves along the planned path, the tangent direction of the planned path is the direction indicated by the vehicle's yaw angle.

[0134] (1) Fitting the first path segment P0-P1:

[0135] We can use cubic spline curves for fitting; specifically, we can construct a cubic function:

[0136]

[0137]

[0138] The first path segment P0-P1 has the following constraints:

[0139]

[0140] in, , The distance from the vehicle to the pre-calibrated vertical line at the starting position P0 of the obstacle crossing path (can be manually calibrated, for example, by directly taking the origin of the coordinate system as the starting position P0, then the corresponding distance is 0, and the corresponding s0 is also 0). The yaw angle of the vehicle at the starting position P0 of the obstacle crossing path (which can be manually calibrated).

[0141] Based on the above conditions, the four coefficients a1, b1, c1 and d1 of the cubic spline curve can be solved, thus obtaining the curve equation of the first path P0-P1.

[0142] (2) Fitting the second path segment P1-P2:

[0143] As an alternative approach, a straight line can be used for fitting; specifically, a linear function can be constructed:

[0144]

[0145]

[0146] The second path segment P1-P2 has the following constraints:

[0147]

[0148] in, Based on the above conditions, the two coefficients c2 and d2 of the straight line can be solved, thus obtaining the equation of the straight line of the second path P1-P2.

[0149] As an alternative, a cubic spline curve can be used for fitting; specifically, a cubic function can be constructed:

[0150]

[0151]

[0152] The second path segment P1-P2 has the following constraints:

[0153]

[0154] Based on the above conditions, the four coefficients a2, b2, c2 and d2 of the cubic spline curve can be solved, thus obtaining the curve equation of the second path P1-P2.

[0155] (3) Fitting the second path segment P2-P3:

[0156] We can use cubic spline curves for fitting; specifically, we can construct a cubic function:

[0157]

[0158]

[0159] The third path segment P2-P3 has the following constraints:

[0160]

[0161] in, , This is the distance from the vehicle to the pre-defined vertical line at the end of the obstacle course, P3 (which can be manually calibrated). The yaw angle of the vehicle at the end position P3 of the obstacle crossing path (which can be manually calibrated).

[0162] Based on the above conditions, the four coefficients a3, b3, c3 and d3 of the cubic spline curve can be solved, thus obtaining the curve equation of the third path P2-P3.

[0163] It should be noted that when fitting cubic spline curves for each path segment, other constraints can be used to solve the curve variance according to actual needs. The aforementioned cases are only illustrative and will not limit the technical solution of this disclosure.

[0164] Figure 8This is a structural block diagram of a vehicle obstacle-crossing path planning system provided in an embodiment of this disclosure. Figure 8 As shown, the system is configured to implement the steps in the vehicle obstacle crossing path planning method provided in the previous embodiment. The vehicle obstacle crossing path planning system includes a determination module and a planning module.

[0165] The module is configured to determine the minimum yaw angle required for a vehicle to overcome a convex obstacle based on the current crest angle of the obstacle.

[0166] The planning module is configured to plan the final obstacle crossing yaw angle and the final obstacle crossing path of the vehicle based on the minimum passing yaw angle.

[0167] Specifically, the tangent directions at the first and second calibration positions on the final obstacle-crossing path are parallel to the direction corresponding to the final yaw angle. The first and second calibration positions are located on either side of the crest line corresponding to the crest position and also on either side of the preset calibration crest vertical line corresponding to the crest position. The distances between the first and second calibration positions and the crest line are all... The distances between the first and second calibration positions and the preset calibration slope top vertical line are both , , This refers to the vehicle's wheelbase. To finally pass the yaw angle, This is the minimum passing yaw angle.

[0168] For a detailed description of each of the above functional modules, please refer to the content in the previous embodiments, which will not be repeated here.

[0169] Furthermore, the vehicle obstacle crossing path planning system provided in this embodiment can be deployed on the vehicle or in the cloud, or it can be partially deployed on the vehicle and partially deployed in the cloud. This disclosure does not impose any restrictions.

[0170] Based on the same inventive concept, this disclosure also provides an electronic device. Figure 9 This is a structural block diagram of an electronic device provided in an embodiment of this disclosure. Figure 9 As shown, this disclosure provides an electronic device including: one or more processors 101, a memory 102, and one or more I / O interfaces 103. The memory 102 stores one or more programs, which, when executed by the one or more processors, enable the one or more processors to implement any of the vehicle obstacle crossing path planning methods described in the above embodiments; the one or more I / O interfaces 103 are connected between the processors and the memory, configured to enable information interaction between the processors and the memory.

[0171] The processor 101 is a device with data processing capabilities, including but not limited to a central processing unit (CPU); the memory 102 is a device with data storage capabilities, including but not limited to random access memory (RAM, more specifically SDRAM, DDR, etc.), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), and flash memory (FLASH); the I / O interface (read / write interface) 103 is connected between the processor 101 and the memory 102, and can realize information interaction between the processor 101 and the memory 102, including but not limited to a data bus (Bus).

[0172] In some embodiments, the processor 101, memory 102, and I / O interface 103 are interconnected via bus 104, and thus connected to other components of the computing device.

[0173] In some embodiments, the one or more processors 101 include a field-programmable gate array.

[0174] This disclosure also provides a computer-readable medium. The computer-readable medium stores a computer program, which, when executed by a processor, implements the steps of any of the vehicle obstacle-crossing path planning methods described in the above embodiments. The computer-readable storage medium may be volatile or non-volatile.

[0175] This disclosure also provides a computer program product, including computer-readable code, or a non-volatile computer-readable storage medium carrying computer-readable code. When the computer-readable code is run in the processor of an electronic device, the processor in the electronic device executes the above-described vehicle obstacle crossing path planning method.

[0176] Those skilled in the art will understand that all or some of the steps, systems, and apparatuses disclosed above, and their functional modules / units, can be implemented as software, firmware, hardware, or suitable combinations thereof. In hardware implementations, the division between functional modules / units mentioned above does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed collaboratively by several physical components. Some or all physical components may be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit (ASIC). Such software can be distributed on a computer-readable storage medium, which may include computer storage media (or non-transitory media) and communication media (or transient media).

[0177] As is known to those skilled in the art, the term computer storage medium includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information, such as computer-readable program instructions, data structures, program modules, or other data. Computer storage media includes, but is not limited to, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), static random access memory (SRAM), flash memory or other memory technologies, portable compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical disc storage, magnetic cartridges, magnetic tape, disk storage or other magnetic storage devices, or any other medium that can be used to store desired information and is accessible to a computer. Furthermore, it is known to those skilled in the art that communication media typically contain computer-readable program instructions, data structures, program modules, or other data in modulated data signals such as carrier waves or other transmission mechanisms, and may include any information delivery medium.

[0178] The computer-readable program instructions described herein can be downloaded from computer-readable storage media to various computing / processing devices, or downloaded via a network, such as the Internet, local area network, wide area network, and / or wireless network, to an external computer or external storage device. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards them to the computer-readable storage media in the respective computing / processing device.

[0179] Computer program instructions used to perform the operations of this disclosure may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, status setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The computer-readable program instructions may execute entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or may be connected to an external computer (e.g., via the Internet using an Internet service provider). In some embodiments, electronic circuitry, such as programmable logic circuitry, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), is personalized by utilizing the status information of the computer-readable program instructions to implement various aspects of this disclosure.

[0180] The computer program product described herein can be implemented specifically through hardware, software, or a combination thereof. In one alternative embodiment, the computer program product is specifically embodied in a computer storage medium; in another alternative embodiment, the computer program product is specifically embodied in a software product, such as a software development kit (SDK), etc.

[0181] Various aspects of this disclosure are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer-readable program instructions.

[0182] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that, when executed by the processor of the computer or other programmable data processing apparatus, they create means for implementing the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium that causes a computer, programmable data processing apparatus, and / or other device to operate in a particular manner; thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0183] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0184] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of an instruction, which contains one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0185] Example embodiments have been disclosed herein, and while specific terminology has been used, it is for illustrative purposes only and should be construed as such, and is not intended to be limiting. In some instances, it will be apparent to those skilled in the art that features, characteristics, and / or elements described in connection with particular embodiments may be used alone, or in combination with features, characteristics, and / or elements described in connection with other embodiments, unless otherwise expressly indicated. Therefore, those skilled in the art will understand that various changes in form and detail may be made without departing from the scope of this disclosure as set forth by the appended claims.

Claims

1. A method for planning vehicle obstacle-crossing paths, characterized in that, include: The minimum clearance yaw angle corresponding to the vehicle's obstacle clearance is determined based on the current ridge angle of the convex obstacle; Based on the minimum passing yaw angle, the final passing yaw angle and the final obstacle crossing path of the vehicle are planned to overcome the obstacle; Wherein, the tangent directions at the first and second calibration positions on the final obstacle-crossing path are parallel to the direction corresponding to the final yaw angle. The first and second calibration positions are located on both sides of the crest line corresponding to the crest position and also on both sides of the preset calibration crest vertical line corresponding to the crest position. The distance between the first and second calibration positions and the crest line is _____. The distances between the first and second calibration positions and the preset calibration slope top vertical line are both... , , Let be the wheelbase of the vehicle. For the final yaw angle, The minimum passing yaw angle is given.

2. The method according to claim 1, characterized in that, The steps for planning the final clearance yaw angle and final obstacle-crossing path of the vehicle based on the minimum clearance yaw angle include: Determine the vehicle's current selectable yaw angle. , ; Based on the available yaw angle An optional obstacle-crossing path is planned for the vehicle. The tangent directions at the first and second calibration positions on the optional obstacle-crossing path are parallel to the direction corresponding to the optional yaw angle. The first and second calibration positions are located on both sides of the crest line corresponding to the crest position and also on both sides of the preset calibration crest vertical line corresponding to the crest position. The distance between the first and second calibration positions and the crest line is 0. The distances between the first and second calibration positions and the preset calibration slope top vertical line are both... ; The feasibility of the selected obstacle-crossing paths is tested. When the optional obstacle-crossing path passes the feasibility test, the current optional yaw angle is determined as the final yaw angle, and the current optional obstacle-crossing path is determined as the final obstacle-crossing path.

3. The method according to claim 2, characterized in that, The steps for performing feasibility testing on the optional obstacle-crossing paths include: Determine whether the optional obstacle-crossing path meets the following conditions: Condition 1: When the vehicle travels along the optional obstacle-crossing path, the vehicle does not collide with the curb; Condition 2: The radius of curvature at any position on the optional obstacle-crossing path is greater than or equal to the vehicle's minimum turning radius; If it is determined that the optional obstacle crossing path does not meet at least one of the above conditions, then the optional obstacle crossing path is detected as failing the feasibility test; otherwise, the optional obstacle crossing path is detected as passing the feasibility test.

4. The method according to claim 2, characterized in that, When the optional obstacle-crossing path fails the feasibility test, the following is also included: The vehicle's current selectable yaw angle is reduced according to preset adjustment rules in order to update the selectable yaw angle; Determine whether the updated optional yaw angle is less than the minimum yaw angle; If it is determined that the updated optional yaw angle is less than the minimum yaw angle, then path planning failure is reported. If it is determined that the updated optional yaw angle is greater than or equal to the minimum passing yaw angle, then the process based on the optional passing yaw angle is executed again. The steps to plan the alternative obstacle-crossing paths for vehicles.

5. The method according to claim 2, characterized in that, The optional obstacle-crossing path is divided into three consecutive paths by the first and second calibration positions: the first path, the second path, and the third path. Based on the available yaw angle The steps to plan an alternative obstacle-crossing route for a vehicle include: The first path segment was obtained by fitting a cubic spline curve. The second path segment is obtained by using linear fitting or cubic spline curve fitting. The third path segment was obtained by fitting a cubic spline curve.

6. The method according to claim 1, characterized in that, Before the step of determining the minimum clearance yaw angle for the vehicle to clear the obstacle based on the current crest angle of the convex obstacle, the following steps are also included: Obtain the first slope angle of the first ramp surface where the vehicle is currently located. ; Obtain the second slope angle of the second ramp surface that the vehicle needs to reach when crossing the obstacle. ; Based on the first slope angle Second slope angle Calculate the current slope crest angle ,in .

7. The method according to claim 1, characterized in that, The steps for determining the minimum clearance yaw angle for a vehicle to clear a convex obstacle based on its current crest angle include: By querying the pre-obtained slope crest angle-yaw angle correspondence table, the minimum passing yaw angle corresponding to the current slope crest angle is determined. The slope crest angle-yaw angle correspondence table records the passing yaw angle information of the vehicle under different slope crest angles. Alternatively, the minimum clearance yaw angle for the vehicle to overcome the obstacle can be calculated based on the vehicle's current suspension correction factor and the current hill crest angle. : in, This refers to the minimum ground clearance of the vehicle's chassis when fully loaded. The compensation height is pre-set for the treatment of the curved top of the slope. The current slope crest angle, The current suspension correction coefficient and .

8. A vehicle obstacle-crossing path planning system, characterized in that, The system is configured to implement the method as described in any one of claims 1 to 7, the system comprising: The determination module is configured to determine the minimum passing yaw angle corresponding to the vehicle's obstacle crossing based on the current crest angle of the convex obstacle; The planning module is configured to plan the final clearance yaw angle and the final obstacle-crossing path of the vehicle based on the minimum clearance yaw angle. Wherein, the tangent directions at the first and second calibration positions on the final obstacle-crossing path are parallel to the direction corresponding to the final yaw angle. The first and second calibration positions are located on both sides of the crest line corresponding to the crest position and also on both sides of the preset calibration crest vertical line corresponding to the crest position. The distance between the first and second calibration positions and the crest line is _____. The distances between the first and second calibration positions and the preset calibration slope top vertical line are both... , , Let be the wheelbase of the vehicle. For the final yaw angle, The minimum passing yaw angle is given.

9. An electronic device, characterized in that, include: One or more processors; Memory, used to store one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the method as described in any one of claims 1 to 7.

10. A computer-readable medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 7.

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