CN109959382B - Automatic parking path planning device - Google Patents
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- G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
- G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
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- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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Abstract
An automatic parking path planning device belongs to the field of parking, and aims to solve the problems that a control point added by a vehicle body is adjusted and compared with an original control point, the slope change is overlarge, and the curve curvature change is overlarge, so that the vehicle cannot keep up with the control point, and the technical key points are as follows: the spline curve planning module selects an optimal path as an approximation route of the spline curve in a feasible range; selecting a plurality of points on the approximation route as spline curve control points, and planning a spline curve; the arc filling module is used for filling an arc determined by the minimum turning radius of the vehicle at the starting point and/or the ending point of the planned spline curve so that the first derivative of the arc is continuous at the joint point with the spline curve; the first derivative of the arc segment is 0 at the tail end of the arc segment; outputting the coordinates of the track points to complete planning. The effect is as follows: the invention ensures the starting and stopping point positions of the whole curve and meets the kinematic constraint of the vehicle in the process of correcting the vehicle body.
Description
Technical Field
The invention belongs to the field of parking, and relates to an automatic parking path planning device.
Background
In the prior art, when a B-spline path is planned, 4 control nodes are added on the same horizontal line at the end of the last control point so as to keep the posture of the termination point parallel to the bottom edge of the parking space. This method has the following disadvantages:
1. After the control points are additionally added, the curvature of the whole spline curve cannot be guaranteed to meet the minimum radius constraint of the vehicle.
2. The posture of the vehicle body cannot be ensured at the initial position.
In automatic parking control systems, path planning has been a key core technology in which many researchers focus on the focus and hot spots. The good path planning not only can ensure the obstacle avoidance function of the vehicle, but also can lighten the pressure of the control execution system.
Aiming at parallel parking spaces, a double-arc splicing method is the most basic method. According to the method, the initial position of the parking space is calculated through the relative relation between the vehicle and the parking space, and then the vehicle is put into the parking space through an arc formed by two sections of minimum turning radiuses. After the requirements are relaxed, the radii of the two sections of circular arcs can be expanded to any radius meeting the requirements of vehicle kinematics and obstacle avoidance and tangent constraint. However, the parking path planning method based on arc splicing has an insurmountable difficulty, namely discontinuous curvature. This requires the vehicle to be in a particular position and, during extreme times, turn the steering wheel through a large angle, thereby causing damage to the vehicle and a significant impact on the comfort of the occupant.
On the basis, a research and development personnel develop a parking path planning algorithm based on spline curves. The biggest advantage of the algorithm is that the continuity of curvature of the vehicle during running is guaranteed. This patent was invented based on this.
In the prior art, please refer to Song Jinze doctor paper, i.e. research on key technology of autonomous parking system, third chapter, i.e. track generation method based on differential flatness and spline theory, national defense science and technology university, 2009.
According to the principle, when research analysis and simulation are performed, it is found that in the latter half of the curve, the vehicle cannot be tracked according to the planned points. The reason is that the control point added for correcting the vehicle body has an excessive slope change compared with the original control point, so that the curve curvature change is excessive, and the vehicle cannot keep up.
Disclosure of Invention
In order to solve the problem that the vehicle cannot keep up due to overlarge change of curve curvature caused by overlarge change of slope when a control point added to a straightening vehicle body is compared with an original control point, the invention provides the following technical scheme:
An automatic parking path planning apparatus, comprising:
The spline curve planning module selects an optimal path as an approximation route of the spline curve in a feasible range; selecting a plurality of points on the approximation route as spline curve control points, and planning a spline curve;
The arc filling module is used for filling an arc determined by the minimum turning radius of the vehicle at the starting point and/or the ending point of the planned spline curve so that the first derivative of the arc is continuous at the joint point with the spline curve; the first derivative of the arc segment is 0 at the tail end of the arc segment; outputting the coordinates of the track points to complete planning.
The beneficial effects are that: after a spline curve is planned, a section of circular arc formed by the minimum turning radius is supplemented at the starting point and the ending point of the curve. The main advantages are that: 1. the body posture of the starting point is ensured. 2. Satisfying the kinematic constraint of the vehicle. 3. Under the condition that the arc length of the spline curve is fixed, the added arc length meeting the requirement is minimum.
The technical scheme is that after spline curves are planned, a circular arc path constrained by the minimum radius is supplemented at the starting and stopping position points of the original curves, the joint of the circular arc section and the spline curves keeps continuous first derivative, and the tail end gesture keeps slope 0. Thus, the starting and stopping point positions of the whole curve are ensured, and the kinematic constraint of the vehicle is met in the process of correcting the vehicle body.
The invention ensures the starting and stopping point positions of the whole curve and meets the kinematic constraint of the vehicle in the process of correcting the vehicle body.
Drawings
Fig. 1 is a flow chart of an automatic parking path planning method in embodiment 1.
Detailed Description
Example 1: in automatic parking control systems, path planning has been a key core technology in which many researchers focus on the focus and hot spots. The good path planning not only can ensure the obstacle avoidance function of the vehicle, but also can lighten the pressure of the control execution system.
Aiming at parallel parking spaces, a double-arc splicing method is the most basic method. According to the method, the initial position of the parking space is calculated through the relative relation between the vehicle and the parking space, and then the vehicle is put into the parking space through an arc formed by two sections of minimum turning radiuses. After the requirements are relaxed, the radii of the two sections of circular arcs can be expanded to any radius meeting the requirements of vehicle kinematics and obstacle avoidance and tangent constraint. However, the parking path planning method based on arc splicing has an insurmountable difficulty, namely discontinuous curvature. This requires the vehicle to be in a particular position and, during extreme times, turn the steering wheel through a large angle, thereby causing damage to the vehicle and a significant impact on the comfort of the occupant.
On the basis, a research and development personnel develop a parking path planning algorithm based on spline curves. The biggest advantage of the algorithm is that the continuity of curvature of the vehicle during running is guaranteed. This patent was invented based on this.
In the prior art, please refer to Song Jinze paper "research on key technology of autonomous parking System", third chapter fusion of track generation method of differential flatness and spline theory ", university of national defense science and technology, 2009. Based on the above principle, the inventors found that, in the latter half of the curve, the vehicle could not be tracked according to the planned points, when performing research analysis and simulation. The reason is that the control point added for correcting the vehicle body has an excessive slope change compared with the original control point, so that the curve curvature change is excessive, and the vehicle cannot keep up. Based on the above, the embodiment describes an automatic parking path planning method, and an optimal path is selected as an approximation path of a spline curve in a feasible range; selecting a plurality of points on the approximation route as spline curve control points, and planning a spline curve; the method is characterized in that a section of circular arc determined by the minimum turning radius of the vehicle is supplemented at the starting point and/or the ending point of a planned spline curve, so that the first derivative of the circular arc is continuous at the joint point with the spline curve; the first derivative of the arc section is 0 at the tail end, namely the vehicle posture is parallel to the bottom edge of the parking space; outputting the coordinates of the track points to complete planning.
As an example: the feasibility range is a feasibility range between a parking start point and an end point, and the range is determined before the step of calculating the range of the parking start point.
In this embodiment, before the step of calculating the range of parking start points, there is a step of inputting parameters including: the vehicle body size parameter, the parking space size parameter and the relation parameter between the vehicle and the parking space position.
As another example: the circular arcs filled at the ending points of the planned spline curves are second circular arc segments, at the ending points of the spline curves, the positions and the postures of the vehicles (namely, the X and Y coordinates under the local coordinate system) are respectively represented by xf_b, yf_b and Thetaf _b, and the right directions and the upward directions are positive directions of the X axis and the Y axis, and then, at the ending points of the spline curves, the positions and the postures of the starting points and the ending points of the second circular arc segments are respectively represented by the following formulas:
According to the obtained positions of the starting point and the ending point, generating an intermediate path point by adopting an interpolation method, and assuming that n path points on an arc are to be generated, the pose of the ith path point is as follows:
Wherein:
Xi_arc 2: the X coordinate of the starting point of the second section of arc;
yi_arc 2: y coordinates of the starting point of the second arc;
thetai _arc 2: attitude angle of the starting point of the second arc.
Xf_arc 2: the X coordinate of the second arc termination point;
Yf_arc 2: the y coordinate of the second arc termination point;
Thetaf _arc 2: attitude angle of the second arc termination point.
Xf_b: the X coordinate of the spline curve end point;
yf_b: y-coordinates of spline curve end points;
thetaf _b: attitude angle of spline curve endpoint.
Δtheta, angular interval of samples.
X_arc 2 (i): inserting the x coordinate of the ith point into the second section of circular arc;
y_arc 2 (i): inserting the y coordinate of the ith point into the second section of circular arc;
theta _ ARC 2 (i): and the ith point attitude angle is inserted in the second section of arc.
As another example: at the starting point of the spline curve, the vehicle position and posture are respectively in xi_b, yi_b and Thetai _b, and in positive directions of the X axis and the Y axis to the right and upward, the coordinates and the pose of the starting point and the ending point of the first arc segment are obtained by the following formula:
according to the obtained positions of the starting point and the ending point, an interpolation method can be adopted to generate intermediate path points, and the pose of the ith path point is as follows assuming that n path points on an arc are to be generated:
Wherein:
Xi_arc 1: the X coordinate of the starting point of the first section of arc;
yi_arc 1: the y coordinate of the starting point of the first section of arc;
Thetai _arc 1: attitude angle of the first arc starting point.
Xf_arc 1: the X coordinate of the first arc termination point;
yf_arc 1: the y coordinate of the first arc termination point;
thetaf _arc 1: attitude angle of the first arc termination point.
Xi_b: x coordinates of spline curve starting points;
yi_b: y-coordinates of spline curve starting points;
thetai _b: attitude angle of spline curve start point.
Δtheta, angular interval of samples.
X_arc 1 (i): inserting an x coordinate of an ith point into the first section of circular arc;
y_arc 1 (i): inserting the y coordinate of the ith point into the first section of circular arc;
Theta _ ARC 1 (i): the ith attitude angle inserted in the first arc.
The key point of this embodiment is that after a spline curve is planned, a section of arc is filled in the start-stop point of the curve, so that the slope of the start point position or the end point position of the arc is 0.
The radius of the arc is the minimum turning radius of the vehicle.
Example 2: a method for ensuring the attitude constraint of the starting point position of a vehicle in the planning of an automatic parking path is characterized in that an arc determined by the minimum radius of the vehicle is supplemented at the starting point position of a spline curve, the first derivative of the arc is continuous at the joint point of the arc and the spline curve, and the first derivative of the starting point position of the arc is 0.
At the starting point of the spline curve, the vehicle position and posture are respectively in xi_b, yi_b and Thetai _b, and in positive directions of the X axis and the Y axis to the right and upward, the coordinates and the pose of the starting point and the ending point of the first arc segment are obtained by the following formula:
according to the obtained positions of the starting point and the ending point, an interpolation method can be adopted to generate intermediate path points, and the pose of the ith path point is as follows assuming that n path points on an arc are to be generated:
Wherein:
Xi_arc 1: the X coordinate of the starting point of the first section of arc;
yi_arc 1: the y coordinate of the starting point of the first section of arc;
Thetai _arc 1: attitude angle of the first arc starting point.
Xf_arc 1: the X coordinate of the first arc termination point;
yf_arc 1: the y coordinate of the first arc termination point;
thetaf _arc 1: attitude angle of the first arc termination point.
Xi_b: x coordinates of spline curve starting points;
yi_b: y-coordinates of spline curve starting points;
thetai _b: attitude angle of spline curve start point.
Δtheta, angular interval of samples.
X_arc 1 (i): inserting an x coordinate of an ith point into the first section of circular arc;
y_arc 1 (i): inserting the y coordinate of the ith point into the first section of circular arc;
Theta _ ARC 1 (i): the ith attitude angle inserted in the first arc.
Example 3: a method for ensuring the kinematic constraint of a vehicle when the vehicle body is aligned in the planning of an automatic parking path is characterized in that an arc determined by the minimum radius of the vehicle is supplemented at the position of the ending point of a spline curve, the first derivative of the arc is continuous at the joint of the arc and the spline curve, and the first derivative of the arc ending point is 0. The circular arcs filled in the ending points of the planned spline curves are second circular arc segments, at the ending points of the spline curves, the positions and the attitudes of the vehicles (namely, the X and Y coordinates under the local coordinate system) are respectively represented by xf_b, yf_b and Thetaf _b, and the right directions and the upward directions are positive directions of the X axis and the Y axis, and then, at the ending points of the spline curves, the starting points (the points connected with the spline curves) and the ending points and the attitudes of the second circular arc segments are respectively represented by the following formulas:
According to the obtained positions of the starting point and the ending point, generating an intermediate path point by adopting an interpolation method, and assuming that n path points on an arc are to be generated, the pose of the ith path point is as follows:
Wherein:
Xi_arc 2: the X coordinate of the starting point of the second section of arc;
yi_arc 2: y coordinates of the starting point of the second arc;
thetai _arc 2: attitude angle of the starting point of the second arc.
Xf_arc 2: the X coordinate of the second arc termination point;
Yf_arc 2: the y coordinate of the second arc termination point;
Thetaf _arc 2: attitude angle of the second arc termination point.
Xf_b: the X coordinate of the spline curve end point;
yf_b: y-coordinates of spline curve end points;
thetaf _b: attitude angle of spline curve endpoint.
Δtheta, angular interval of samples.
X_arc 2 (i): inserting the x coordinate of the ith point into the second section of circular arc;
y_arc 2 (i): inserting the y coordinate of the ith point into the second section of circular arc;
theta _ ARC 2 (i): and the ith point attitude angle is inserted in the second section of arc.
Example 4:
An automatic parking path planning apparatus, comprising:
The spline curve planning module selects an optimal path as an approximation route of the spline curve in a feasible range; selecting a plurality of points on the approximation route as spline curve control points, and planning a spline curve;
The arc filling module is used for filling an arc determined by the minimum turning radius of the vehicle at the starting point and/or the ending point of the planned spline curve so that the first derivative of the arc is continuous at the joint point with the spline curve; the first derivative of the arc segment is 0 at the tail end of the arc segment; outputting the coordinates of the track points to complete planning.
The feasibility range is the feasibility range between the parking start point and the parking end point, and the range is determined before parking
The vehicle start point calculation module calculates a parking start point range.
Before calculating the parking start point range, a parameter input module inputs parameters, wherein the parameters comprise: the vehicle body size parameter, the parking space size parameter and the relation parameter between the vehicle and the parking space position.
The arc filling module is used for filling arcs filled at the ending point of the planned spline curve to form a second arc section, the positions and the postures of the vehicle are respectively represented by Xf_B, yf_B and Thetaf _B at the ending point of the spline curve, and the positions and the postures of the starting point and the ending point of the second arc section are respectively represented by the following formulas by taking right and upward directions as positive directions of an X axis and a Y axis:
According to the obtained positions of the starting point and the ending point, generating an intermediate path point by adopting an interpolation method, and assuming that n path points on an arc are to be generated, the pose of the ith path point is as follows:
Wherein:
Xi_arc 2: the X coordinate of the starting point of the second section of arc;
yi_arc 2: y coordinates of the starting point of the second arc;
thetai _arc 2: the attitude angle of the starting point of the second arc section;
xf_arc 2: the X coordinate of the second arc termination point;
Yf_arc 2: the y coordinate of the second arc termination point;
Thetaf _arc 2: the attitude angle of the second arc termination point;
Xf_b: the X coordinate of the spline curve end point;
yf_b: y-coordinates of spline curve end points;
thetaf _b: attitude angle of spline curve endpoint;
Δtheta, the angular interval of the samples;
x_arc 2 (i): inserting the x coordinate of the ith point into the second section of circular arc;
y_arc 2 (i): inserting the y coordinate of the ith point into the second section of circular arc;
Theta _ ARC 2 (i): the ith point attitude angle inserted in the second section of arc;
the arc filling module is used for filling arcs filled at the starting point of a planned spline curve to be a first arc section, the starting point of the spline curve is provided with xi_B, yi_B and Thetai _B, and the coordinates and the pose of the starting point and the ending point of the first arc section are obtained by the following formulas by taking right and upward directions as positive directions of an X axis and a Y axis:
according to the obtained positions of the starting point and the ending point, an interpolation method can be adopted to generate intermediate path points, and the pose of the ith path point is as follows assuming that n path points on an arc are to be generated:
Wherein:
Xi_arc 1: the X coordinate of the starting point of the first section of arc;
yi_arc 1: the y coordinate of the starting point of the first section of arc;
thetai _arc 1: the attitude angle of the initial point of the first section of arc;
xf_arc 1: the X coordinate of the first arc termination point;
yf_arc 1: the y coordinate of the first arc termination point;
thetaf _arc 1: the attitude angle of the first arc termination point;
Xi_b: x coordinates of spline curve starting points;
yi_b: y-coordinates of spline curve starting points;
thetai _b: attitude angle of spline curve starting point;
Δtheta, the angular interval of the samples;
x_arc 1 (i): inserting an x coordinate of an ith point into the first section of circular arc;
y_arc 1 (i): inserting the y coordinate of the ith point into the first section of circular arc;
Theta _ ARC 1 (i): the ith point attitude angle inserted in the first section of arc;
example 5: a device for ensuring the position and posture constraint of a starting point of a vehicle in automatic parking path planning is characterized in that a section of circular arc determined by the minimum radius of the vehicle is supplemented at the position of the starting point of a spline curve, the first derivative of the circular arc is continuous at the joint point of the circular arc and the spline curve, and the first derivative of the position of the starting point of the circular arc is 0.
Example 6: a device for ensuring the kinematic constraint of a vehicle when the vehicle body is aligned in the planning of an automatic parking path is characterized in that an arc determined by the minimum radius of the vehicle is supplemented at the position of the ending point of a spline curve, the first derivative of the arc is continuous at the joint of the arc and the spline curve, and the first derivative of the arc ending point is 0.
While the invention has been described with reference to the preferred embodiments, it will be understood by those skilled in the art that various changes in form and detail may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (2)
1. An automatic parking path planning apparatus, comprising:
the spline curve planning module selects an optimal path as an approximation route of the spline curve in the feasibility range; selecting a plurality of points on the approximation route as spline curve control points, and planning a spline curve;
The arc filling module is used for filling an arc determined by the minimum turning radius of the vehicle at the starting point and/or the ending point of the planned spline curve so that the first derivative of the arc is continuous at the joint point with the spline curve; the first derivative of the arc segment is 0 at the tail end of the arc segment; outputting track point coordinates to complete planning;
The feasibility range is a feasibility range between a parking start point and an end point, and the parking start point calculation module calculates the parking start point range before the range is determined;
The arc filling module is used for filling arcs filled at the ending point of the planned spline curve to form a second arc section, the positions and the postures of the vehicle are respectively represented by Xf_B, yf_B and Thetaf _B at the ending point of the spline curve, and the positions and the postures of the starting point and the ending point of the second arc section are respectively represented by the following formulas by taking right and upward directions as positive directions of an X axis and a Y axis:
According to the obtained positions of the starting point and the ending point of the second arc section, generating intermediate path points by adopting an interpolation method, and assuming that n path points on an arc are to be generated, the pose of the ith path point is as follows:
Wherein:
Xi_arc 2: the X coordinate of the starting point of the second section of arc;
yi_arc 2: y coordinates of the starting point of the second arc;
thetai _arc 2: the attitude angle of the starting point of the second arc section;
xf_arc 2: the X coordinate of the second arc termination point;
Yf_arc 2: the y coordinate of the second arc termination point;
Thetaf _arc 2: the attitude angle of the second arc termination point;
Xf_b: the X coordinate of the spline curve termination point;
yf_b: the y-coordinate of the spline curve termination point;
Thetaf _b: attitude angle of spline curve termination point;
Δtheta, the angular interval of the samples;
x_arc 2 (i): inserting the x coordinate of the ith point into the second section of circular arc;
y_arc 2 (i): inserting the y coordinate of the ith point into the second section of circular arc;
Theta _ ARC 2 (i): the ith point attitude angle inserted in the second section of arc;
the arc filling module is used for filling arcs filled at the starting point of a planned spline curve to be a first arc section, the starting point of the spline curve is provided with xi_B, yi_B and Thetai _B, and the coordinates and the pose of the starting point and the ending point of the first arc section are obtained by the following formulas by taking right and upward directions as positive directions of an X axis and a Y axis:
According to the obtained positions of the starting point and the ending point of the first arc section, generating intermediate path points by adopting an interpolation method, and assuming that n path points on an arc are to be generated, the pose of the ith path point is as follows:
Wherein:
Xi_arc 1: the X coordinate of the starting point of the first section of arc;
yi_arc 1: the y coordinate of the starting point of the first section of arc;
thetai _arc 1: the attitude angle of the initial point of the first section of arc;
xf_arc 1: the X coordinate of the first arc termination point;
yf_arc 1: the y coordinate of the first arc termination point;
thetaf _arc 1: the attitude angle of the first arc termination point;
Xi_b: x coordinates of spline curve starting points;
yi_b: y-coordinates of spline curve starting points;
thetai _b: attitude angle of spline curve starting point;
Δtheta, the angular interval of the samples;
x_arc 1 (i): inserting an x coordinate of an ith point into the first section of circular arc;
y_arc 1 (i): inserting the y coordinate of the ith point into the first section of circular arc;
Theta _ ARC 1 (i): the ith attitude angle inserted in the first arc.
2. The automatic parking path planning apparatus according to claim 1, wherein the parameter input module inputs parameters before calculating the parking start point range, the parameters including: the vehicle body size parameter, the parking space size parameter and the relation parameter between the vehicle and the parking space position.
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| CN111290410A (en) * | 2020-05-11 | 2020-06-16 | 南京楚航科技有限公司 | Millimeter wave radar-based automatic ship berthing and departing system and method |
| US20230072030A1 (en) * | 2021-09-06 | 2023-03-09 | Mohammad Shafikul Huq | Path planning with direction of travel at start and end points |
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