A route planning method

Abstract

A travel route planning method includes determining a reference slip ratio, the reference slip ratio being a slip ratio during travel of a reference vehicle in a reference lane; comparing the acquired reference slip ratio with a slip ratio threshold value, and when the reference slip ratio is greater than the slip ratio threshold value, determining a target slip ratio of an adjacent lane from the reference slip ratio, and transmitting the reference slip ratio and the target slip ratio; and a target vehicle re-planning a travel route of the target vehicle according to the received reference slip ratio and the target slip ratio.

Description

Technical Field

[0001] This invention relates to a route planning method, and more specifically, to a route planning method that enables vehicles to avoid entering slippery road sections. Background Technology

[0002] For autonomous vehicles, the autonomous driving system plans the vehicle's driving route. However, in current technology, autonomous driving systems cannot plan the vehicle's driving route based on the slipperiness of the road, which may cause the vehicle to drive on slippery surfaces, creating certain safety hazards.

[0003] Therefore, it is desirable to propose a route planning method to improve upon the shortcomings of the existing technology. Summary of the Invention

[0004] According to one aspect of the present invention, a driving route planning method is proposed, comprising: determining a reference slip ratio, wherein the reference slip ratio is the slip ratio of a reference vehicle during driving in a reference lane; comparing the acquired reference slip ratio with a slip ratio threshold, and when the reference slip ratio is greater than the slip ratio threshold, determining a target slip ratio for an adjacent lane based on the reference slip ratio, and sending the reference slip ratio and the target slip ratio; and replanning the driving route of the target vehicle based on the received reference slip ratio and the target slip ratio.

[0005] According to this scheme, vehicle routes can be planned based on the degree of slipperiness of road sections, so that vehicles can avoid driving on slippery road sections as much as possible, thereby improving the safety of vehicles during driving.

[0006] In some schemes, the route planning method may also include: identifying a slip zone in the reference lane where the reference slip ratio is greater than a slip ratio threshold; calculating the width of the slip zone; if the width of the slip zone is less than a width threshold, planning the route of the target vehicle so that the target vehicle continues to travel along the reference lane and avoids the slip zone within the reference lane; if the width of the slip zone is greater than a width threshold, planning the route of the target vehicle so that the target vehicle changes its route.

[0007] According to the scheme, if the calculated slip ratio of the road segment where the target vehicle is traveling is large, and the area with a large slip ratio is wide, then the vehicle needs to change its route to travel on a relatively non-slip road surface, thereby improving the safety of vehicle driving.

[0008] In some schemes, changing the driving route of the target vehicle may include: comparing a reference slip ratio with the target slip ratio of the adjacent lane; choosing the adjacent lane when the target slip ratio is less than the reference slip ratio; and changing the route when the target slip ratio is greater than the reference slip ratio.

[0009] According to the plan, if there is a relatively non-slip lane on the road where the target vehicle is traveling, the target vehicle will travel in the relatively non-slip lane to avoid driving on slippery sections. If all lanes on the road where the target vehicle is traveling are slippery, the target vehicle will choose an alternative route.

[0010] In some schemes, calculating the target slip ratio may include: obtaining reference slip features in a reference lane, the reference slip features being correlated with the reference slip ratio; obtaining target slip features in a target lane, the target slip features being correlated with the target slip ratio; and calculating the target slip ratio based on the reference slip features, the target slip features, and the reference slip ratio.

[0011] In some schemes, reference slip features and target slip features can be detected by cameras and / or lidar, in particular, obtained by weighting the data detected by cameras and lidar.

[0012] In some schemes, the weighting between the data detected by the camera and the data detected by the lidar can depend on at least one of the following: weather conditions, sunlight conditions, and road visibility.

[0013] In some schemes, the data detected by the camera may include at least one of the following: road surface color, road surface texture, and road surface reflectivity, and / or the data detected by the lidar may include at least one of the following: point cloud reflectivity, point cloud density, and road surface curvature.

[0014] In some schemes, the target slip ratio R1 can be calculated based on the following formula:

[0015]

[0016] Where C1 is the target slip feature, C0 is the reference slip feature, and R0 is the reference slip rate.

[0017] In some schemes, the driving route planning method may further include: determining the location of a slip area in a reference lane where the reference slip ratio is greater than a slip ratio threshold; determining the location of a slip area in an adjacent lane where the target slip ratio is greater than the reference slip ratio; determining the distance along the driving direction between the location of the slip area in the reference lane and the location of the slip area in the adjacent lane; and when the distance is greater than a predetermined value, planning the driving route of the target vehicle such that the target vehicle first changes lanes to the adjacent lane and returns to the reference lane after bypassing the slip area of ​​the target lane.

[0018] According to a second aspect of the present invention, a vehicle slip ratio determination system is provided, comprising: a slip ratio determination module for determining a reference slip ratio of a reference lane in which the vehicle is traveling; an adjacent lane slip ratio determination module configured to determine a target slip ratio of an adjacent lane based on the reference slip ratio determined by the slip ratio determination module; and a communication module configured to transmit the reference slip ratio of the reference lane and the target slip ratio of the target lane.

[0019] According to a third aspect of the present invention, a road planning system for a vehicle is provided, the system comprising: a receiving module configured to receive the slip rate of each lane in a plurality of lanes of a target road to which the vehicle is to be reached; and a road planning module configured to perform the method described according to a first aspect of the present invention. Attached Figure Description

[0020] Figure 1 A flowchart illustrating the acquisition of road slippage information according to an embodiment of the present invention is shown;

[0021] Figure 2 A flowchart of a route planning method according to an embodiment of the present invention is shown;

[0022] Figure 3 A schematic diagram of a route planning method according to a first embodiment of the present invention is shown;

[0023] Figure 4 A schematic diagram of a route planning method according to a second embodiment of the present invention is shown;

[0024] Figure 5 A schematic diagram of a route planning method according to a third embodiment of the present invention is shown;

[0025] Figure 6 A schematic diagram of a driving route planning method according to a fourth embodiment of the present invention is shown;

[0026] Figure 7 A schematic diagram of a route planning method according to a fifth embodiment of the present invention is shown;

[0027] Figure 8 A schematic diagram of a route planning system according to an embodiment of the present invention is shown.

[0028] Figure label:

[0029] 10 Road planning system

[0030] 11 Sensor Module

[0031] 12 Calculation Module

[0032] 121 Slip Ratio Determination Module

[0033] 122 Adjacent Lane Slip Ratio Determination Module

[0034] 13 Planning Module

[0035] 14 Communication Module Detailed Implementation

[0036] To make the objectives, solutions, and advantages of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Unless otherwise stated, the terms used herein have their ordinary meanings in the art. The same reference numerals in the drawings represent the same parts.

[0037] Figure 1 A flowchart illustrating the acquisition of road slippage information according to an embodiment of the present invention is shown. By acquiring road slippage information, vehicles can avoid entering slippery road sections as much as possible, thereby improving vehicle safety during driving. Figures 3 to 7 The diagram schematically illustrates a vehicle's movement on a road. A reference vehicle travels in a reference lane, and a target vehicle initially passes through the reference lane during road planning, thus positioning the target vehicle behind the reference vehicle. The reference vehicle detects the reference slip ratio R0 of the reference lane. If the reference slip ratio R0 is large (meaning a high degree of road slippage), the reference vehicle sends information to the target vehicle behind it to help the target vehicle avoid the slippery section as much as possible. It should be understood that although the road shown in the diagram includes three lanes, the invention is not limited to this, and the route planning method according to the invention can also be applied to roads with two, four, or even more lanes. Furthermore, the target vehicle is not limited to a single vehicle, but can be multiple vehicles planned to travel on the reference road. Therefore, the information sent by the reference vehicle should be understood to include both one-to-one information transmission and transmission to multiple vehicles, such as via broadcasting, or transmission of relevant information to the cloud by the reference vehicle, from which the target vehicle receives the relevant information.

[0038] The following is combined with Figure 1 and Figures 3 to 7 This describes in detail how the degree of road slippage is determined, with a reference vehicle and a target vehicle traveling on the road. The reference vehicle collects data related to the degree of road slippage during its journey and calculates the road slip ratio based on this data. The target vehicle receives the slip ratio calculated by the reference vehicle and plans its travel route based on this slip ratio.

[0039] First, we describe how to determine the degree of skid on the road section traversed by the reference vehicle. The reference vehicle can be equipped with multiple sensors or other devices to monitor its own degree of skid. Specifically, the reference vehicle monitors its speed. and tire speed And based on the equation Calculate the reference slip ratio R0 of the reference vehicle. Vehicle speed. This refers to the speed at which a vehicle moves forward as a whole; the vehicle's speed. This can be monitored based on GPS data (e.g., the ratio of vehicle displacement to corresponding time provided by GPS data). Tire rotation speed. This refers to the linear velocity of the tire's rotation, or the tire's rotational speed. This can be based on sensor monitoring (e.g., the product of the tire's angular velocity and its radius). The reference slip ratio R0 represents the degree of slippage of a reference vehicle; in the case of no slippage (i.e., pure rolling), the tire's rotation is entirely converted into forward movement of the vehicle, and the vehicle's speed... With tire speed When the slip ratio R0 is equal to 0, the tire rotation cannot be converted into forward movement of the vehicle; even if the tire rotates, the vehicle's speed will not increase. It is also equal to 0, and the slip ratio R0 is equal to 1; the larger the slip ratio R0, the higher the vehicle speed. With tire speed The greater the difference between them, the more slippery the road becomes.

[0040] The following describes how to determine the degree of slippage on the road sections traversed by the target vehicle. The reference vehicle may be equipped with multiple sensors or other devices to monitor the slippage characteristics of both the reference and target vehicle's respective road sections. Slippage characteristics refer to quantities related to the degree of slippage on the road surface, and the relative degree of slippage can be inferred from these characteristics.

[0041] Slip characteristics can be obtained from images captured by a camera. For images captured by a camera, slip characteristics can include, for example, road surface color, road surface texture, and road surface reflectivity. If the road surface color is relatively darker or brighter, it can be inferred that the road surface is relatively slippery. Therefore, spectral distribution can be detected using spectral analysis equipment. For wet roads, because water reflects blue light more easily, a relatively high blue light component in the spectral distribution can be inferred that the road surface is relatively slippery. If the road surface texture is relatively uniform, it can also be inferred that the road surface is relatively slippery. Road surface texture can include contrast, which refers to local variations in the image; contrast is typically low on wet roads. In addition, road surface texture can also include correlation, which refers to the linear dependence between pixels; for wet roads, the variations between pixels are relatively small, so the correlation is relatively high. If the road surface reflectivity is relatively high, it can be inferred that the road surface is relatively slippery. Therefore, light intensity can be detected using light intensity analysis equipment. For wet roads, because puddles or snow have stronger light reflectivity, a relatively high detected light intensity can be inferred that the road surface is relatively slippery.

[0042] Slip characteristics can also be acquired based on data detected by lidar. For lidar-based data, slip characteristics could be, for example, point cloud reflectivity. A higher point cloud reflectivity suggests a greater degree of road slippage. Alternatively, slip characteristics could also be, for example, point cloud density. A higher point cloud density suggests a greater degree of road slippage. Or, alternatively, slip characteristics could also be, for example, road surface curvature. A lower road surface curvature suggests a greater degree of road slippage.

[0043] To quantitatively analyze slip characteristics, these characteristics can be quantified as slip features. The reference slip feature of the road segment traversed by the reference vehicle is C0, and the target slip feature of the road segment traversed by the target vehicle is C1. For example, for an image captured by a camera, the slip feature inferred based on road surface color is a1, the slip feature inferred based on road surface texture is a2, and the slip feature inferred based on road surface reflectivity is a3. The weights of the slip rate inferred based on road surface color, road surface texture, and road surface reflectivity can be X, Y, and Z, respectively. The slip feature inferred from the image captured by the camera is A = X*a1 + Y*a2 + Z*a3. The allocation of weights X, Y, and Z can be set by the user according to specific circumstances. For example, for data detected by LiDAR, the slip feature inferred from point cloud reflectivity is b1, the slip feature inferred from point cloud density is b2, and the slip feature inferred from road surface curvature is b3. The weights of the slip features inferred from point cloud reflectivity, point cloud density, and road surface curvature can be M, L, and N, respectively. The slip feature B inferred from the LiDAR-detected data is calculated as B = M*b1 + N*b2 + L*b3, and the weights M, L, and N can be set by the user according to specific circumstances. The slip feature A inferred from the camera-captured image and the slip feature B inferred from the LiDAR-detected data can be weighted to obtain the slip feature C, i.e., C = P*A + Q*B, where P and Q are the weights corresponding to the camera-captured image and the LiDAR-detected data, respectively, and the weights P and Q can be set by the user according to specific circumstances. For example, in adverse weather conditions (e.g., heavy rain, fog, and snow) or at night, the images captured by the camera may be of low quality. Therefore, the weight P corresponding to the images captured by the camera can be reduced accordingly, while the weight Q corresponding to the data detected by the lidar can be increased.

[0044] Applying the method described above for calculating slip characteristics, the reference slip characteristic C0 of the reference vehicle can be calculated in the road segment traversed by the reference vehicle (which can also be referred to as the reference lane in this paper), and the target slip characteristic C1 of the target vehicle can be calculated in the road segment traversed by the target vehicle (which can also be referred to as the target lane in this paper). It should be noted that when the reference vehicle is traveling in the reference lane, the road surface corresponding to the reference lane is covered by the reference vehicle and cannot be effectively detected by the camera or lidar. Therefore, the detection of the reference slip characteristic C0 in the reference lane needs to be performed before the reference vehicle enters the reference lane. In other words, as... Figure 3 As shown, the reference lane is a rectangular area in lane B. In order to measure the reference slip feature C0 of this rectangular area, it is necessary to detect it using a camera and lidar on the reference vehicle before the reference vehicle has driven into the area, and store the detected data in memory so that the data can be retrieved from the memory in subsequent steps.

[0045] Combining the reference slip ratio R0 of the reference vehicle, the slip feature C0 in the reference lane, and the slip feature C1 in the target lane, the target slip ratio R1 in the target lane can be calculated. It should be noted that the slip ratio R and slip feature C defined in this paper are different. The slip ratio R directly represents the degree of road slippage, while the slip feature C is used to infer the slip ratio of an unknown area from the slip ratio of a known area. For example, it can be assumed that the slip ratio R is proportional to the slip feature C, and the target slip ratio R1 can be based on the equation... The calculations yielded the results. It should be understood that the above equations are merely exemplary, and the invention is not limited thereto. The slip ratio R and slip characteristic C can also be chosen using any other suitable functional relationship depending on the specific circumstances. Furthermore, it should be understood that although only the calculation method for the target slip ratio R1 is given above, it is obvious that the target slip ratios R2, R3, ..., R4 of other lanes can also be calculated using the same method.

[0046] The above text describes in detail how to calculate the target slip ratios R1 and R2 for the target lane. The following text will describe in detail how to apply the calculated target slip ratios R1 and R2 to plan the driving route of the target vehicle.

[0047] Figure 2 A flowchart illustrating a route planning method according to an embodiment of the present invention is shown. First, it is determined whether a reference slip ratio R0 is less than a slip ratio threshold T1. If the reference slip ratio R0 is less than the slip ratio threshold T1, the road slippage is considered not particularly severe, and the route can remain unchanged. If the reference slip ratio R0 is greater than the slip ratio threshold T1, the road slippage is considered particularly severe, and measures must be taken to avoid this slippage area. The present invention does not aim to limit the specific value of the slip ratio threshold T1; the slip ratio threshold T1 can be, for example, any suitable real number between 0 and 1, such as 0.4, 0.5, and 0.6. Users can determine the specific value of the slip ratio threshold T1 according to specific application requirements. For example, if the user's vehicle carries passengers such as infants or people with heart conditions, and the user has a low tolerance for collisions due to slippery roads, the user can set a relatively low slip ratio threshold T1 to ensure the vehicle travels on sufficiently dry road surfaces.

[0048] Preferably, when the reference slip ratio R0 is less than the slip ratio threshold T1, it is determined whether the reference slip ratio R0 is less than the lower slip ratio threshold T2. If the reference slip ratio R0 is less than the lower slip ratio threshold T2, the road slippage is considered to be very small, and the vehicle can ignore the slippage information, so the vehicle can continue driving along its original route and at its original speed. If the reference slip ratio R0 is greater than the lower slip ratio threshold T2, the road slippage is considered to be not particularly large, but not small enough to be negligible, so the vehicle needs to slow down when passing through this section of road. Users can determine the specific value of the lower slip ratio threshold T2 according to specific application requirements. For example, if the user's vehicle is carrying fragile items and the user has a low tolerance for collisions caused by slippery roads, the user can set a relatively low lower slip ratio threshold T2 to ensure that the vehicle drives on a sufficiently dry road surface.

[0049] For cases where the reference slip ratio R0 is greater than the slip ratio threshold T1, it is determined whether the slip region is wide enough. It should be understood that, although... Figures 3 to 7 A rectangular slip zone is shown, but the invention is not limited to this; for slip zones of any shape, the maximum width is used as the criterion. If the slip zone is wide enough, it indicates that the vehicle cannot avoid the slip zone without changing lanes, and therefore the vehicle needs to change its route. If the slip zone is not particularly wide, it indicates that the vehicle can avoid the slip zone without changing lanes, and therefore the vehicle does not need to change its route. In this case, for safety reasons, the vehicle can decelerate to ensure that it does not accidentally enter the slip zone. The width threshold for defining whether the slip zone is wide enough can be set by the user according to the specific application. For example, the width threshold can be equal to the width of the vehicle. In this case, if the width of the slip zone is less than the width threshold, the vehicle can cross the slip zone without the wheels contacting it. It should be understood that avoiding the slip zone means that the vehicle's wheels do not pass through the slip zone, not necessarily that the entire vehicle must avoid the slip zone. Furthermore, it should be understood that changing the route can refer to changing lanes on the original driving route or changing the driving route (e.g., changing lanes on the original driving route). Figure 7 (As shown).

[0050] Figure 3 A schematic diagram of a route planning method according to a first embodiment of the present invention is shown. The road includes three lanes, lane A, lane B, and lane C from left to right. A reference vehicle travels in lane B, located in the middle of the road, to facilitate the detection of slippage information in lane B. The slip ratio threshold T1 is set to 0.5, and the slip ratio lower threshold T2 is set to 0.2. Based on the above slip ratio calculation method, the reference slip ratio R0 of the rectangular slip region in lane B is determined to be 0.8.

[0051] For the target vehicle in lane B, although the target slip ratio R0 of lane B is greater than the slip ratio threshold T1, the width of the slip area is relatively small, and the vehicle can cross the slip area (i.e., the wheels on both sides are outside the slip area on both sides). Therefore, the target vehicle in lane B can continue to travel along lane B and can appropriately decelerate.

[0052] Figure 4 A schematic diagram of a route planning method according to a second embodiment of the present invention is shown. For the sake of brevity, the differences between the second embodiment and the first embodiment will be described in detail below, and the similarities between the second embodiment and the first embodiment will not be repeated. For a target vehicle in lane B, because the slip zone is relatively narrow, there is sufficient space between the right boundary of the slip zone and the right boundary of lane B, allowing the target vehicle to pass through this space. That is, for a relatively narrow slip zone, the vehicle can either cross the slip zone as in the first embodiment or bypass the slip zone as in the second embodiment. For both crossing and bypassing the slip zone, the vehicle does not need to change lanes.

[0053] Figure 5 A schematic diagram of a route planning method according to a third embodiment of the present invention is shown. For the sake of brevity, the differences between the third embodiment and the foregoing embodiments will be described in detail below, and the similarities between the third embodiment and the foregoing embodiments will not be repeated. For a target vehicle in lane B, the reference slip ratio R0 of lane B is greater than the slip ratio threshold T1, and the slip area is relatively wide, making it impossible for the target vehicle to cross or bypass the slip area. Therefore, the target vehicle can change lanes to the left to travel into lane A, so as to travel in the relatively non-slip lane A. Alternatively, the target vehicle can also change lanes to the right to travel into lane C, so as to bypass the relatively narrow slip area in lane C.

[0054] Figure 6 A schematic diagram of a route planning method according to a fourth embodiment of the present invention is shown. For the sake of brevity, the differences between the fourth embodiment and the previous embodiments will be described in detail below, and the similarities between the fourth embodiment and the previous embodiments will not be repeated. Figure 6As shown, lane A also includes another slip zone with a target slip ratio R3 of 0.9, and this slip zone is relatively wide, preventing the target vehicle from crossing or bypassing it. For a target vehicle in lane B, after moving from lane B to lane A, it can travel along lane A until approaching the slip zone with a target slip ratio of R3. However, upon approaching the slip zone with R3, the target vehicle needs to change lanes promptly to avoid it. Alternatively, if the target vehicle in lane B does not have sufficient distance to avoid the slip zone with R3 after moving to lane A, it can also move to lane C to avoid the slip zone with R3.

[0055] Figure 7 A schematic diagram of a route planning method according to a fifth embodiment of the present invention is shown. For the sake of brevity, the differences between the fifth embodiment and the previous embodiments will be described in detail below, without repeating the similarities between the fifth embodiment and the previous embodiments. In the fifth embodiment, the target slip ratio R1 of the slip area in lane A is 0.55, the target slip ratio R0 of the slip area in lane B is 0.8, and the target slip ratio R2 of the slip area in lane C is 0.6. Furthermore, the slip areas in lanes A, B, and C are relatively wide, making it impossible for the target vehicle to cross or bypass the slip areas. In this case, the target vehicle cannot travel safely in any of the three lanes, therefore the target vehicle needs to leave the road. For example, in Figure 7 At the intersection shown, the target vehicle should turn right or left to leave the road.

[0056] Figure 8 A schematic diagram of a route planning system 10 according to an embodiment of the present invention is shown. The route planning system 10 includes a sensor module 11, a calculation module 12, a planning module 13, and a communication module 14. The sensor module 11 and the calculation module 12 can be arranged in a reference vehicle, the planning module 13 can be arranged in a target vehicle, and the communication module 14 is arranged in both the reference vehicle and the target vehicle.

[0057] Sensor module 11 is configured to collect quantities related to slip ratio and slip characteristics. Sensor module 11 may include a vehicle speed sensor, wheel speed sensors, a camera, and a lidar sensor, etc. The vehicle speed sensor and wheel speed sensors are used to collect vehicle speed data. and wheel speed Cameras and lidar are used to collect slip characteristics that indicate the degree of road slippage. For example, cameras can collect images of the road, and lidar can emit signals and receive signals reflected back from the road.

[0058] The calculation module 12 includes a slip ratio determination module 121 and an adjacent lane slip ratio determination module 122. The slip ratio determination module 121 is configured to determine a reference slip ratio R0 of the reference lane in which the vehicle is traveling, and the adjacent lane slip ratio module 122 is configured to determine a target slip ratio R1 of the lane adjacent to the reference vehicle, as determined by the slip ratio determination module 121. The slip ratio determination module 121 is configured to determine the vehicle speed based on the data collected by the sensor module 11. and wheel speed The reference slip ratio R0 of the reference vehicle is calculated. The adjacent lane slip ratio module 122 is configured to calculate the road surface color, road surface texture and road surface reflectivity based on the images collected by the camera, calculate the point cloud reflectivity, point cloud density and road surface curvature based on the reflected signals detected by the lidar, calculate the reference slip feature C0 of the reference lane and the target slip feature C1 of the target lane, and finally calculate the target slip ratio R1 based on the reference slip ratio R0, the reference slip feature C0 and the target slip feature C1.

[0059] The planning module 13 is configured to first determine whether the target vehicle needs to change lanes based on the reference slip ratio R0 calculated by the slip ratio determination module 121. If the reference slip ratio R0 is relatively large, the target vehicle needs to change its route; if the reference slip ratio R0 is relatively small, the target vehicle does not need to change its route. If the target vehicle needs to change lanes, the planning module 13 is configured to determine which lane the target vehicle should change to or change its route directly based on the target slip ratios R1 and R2 calculated by the adjacent lane slip ratio determination module 122. If one of the target slip ratios R1 and R2 is relatively small, the target vehicle can change to the lane with the smaller slip ratio; if neither of the target slip ratios R1 nor R2 is relatively small, the target vehicle can change its route directly (e.g., ...). Figure 7 (As shown).

[0060] The communication module 14 is configured to transmit data between the reference vehicle and the target vehicle. The reference slip ratio R0 in the reference lane and the target slip ratios R1 and R2 in the target lane, acquired by the reference vehicle, can be transmitted to the target vehicle via the communication module 14. The target vehicle's planning module 13 plans a driving route based on the received reference slip ratio R0 and target slip ratios R1 and R2. The communication module 14 can employ any suitable wireless communication technology, particularly wireless communication technologies suitable for communication within a range of 10 meters.

[0061] According to another aspect of the invention, a non-volatile computer-readable storage medium is also provided, on which computer-readable instructions are stored, which, when read by a vehicle controller, can instruct a corresponding module or device to perform the method described above.

[0062] The program portion of a technology can be considered a "product" or "artifact" existing in the form of executable code and / or related data, and is involved in or implemented through a computer-readable medium. Tangible, permanent storage media can include memory or storage used by any computer, processor, or similar device or related module. For example, various semiconductor memories, tape drives, disk drives, or any similar device capable of providing storage functionality for software.

[0063] All software, or parts thereof, may sometimes communicate via networks, such as the Internet or other communication networks. Such communication can load software from one computer device or processor to another. For example, loading software from a server or host computer of a vehicle route planning system to a hardware platform of a computer environment, or another computer environment implementing the system, or a system with similar functionality related to providing the information needed for vehicle route planning. Therefore, another medium capable of transmitting software elements can also be used as a physical connection between local devices, such as light waves, radio waves, electromagnetic waves, etc., propagated through cables, fiber optic cables, or air. Physical media used for carrier waves, such as cables, wireless connections, or fiber optic cables, can also be considered as media carrying software. In this context, unless limited to tangible "storage" media, the term "readable medium" for a computer or machine refers to the medium involved in the execution of any instructions by the processor.

[0064] Furthermore, those skilled in the art will understand that aspects of this application can be described and illustrated through several patentable types or situations, including any new and useful combination of processes, machines, products, or substances, or any new and useful improvements thereof. Accordingly, aspects of this application can be implemented entirely by hardware, entirely by software (including firmware, resident software, microcode, etc.), or by a combination of hardware and software. All of the above hardware or software may be referred to as a “data block,” “module,” “engine,” “unit,” “component,” or “system.” Furthermore, aspects of this application may manifest as a computer product located on one or more computer-readable media, the product including computer-readable program code.

[0065] Unless otherwise defined, all terms used herein (including technical and scientific terms) shall have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. It should also be understood that terms such as those defined in a common dictionary shall be interpreted as having a meaning consistent with their meaning in the context of the relevant art, and not as being interpreted in an idealized or highly formalized sense, unless expressly defined herein.

[0066] The above description is illustrative of the invention and should not be construed as limiting it. Although several exemplary embodiments of the invention have been described, those skilled in the art will readily understand that many modifications can be made to the exemplary embodiments without departing from the novel concept and advantages of the invention. Therefore, all such modifications are intended to be included within the scope of the invention as defined in the claims. It should be understood that the above description is illustrative of the invention and should not be construed as limiting it to the specific embodiments disclosed, and modifications to the disclosed embodiments and other embodiments are intended to be included within the scope of the appended claims. The invention is defined by the claims and their equivalents.

Claims

1. A route planning method, comprising: - Determine a reference slip ratio (R0), which is the slip ratio of the reference vehicle during its travel in the reference lane; - Compare the obtained reference slip ratio (R0) with the slip ratio threshold (T1), and when the reference slip ratio (R0) is greater than the slip ratio threshold (T1), determine the target slip ratio (R1, R2) of the adjacent lane based on the reference slip ratio (R0), and send the reference slip ratio (R0) and the target slip ratio (R1, R2). - The target vehicle replans its driving route based on the received reference slip ratio (R0) and the target slip ratio.

2. The route planning method according to claim 1 further includes: - Identify the slip region in the reference lane where the reference slip ratio (R0) is greater than the slip ratio threshold (T1); - Calculate the width of the sliding region; - If the width of the slip zone is less than a width threshold, then the driving route of the target vehicle is planned so that the target vehicle continues to drive along the reference lane and the target vehicle avoids the slip zone within the reference lane; - If the width of the slip zone is greater than the width threshold, then the driving route of the target vehicle is planned, causing the target vehicle to change its driving route.

3. The route planning method according to claim 2, wherein changing the route of the target vehicle includes: - Compare the reference slip ratio (R0) with the target slip ratios (R1, R2) of the adjacent lanes; - When the target slip ratio (R1, R2) is less than the reference slip ratio (R0), select the adjacent lane; and - When the target slip ratio (R1, R2) is greater than the reference slip ratio (R0), the target vehicle changes lanes.

4. The driving route planning method according to claim 1, wherein calculating the target slip ratios (R1, R2) includes: - Obtain a reference slip feature (C0) in the reference lane, the reference slip feature (C0) being related to the reference slip ratio (R0); - Obtain the target slip feature (C1) in the target lane, the target slip feature (C1) being related to the target slip ratio (R1); - Calculate the target slip ratio (R1) based on the reference slip feature (C0), the target slip feature (C1), and the reference slip ratio (R0).

5. The driving route planning method according to claim 4, wherein the reference slip feature (C0) and the target slip feature (C1) are detected by a camera and / or lidar, and in particular, are obtained by weighted summation of data detected by the camera and lidar.

6. The route planning method according to claim 5, wherein the weight allocation between the data detected by the camera and the data detected by the lidar depends on at least one of the following: weather conditions, sunlight conditions, and road visibility.

7. The route planning method according to claim 6, wherein... The data detected by the camera includes at least one of the following: road surface color, road surface texture, and road surface reflectivity, and / or The data detected by the lidar includes at least one of the following: point cloud reflectivity, point cloud density, and road surface curvature.

8. The route planning method according to claim 4, wherein the target slip ratio (R1) is calculated based on the following formula: ； in, C1 is the target slip feature, C0 is the reference slip feature, and R0 is the reference slip rate.

9. The method according to claim 1, further comprising: Determine the location of the slip zone in the reference lane where the reference slip ratio (R0) is greater than the slip ratio threshold (T1); Determine the location of the slip zone in the adjacent lane where the target slip ratio (R1, R2) is greater than the reference slip ratio (R0); Determine the distance along the driving direction between the location of the slip zone in the reference lane and the location of the slip zone in the adjacent lane; When the distance is greater than a predetermined value, the driving route of the target vehicle is planned so that the target vehicle first changes lanes to an adjacent lane and then returns to the reference lane after bypassing the slip area of ​​the reference lane.

10. A system for determining the slip ratio of a vehicle, comprising: A slip ratio determination module, wherein the slip ratio determination module determines the reference slip ratio of the reference lane in which the vehicle is traveling; An adjacent lane slip ratio determination module is configured to determine a target slip ratio for adjacent lanes based on a reference slip ratio determined by the slip ratio determination module. as well as A communication module configured to transmit the reference slip ratio of the reference lane and the target slip ratio of the target lane.

11. A road planning system for a vehicle, the system comprising: A receiving module configured to receive the slip rate of each of the multiple lanes of the target road to which the vehicle is to be reached; A road planning module configured to perform the method according to any one of claims 1 to 9.

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