CN114590252A - Obstacle avoidance control method, device and equipment for automatic driving vehicle and readable storage medium - Google Patents
Obstacle avoidance control method, device and equipment for automatic driving vehicle and readable storage medium Download PDFInfo
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- B60—VEHICLES IN GENERAL
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Abstract
The application discloses a method, a device and equipment for controlling obstacle avoidance of an automatic driving vehicle and a readable storage medium, wherein the method comprises the following steps: the method comprises the steps of firstly obtaining the position and the speed of a target vehicle at each moment in the automatic driving process, determining the position of an obstacle at each moment, further determining a movement track line of the target vehicle according to the position and the speed of the target vehicle at each moment, then determining a connecting line of the target vehicle and the obstacle at each moment, and a first included angle between the connecting line and a tangent line of a corresponding point of the position of the target vehicle on the movement track line, determining the bypassing completion degree of the target vehicle according to the first included angle, and based on the bypassing completion degree at each moment, determining the bypassing condition of the obstacle by the target vehicle, and further controlling the target vehicle to adjust the strategy of bypassing the obstacle. Obviously, based on the change of the bypassing completion degree of the target vehicle at different moments, the bypassing degree of the target vehicle can be intuitively judged, and the strategy that the target vehicle adjusts the bypassing obstacle can be controlled in time.
Description
Technical Field
The application relates to the technical field of driving tests, in particular to a method, a device and equipment for controlling obstacle avoidance of an automatic driving vehicle and a readable storage medium.
Background
At present, the research and development technology of vehicles is rapidly developed, and the automatic driving technology also becomes a popular research technology.
In order to make a better automatic driving strategy, various parameters generated in the automatic driving process are generally collected so as to make corresponding adjustment according to actual conditions. Autonomous vehicles encounter various problems in actual driving, and the bypassing of obstacles is one of the key points. Because the vehicle is often blocked by some obstacles when the vehicle is automatically driven, the vehicle is decelerated to a certain degree and even stuck, the behavior of the vehicle bypassing the obstacles needs to be judged after the vehicle bypasses the obstacles, so as to adjust the bypassing strategy of the vehicle according to a judgment result.
Therefore, how to improve the accuracy of the judgment result of the obstacle bypassing of the automatic driving vehicle and optimize the control method of the automatic driving vehicle is a problem worthy of research.
Disclosure of Invention
In view of this, the present application provides an obstacle avoidance control method, apparatus, device and readable storage medium for an autonomous vehicle, which are used to improve the accuracy of the determination result that the autonomous vehicle bypasses an obstacle and optimize the control method of the autonomous vehicle.
In order to achieve the above object, the following solutions are proposed:
an obstacle avoidance control method for an autonomous vehicle, comprising:
acquiring the position and speed of a target vehicle at each moment in the automatic driving process and the position of an obstacle at each moment;
determining a motion trajectory line of the target vehicle according to the position and the speed of the target vehicle at each moment in the automatic driving process;
taking a connecting line of the target vehicle and the obstacle at each moment, and determining a first included angle between the connecting line and a tangent line at a corresponding point of the position of the target vehicle on the motion trajectory line;
and determining the detour completion degree of the target vehicle at each moment according to the first included angle corresponding to each moment, and controlling the target vehicle to detour the obstacle according to the detour completion degree.
Preferably, the method further comprises the following steps:
determining the heading direction of the target vehicle and the lane line to which the target vehicle belongs at each moment, and determining a second included angle between the heading direction of the target vehicle and a tangent line at a corresponding point of the position of the target vehicle on the lane line at each moment;
and determining the straightening completion degree of the target vehicle at each moment according to the second included angle corresponding to each moment, and controlling the target vehicle to straighten according to the straightening completion degree.
Preferably, the method further comprises the following steps:
and determining the comprehensive detour completion degree of the target vehicle at each moment according to the detour completion degree and the straightening completion degree at each moment.
Preferably, the determining the movement track line of the target vehicle according to the position and the speed of the target vehicle at each moment in the automatic driving process comprises:
determining the position and the speed of a corresponding point of the target vehicle at each moment in the automatic driving process;
and fitting each corresponding point into a motion trajectory line of the target vehicle according to the position and the speed of the corresponding point at each moment.
Preferably, the method further comprises the following steps:
determining a contour of the obstacle and respective vertices of the contour;
the process of determining the first included angle includes:
determining a connecting line of a corresponding point of the target vehicle at each moment and each vertex of the obstacle outline, and determining a tangent line of the corresponding point of the position of the target vehicle on the motion trajectory line;
and respectively determining the included angle between the connecting line of each vertex and the tangent line to obtain each included angle, and determining the included angle with the minimum angle from the included angles to be used as the first included angle.
Preferably, the determining the detour completion degree of the target vehicle at each moment according to the first included angle corresponding to each moment includes:
recording a first included angle of the target vehicle at the initial moment in the obstacle avoidance process as theta0And the first included angle at any time is recorded as theta1According to the first angle theta at each moment1First angle theta with starting time0Determining the detour completion degree of the target vehicle at each moment by a first angle difference, wherein the detour completion degree is calculated by the following formula:
preferably, the method further comprises the following steps:
determining an angle value of a road surface smoothing factor in an automatic driving process;
determining the alignment completion degree of the target vehicle at each moment according to the second included angle corresponding to each moment, including:
recording the second included angle as theta, recording the angle value of the smoothing factor as fractor, and determining the straightening finish degree of the target vehicle at each moment according to a second angle difference between the second included angle and the angle value of the smoothing factor, wherein the straightening finish degree has the following calculation formula:
preferably, the process of determining the lane line to which the target vehicle belongs at each time includes:
determining all waypoints in a first distance range set by the target vehicle at each moment as alternative waypoints, wherein each alternative waypoint corresponds to a respective lane line;
determining all waypoints of the target vehicle at each preset time within the first set distance range as front waypoints aiming at each front time which is before each time and is in a set number, wherein each front waypoint corresponds to a respective lane line;
and determining the lane line of the target vehicle at each moment according to each alternative waypoint and the lane line corresponding to the alternative waypoint, and each preposed waypoint and the lane line corresponding to the preposed waypoint.
Preferably, the determining, according to each of the candidate waypoints and the lane line corresponding thereto, and each of the front waypoints and the lane line corresponding thereto, the lane line to which the target vehicle belongs at each time includes:
for each front navigation point, determining the alternative navigation points through which the lane lines corresponding to the front navigation points pass in the advancing direction of the target vehicle and within a second set distance;
and determining the lane line corresponding to the candidate waypoint with the largest number of passes as the lane line to which the target vehicle belongs.
An obstacle avoidance control device for an autonomous vehicle, comprising:
the data acquisition unit is used for acquiring the position and the speed of the target vehicle at each moment in the automatic driving process and the position of an obstacle at each moment;
the trajectory line determining unit is used for determining a motion trajectory line of the target vehicle according to the position and the speed of the target vehicle at each moment in the automatic driving process;
the first included angle determining unit is used for taking a connecting line of the target vehicle and the obstacle at each moment and determining a first included angle between the connecting line and a tangent line at a corresponding point of the position of the target vehicle on the motion trajectory line;
and the bypassing completion degree determining unit is used for determining the bypassing completion degree of the target vehicle at each moment according to the first included angle corresponding to each moment, and controlling the target vehicle to bypass the obstacle according to the bypassing completion degree.
An autonomous vehicle obstacle avoidance control device includes a memory and a processor;
the memory is used for storing programs;
the processor is used for executing the program and realizing the steps of the obstacle avoidance control method of the automatic driving vehicle.
A readable storage medium having stored thereon a computer program which, when executed by a processor, implements the steps of the above-described autonomous vehicle obstacle avoidance control method.
According to the obstacle detouring judgment method, the position and the speed of the target vehicle at each moment in the automatic driving process are firstly obtained, the position of the obstacle at each moment is determined, the movement track line of the target vehicle can be further determined according to the position and the speed of the target vehicle at each moment, then the connecting line of the target vehicle and the obstacle at each moment is determined, the first included angle is formed between the connecting line and the tangent line of the corresponding point of the position of the target vehicle on the movement track line, the detouring completion degree of the target vehicle can be determined according to the first included angle, and the detouring condition of the target vehicle on the obstacle can be determined based on the detouring completion degree at each moment, and the strategy that the target vehicle adjusts the detouring obstacle is controlled.
Obviously, the method can accurately determine the bypassing situation of the target vehicle according to the bypassing score of each moment in the automatic driving process, and can intuitively judge the bypassing degree of the target vehicle based on the change of the bypassing scores of the target vehicle at different moments, so that the judgment result is more continuous.
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In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, it is obvious that the drawings in the following description are only embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
Fig. 1 is a schematic flow chart of an obstacle avoidance control method for an autonomous vehicle according to an embodiment of the present disclosure;
fig. 2 is a diagram illustrating an example of a scenario in which a target vehicle detours an obstacle according to an embodiment of the present application;
fig. 3 is a diagram illustrating another example of a target vehicle bypassing an obstacle according to an embodiment of the present application;
fig. 4 is a diagram illustrating an example of a scene of a waypoint and a lane line of a target vehicle according to an embodiment of the present application;
fig. 5 is a schematic structural diagram of an obstacle avoidance control device for an autonomous vehicle according to an embodiment of the present application;
fig. 6 is a block diagram of a hardware structure of an obstacle avoidance control device for an autonomous vehicle according to an embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
Referring to fig. 1, fig. 1 is a schematic flow diagram of an obstacle avoidance control method for an autonomous vehicle provided in an embodiment of the present application, where the method includes:
step S110: and acquiring the position and the speed of the target vehicle at each moment in the automatic driving process and the position of the obstacle at each moment.
Specifically, the target vehicle may travel through a variety of different road segments during autonomous driving, and different road segments may contain different map information, such as: road routes, intersections, stop lines, etc., as well as other road markings. Therefore, the position of the target vehicle in different road section scenes and the speed at the position can be obtained in the automatic driving process.
Further, the position of an obstacle that the target vehicle needs to detour may be acquired, and the obstacle may exist at any position on the route that the target vehicle passes through, and may include various types, such as: stones, branches, pits, humans, animals, etc.
It should be noted that the acquired position, speed and obstacle position of the target vehicle at each time in the automatic driving process may be position information and speed information generated when the target vehicle is automatically driven in the actual automatic driving process, or position information and speed information of the target vehicle in a simulation test of automatic driving.
When the position information and the speed information in the actual automatic driving process are acquired, the position of the target vehicle and the position and the speed of the obstacle can be acquired in a set time period. The position information and the speed information acquired at each period are position information and speed information at each time. In the automatic driving simulation test process, the positions and the speeds of the target vehicle and the obstacle in each test frame in the simulation test process can be acquired. The test frames described above may be refreshed once after a set period of time to update the positions and velocities of the target vehicle and the obstacle, so that each test frame may be used as each time in the automatic driving process, and the position and velocity information of the target vehicle and the position of the obstacle of each test frame may be obtained.
Step S120: and determining the motion trajectory of the target vehicle according to the position and the speed of the target vehicle at each moment in the automatic driving process.
Specifically, the target vehicle has a corresponding position and speed at each time, and the position and speed may be changed once after each set period, so that the position and speed of the target vehicle at each time acquired in step S100 may be integrated into the movement trajectory of the target vehicle.
Step S130: and taking a connecting line of the target vehicle and the obstacle at each moment, and determining a first included angle between the connecting line and a tangent line at a corresponding point of the position of the target vehicle on the motion trajectory line.
Specifically, after the positions of the target vehicle and the obstacle are determined, a connection line between the target vehicle and the obstacle at each moment and a tangent line at a corresponding point of the position of the target vehicle on the motion trajectory line at each moment can be determined.
Therefore, an included angle between a connecting line of the target vehicle and the obstacle and a tangent line at a corresponding point of the position of the target vehicle on the motion trajectory line at each moment can be determined, and the included angle can be used as a first included angle.
In addition, a first included angle corresponding to a starting time when the target vehicle automatically drives around the obstacle may be used as the first reference included angle.
Step S140: and determining the detour completion degree of the target vehicle at each moment according to the first included angle corresponding to each moment, and controlling the target vehicle to detour the obstacle according to the detour completion degree.
Specifically, the first included angle corresponding to each moment, where the first included angle corresponding to the starting moment when the target vehicle automatically drives around the obstacle, may be used as a first reference included angle, and the bypassing completion degree of the target vehicle at each moment may be determined according to the first reference included angle and the first included angle at each moment. In order to more intuitively understand the detour condition, each detour completion degree can correspond to one detour score, and the detour condition of the obstacle by the target vehicle at each moment can be determined based on the detour score at each moment.
Next, a process of determining the detour score at each time will be described in a specific example.
Specifically, there are various specific implementation manners for determining the detour score, and in this embodiment, the detour completion degree and the detour score of the target vehicle may be determined based on an angle difference between the first included angle at each time and the first reference included angle, that is, an angle difference between the first included angle of the target vehicle detouring around the obstacle at each time and the first included angle at the start time, where the detour score at each time is determined according to the following formula 1.
In formula 1, θ0The first angle may be a first reference angle, θ, corresponding to a starting time when the target vehicle automatically drives around the obstacle1May be the first angle corresponding to each time, wherein when θ is1Is greater than
When the detour score is full score, the full score is taken as 1, and the value range of the detour score can be [0, 1%]。
From the above solution, it can be seen that the obstacle avoidance control method for the automatically driven vehicle provided by the embodiment of the application, the motion track line of the target vehicle can be determined according to the position of the target vehicle in different scenes, and the position of the obstacle, determining a first included angle between a connecting line of the target vehicle and the obstacle at each moment and a tangent line at a corresponding point of the position of the target vehicle on the motion trajectory line, and obtaining a detour score at each moment according to the first included angle at each moment, that is, the detour situation of the target vehicle at each moment can be presented in an actual numerical manner, based on which the detour situation of the target vehicle can be accurately and intuitively determined, and, according to the change of the circumvention scores at different moments, the continuous change condition of the object vehicle for the circumvention of the obstacle in the circumvention process can be mastered, the bypassing situation is more continuous, and the bypassing quality of the target vehicle for the obstacle can be more conveniently judged.
In consideration of the fact that in the automatic driving process, in order to determine the target vehicle righting condition, the embodiment of the application can be added with a process of determining the target vehicle detouring condition.
Specifically, the process may include the steps of:
s1, determining the heading of the target vehicle and the lane line to which the target vehicle belongs at each moment, and determining a second included angle between the heading and the tangent line at the corresponding point of the position of the target vehicle on the lane line at each moment.
Specifically, the heading of the target vehicle may be determined according to the direction of the front wheels of the target vehicle, and the direction of the front wheels at each time may be taken as the heading of the target vehicle at each time.
The lane lines to which the target vehicles belong at all times may be different, so that a tangent line at a corresponding point of the position of the target vehicle on the lane line at each time can be determined, and an included angle between the direction of the vehicle head and the tangent line can be determined as a second included angle.
Alternatively, the second angle may be determined using a vector. Referring to fig. 2, specifically, under the agreed plane coordinate system, the heading direction, i.e. the direction of the front wheel, may be taken as a vector, the direction of the vector is the same as the heading direction, and t1 in fig. 2 may be represented as a vector corresponding to the heading direction. A tangent line at a corresponding point on the lane line where the target vehicle is located takes another vector, and t2 in fig. 2 may be represented as a vector corresponding to the tangent line. Then, the vector corresponding to the heading of the vehicle head and the vector corresponding to the tangent line, i.e., t1 and t2 are subjected to dot multiplication, and the result of the dot multiplication is subjected to inverse cosine, so that a second included angle θ can be obtained.
S2, determining the aligning completion degree of the target vehicle at each moment according to the second included angle corresponding to each moment, and controlling the target vehicle to align according to the aligning completion degree.
Specifically, the alignment completion degree of the target vehicle can be determined according to the second included angle at each moment, in order to more intuitively understand the alignment condition, each alignment completion degree can be corresponding to one alignment score, and the alignment condition of the target vehicle can be determined based on the alignment scores.
Next, a process of determining the rectification score at each time will be described with a specific example.
Specifically, there are various specific implementation manners for determining the rectification score, and in this embodiment, the rectification completion degree and the rectification score of the target vehicle may be determined based on an angle difference between the second included angle at each time and the smoothing factor, that is, an angle difference between a tangent line of the vehicle head facing a corresponding point where the target vehicle is located on the lane line and the smoothing factor, where the rectification score at each time is determined according to the following formula shown in formula 2.
In the equation (2), θ may be the second angle, and fractor may be a smoothing factor of the target vehicle and the road, and the smoothing factor may be adjusted according to the driving on different roads, where θ is taken as the second angle
For example. Wherein, if the result of the formula (2) is less than, the rectification score can be 0, if the result is more than 1, the rectification score can be 1, and the value range of the rectification score can be [0,1]。
According to the scheme, the correction score of the target vehicle can be obtained based on the second included angle between the direction of the vehicle head and the tangent line of the corresponding point of the position of the target vehicle on the lane line, and the correction condition of the target vehicle can be accurately known based on the digitized correction score.
In order to further determine the obstacle detouring situation of the target vehicle, a process combining the detouring completion degree and the straightening completion degree can be added to comprehensively evaluate the obstacle detouring situation of the target vehicle.
Specifically, the process may include the steps of:
and determining the comprehensive detour completion degree of the target vehicle at each moment according to the detour completion degree and the alignment completion degree at each moment.
Specifically, the determination process of the bypassing completion degree and the centering completion degree may refer to the foregoing embodiments, and details are not described here.
The determination process of the comprehensive detour completion degree may have a variety of different embodiments, where a product of the detour score corresponding to the detour completion degree and the rectification score corresponding to the rectification completion degree is taken as an example of the comprehensive detour score, and the comprehensive detour score at each time corresponds to the comprehensive completion degree at each time.
Therefore, the detour score and the correction score corresponding to each time can be integrated, and further the comprehensive detour score of each time can be obtained, and since the value ranges of the detour score and the correction score are both [0,1], the value range of the comprehensive detour score obtained after integration can also be [0,1 ]. When the comprehensive detour score is 1, the target vehicle can be considered to have reached the set detour requirement.
It can be seen from the above scheme that the comprehensive detour score can be obtained by correcting the score in combination with the detour score, the detour behavior of the target vehicle can be more comprehensively evaluated according to the comprehensive detour score, and the evaluation result obtained based on the numerical comprehensive detour score is more accurate.
In some embodiments of the present application, the above step S120 is introduced, and a process of determining the movement trajectory of the target vehicle according to the position and the speed of the target vehicle at each time point in the automatic driving process is further described below.
Specifically, the process may include the steps of:
and S1, determining the position and the speed of the corresponding point of the target vehicle at each moment in the automatic driving process.
Specifically, the corresponding point of the target vehicle may be arbitrarily selected, and here, the corresponding point of the target vehicle is taken as the center point of the target vehicle as an example. Thus, the position of the target vehicle center point at each moment in the autonomous driving process can be determined.
And S2, fitting the corresponding points into the motion trajectory of the target vehicle according to the positions and the speeds of the corresponding points at the time points.
Specifically, each target vehicle at each moment can have one corresponding point, and then the corresponding points of the target vehicles at each moment can be fitted to obtain the moving trajectory line, wherein the implementation manner of fitting each corresponding point is various, and the embodiment of the application can select a least square method to fit each corresponding point, so that the moving trajectory line of the target vehicle can be obtained.
Considering that the obstacle is generally a polygon, the embodiments of the present application may further add a process of determining the outline of the obstacle and the vertices of each outline. On this basis, the process of determining the first included angle in the process of determining the first included angle between the connecting line and the tangent line at the corresponding point of the position of the target vehicle on the motion trajectory line by taking the connecting line of the target vehicle and the obstacle at each moment in the above-described step S130 is further described.
Specifically, the process of determining the first included angle may include the following steps:
s1, determining a connecting line of the corresponding point of the target vehicle at each moment and each vertex of the obstacle outline, and determining a tangent line of the corresponding point of the position of the target vehicle on the motion trajectory line.
Specifically, the center point of the corresponding point of the target vehicle may be taken, then a connection line between the center point of the target vehicle and each vertex of the obstacle contour at each moment may be determined, and a tangent line at the corresponding point of the position where the target vehicle is located on the motion trajectory line may be determined.
And S2, respectively determining the included angle between the connecting line of each vertex and the tangent line to obtain each included angle, and determining the included angle with the minimum angle from the included angles to be used as the first included angle.
Specifically, for each moment, an included angle between a connecting line of each vertex of the obstacle outline and the tangent line may be determined, so as to obtain each included angle.
Alternatively, the angles may be calculated using vectors. Referring to fig. 3, specifically, in the same plane coordinate system, a connection line between the target vehicle and each vertex of the obstacle contour and a tangent line at a corresponding point of a position where the target vehicle is located on the motion trajectory line may be converted into vectors, where a starting point of a vector corresponding to the connection line between the target vehicle and each vertex of the obstacle contour may be a central point of the target vehicle, and an ending point of a vector corresponding to each vertex of the obstacle contour, as shown in fig. 3, a triangular obstacle is taken as an example, then p2, p3, and p4 may represent vectors corresponding to connection lines between the target vehicle and three vertices of the obstacle contour at a starting time in the process of bypassing the obstacle by the target vehicle, and l2, l3, and l4 may represent vectors corresponding to connection lines between the target vehicle and three vertices of the obstacle contour at any time in the process of bypassing the obstacle by the target vehicle. The starting point of the vector corresponding to the tangent line at the corresponding point of the position of the target vehicle on the motion trajectory line may be the tangent point of the tangent line, i.e., the corresponding point of the position of the target vehicle on the motion trajectory line, and p1 and l1 in fig. 3 may be represented as vectors corresponding to the tangent lines at two moments, respectively.
Then, the vectors corresponding to the connecting lines are point-multiplied with the vectors corresponding to the tangent lines, and the resulting point-multiplied results are inverted cosine, so as to obtain the included angles between the connecting lines and the tangent lines, which are θ at the starting time in fig. 301、θ02And theta03And theta at any one time11、θ12And theta13And respectively take the minimum included angle theta01And theta11As a first angle corresponding to two moments.
According to the scheme, the minimum included angle between the connecting line of the center point of the target vehicle and each vertex of the outline of the obstacle and the tangent line of the corresponding point of the position of the target vehicle on the motion trajectory line is taken as the first included angle, namely, the minimum included angle between the target vehicle and the obstacle in the bypassing process can be determined, the bypassing condition is evaluated according to the bypassing fraction determined by the minimum included angle, and if the minimum included angle also meets the set bypassing requirement, other included angles also meet the set bypassing requirement, so that the first included angle for determining the bypassing fraction can be reduced, and the efficiency is improved.
In some embodiments of the present application, the lane line to which the target vehicle belongs at each time is described, and a process of determining the lane line to which the target vehicle belongs will be further described below.
Specifically, the process may include the steps of:
and S1, determining all waypoints in the first set distance range of the target vehicle at each moment as alternative waypoints, wherein each alternative waypoint corresponds to a respective lane line.
Specifically, all waypoints within a first set range of the target vehicle at each time may be used as alternative waypoints, where the set range may be a range within a radius of 2 meters, the waypoints may be marked points marked on a road, and each alternative waypoint may have a respective lane line.
And S2, determining all waypoints of the target vehicle in the first set distance range at each front time as front waypoints for each front time before each time and with a set number of front time, wherein each front waypoint corresponds to a respective lane line.
Specifically, for each time, the time before the time can be regarded as the leading time, so a set number of leading times can be taken, for example: 3, 5 or 10, etc., wherein the first 5 moments are taken, and then all waypoints within a first set range of a set number of leading moments, i.e., all waypoints within 2 meters of the radius of the target vehicle, are determined.
Based on the above description, the selected front waypoints in the process may be all waypoints within 2 meters of the radius of the target vehicle at the first 5 moments of each moment as front waypoints, and each front waypoint may correspond to a respective lane line.
And S3, determining the lane line of the target vehicle at each moment according to each alternative waypoint and the lane line corresponding to the alternative waypoint, and each preposed waypoint and the lane line corresponding to the preposed waypoint.
Specifically, the process may include the following steps:
and S31, determining the alternative waypoints which are passed by the lane lines corresponding to the front waypoints in the advancing direction of the target vehicle and within a second set distance aiming at each front waypoint.
Specifically, for each leading waypoint, all waypoints within the second set distance in the forward direction of the target vehicle and the lane line corresponding to each waypoint may be determined, and then the candidate waypoint passed by the lane line determined in this step may be determined.
And S32, determining the lane line corresponding to the candidate waypoint with the largest number of passes as the lane line to which the target vehicle belongs.
Specifically, the candidate waypoint with the largest number of passes of the lane line determined in step S31 may be used as the target candidate waypoint, and the lane line corresponding to the target candidate waypoint may be used as the lane line to which the target vehicle belongs at each time.
To more clearly describe the process of determining the lane line to which the target vehicle belongs at each time, reference may be made to fig. 4, and fig. 4 shows an exemplary view of a scenario in which the lane line to which the target vehicle belongs at a certain time is determined, and the process of determining the lane line to which the target vehicle belongs at each time may refer to the exemplary view of fig. 4. The black points are alternative waypoints, the gray points are preposed waypoints, and the connecting lines between the points are lane lines. The candidate waypoints with the highest number of times of passing of the lane line corresponding to each front waypoint are p1 and p2, so that the lane line where p1 and p2 are located can be determined as the lane line to which the target vehicle belongs at the moment.
According to the scheme, a plurality of front navigation points are selected, the target alternative navigation points are determined according to the lane lines corresponding to the front navigation points, the optimal lane line to which the target vehicle belongs at each moment can be determined based on the target alternatives, and the second included angle and the alignment score of the target vehicle at each moment can be accurately obtained according to the optimal lane line and the direction of the vehicle head.
The following describes the obstacle avoidance control device for the autonomous vehicle provided in the embodiment of the present application, and the obstacle avoidance control device for the autonomous vehicle described below and the obstacle avoidance control method for the autonomous vehicle described above may be referred to in correspondence with each other.
First, the obstacle avoidance control device for the autonomous vehicle is described with reference to fig. 5, and as shown in fig. 5, the obstacle avoidance control device for the autonomous vehicle may include:
a data acquisition unit 100 for acquiring a position and a speed of a target vehicle at each time during autonomous driving, and a position of an obstacle at each time;
a trajectory line determination unit 110, configured to determine a motion trajectory line of the target vehicle according to a position and a speed of the target vehicle at each time in an automatic driving process;
a first included angle determining unit 120, configured to take a connection line between the target vehicle and the obstacle at each time, and determine a first included angle between the connection line and a tangent line at a corresponding point of a position of the target vehicle on the motion trajectory line;
and a detour completion determining unit 130, configured to determine a detour completion of the target vehicle at each time according to the first included angle corresponding to each time, and control the target vehicle to detour the obstacle according to the detour completion.
Optionally, the method may further include:
the second included angle determining unit is used for determining the direction of the head of the target vehicle and the lane line to which the head of the target vehicle belongs at each moment, and determining a second included angle between the direction of the head of the target vehicle and a tangent line at a corresponding point of the position of the target vehicle on the lane line at each moment;
and the alignment completion degree determining unit is used for determining the alignment completion degree of the target vehicle at each moment according to the second included angle corresponding to each moment, and controlling the target vehicle to perform alignment according to the alignment completion degree.
Optionally, the method may further include:
and the comprehensive bypassing completion degree determining unit is used for determining the comprehensive bypassing completion degree of the target vehicle at each moment according to the bypassing completion degree and the straightening completion degree at each moment.
Optionally, the trajectory determination unit may include:
the target vehicle information determining unit is used for determining the position and the speed of a corresponding point of the target vehicle at each moment in the automatic driving process;
and the motion trajectory line determining unit is used for fitting each corresponding point into the motion trajectory line of the target vehicle according to the position and the speed of each corresponding point at each moment.
Optionally, the method may further include:
a contour vertex determination unit for determining a contour of the obstacle and respective vertices of the contour;
the first angle determining unit may include:
the target line segment determining unit is used for determining a connecting line of a corresponding point of a target vehicle and each vertex of the obstacle outline at each moment, and determining a tangent line of the corresponding point of the position of the target vehicle on the motion trajectory line;
and the target included angle determining unit is used for respectively determining an included angle between the connecting line of each vertex and the tangent line to obtain each included angle, and determining the included angle with the minimum angle from the included angles to be used as the first included angle.
Optionally, the second included angle determining unit may include:
the alternative waypoint determining unit is used for determining all waypoints in a first set distance range of the target vehicle at each moment as alternative waypoints, and each alternative waypoint corresponds to a respective lane line;
a pre-waypoint determining unit, configured to determine, as pre-waypoints, all waypoints of the target vehicle at each pre-waypoint within the first set distance range, for each pre-waypoint that is before each time and is a set number of the pre-waypoints, where each pre-waypoint corresponds to a respective lane line;
and the lane line determining unit is used for determining the lane line of the target vehicle at each moment according to each candidate waypoint and the lane line corresponding to the candidate waypoint, and each preposed waypoint and the lane line corresponding to the preposed waypoint.
Optionally, the lane line determining unit may include:
a lane line first determining subunit, configured to determine, for each leading waypoint, the candidate waypoint through which a lane line corresponding to the leading waypoint passes in a second set distance in an advancing direction of the target vehicle;
and the lane line second determining subunit is used for determining the lane line corresponding to the candidate waypoint with the largest number of passes as the lane line to which the target vehicle belongs.
The obstacle avoidance control device for the automatic driving vehicle can be applied to obstacle avoidance control equipment for the automatic driving vehicle. Fig. 6 is a block diagram illustrating a hardware structure of an obstacle avoidance control device for an autonomous vehicle, and referring to fig. 6, the hardware structure of the obstacle avoidance control device for the autonomous vehicle may include: at least one processor 1, at least one communication interface 2, at least one memory 3 and at least one communication bus 4;
in the embodiment of the application, the number of the processor 1, the communication interface 2, the memory 3 and the communication bus 4 is at least one, and the processor 1, the communication interface 2 and the memory 3 complete mutual communication through the communication bus 4;
the processor 1 may be a central processing unit CPU, or an application Specific Integrated circuit asic, or one or more Integrated circuits configured to implement embodiments of the present invention, etc.;
the memory 3 may include a high-speed RAM memory, and may further include a non-volatile memory (non-volatile memory) or the like, such as at least one disk memory;
wherein the memory stores a program and the processor can call the program stored in the memory, the program for:
acquiring the position and speed of a target vehicle at each moment in the automatic driving process and the position of an obstacle at each moment;
determining a motion trajectory line of the target vehicle according to the position and the speed of the target vehicle at each moment in the automatic driving process;
taking a connecting line of the target vehicle and the obstacle at each moment, and determining a first included angle between the connecting line and a tangent line at a corresponding point of the position of the target vehicle on the motion trajectory line;
and determining the detour completion degree of the target vehicle at each moment according to the first included angle corresponding to each moment, and controlling the target vehicle to detour the obstacle according to the detour completion degree.
Alternatively, the detailed function and the extended function of the program may be as described above.
Embodiments of the present application further provide a storage medium, where a program suitable for execution by a processor may be stored, where the program is configured to:
acquiring the position and speed of a target vehicle at each moment in the automatic driving process and the position of an obstacle at each moment;
determining a motion trajectory line of the target vehicle according to the position and the speed of the target vehicle at each moment in the automatic driving process;
taking a connecting line of the target vehicle and the obstacle at each moment, and determining a first included angle between the connecting line and a tangent line at a corresponding point of the position of the target vehicle on the motion trajectory line;
and determining the detour completion degree of the target vehicle at each moment according to the first included angle corresponding to each moment, and controlling the target vehicle to detour the obstacle according to the detour completion degree.
Alternatively, the detailed function and the extended function of the program may be as described above.
Finally, it should also be noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (12)
1. An obstacle avoidance control method for an automatically driven vehicle, characterized by comprising:
acquiring the position and speed of a target vehicle at each moment in the automatic driving process and the position of an obstacle at each moment;
determining a movement track line of the target vehicle according to the position and the speed of the target vehicle at each moment in the automatic driving process;
taking a connecting line of the target vehicle and the obstacle at each moment, and determining a first included angle between the connecting line and a tangent line at a corresponding point of the position of the target vehicle on the motion trajectory line;
and determining the detour completion degree of the target vehicle at each moment according to the first included angle corresponding to each moment, and controlling the target vehicle to detour the obstacle according to the detour completion degree.
2. The method of claim 1, further comprising:
determining the heading direction of the vehicle head of the target vehicle and the lane line to which the vehicle head belongs at each moment, and determining a second included angle between the heading direction of the vehicle head and a tangent line at a corresponding point of the position of the target vehicle on the lane line at each moment;
and determining the straightening completion degree of the target vehicle at each moment according to the second included angle corresponding to each moment, and controlling the target vehicle to straighten according to the straightening completion degree.
3. The method of claim 2, further comprising:
and determining the comprehensive detour completion degree of the target vehicle at each moment according to the detour completion degree and the alignment completion degree at each moment.
4. The method of claim 1, wherein determining the trajectory of the target vehicle based on the position and the velocity of the target vehicle at each time during autonomous driving comprises:
determining the position and the speed of a corresponding point of the target vehicle at each moment in the automatic driving process;
and fitting each corresponding point into a motion trajectory line of the target vehicle according to the position and the speed of the corresponding point at each moment.
5. The method according to any one of claims 1-4, further comprising:
determining a contour of the obstacle and respective vertices of the contour;
the process of determining the first included angle includes:
determining a connecting line of a corresponding point of the target vehicle at each moment and each vertex of the obstacle outline, and determining a tangent line of the corresponding point of the position of the target vehicle on the motion trajectory line;
and respectively determining the included angle between the connecting line of each vertex and the tangent line to obtain each included angle, and determining the included angle with the minimum angle from the included angles to be used as the first included angle.
6. The method according to claim 1, wherein the determining the detour completion degree of the target vehicle at each moment according to the first included angle corresponding to each moment comprises:
recording a first included angle of the target vehicle at the initial moment in the obstacle avoidance process as theta0And the first included angle at any time is recorded as theta1According to the first angle theta at each moment1First angle theta with starting time0Determining the detour completion degree of the target vehicle at each moment by a first angle difference, wherein the detour completion degree is calculated by the following formula:
7. the method of claim 2, further comprising:
determining an angle value of a road surface smoothing factor in an automatic driving process;
determining the alignment completion degree of the target vehicle at each moment according to the second included angle corresponding to each moment, including:
recording the second included angle as theta, recording the angle value of the smoothing factor as fractor, and determining the straightening finish degree of the target vehicle at each moment according to a second angle difference between the second included angle and the angle value of the smoothing factor, wherein the straightening finish degree has the following calculation formula:
8. the method of claim 2, wherein determining the lane line to which the target vehicle belongs at each time comprises:
determining all waypoints in a first set distance range of the target vehicle at each moment as alternative waypoints, wherein each alternative waypoint corresponds to a respective lane line;
determining all waypoints of the target vehicle at each preset time within the first set distance range as front waypoints aiming at each front time which is before each time and is in a set number, wherein each front waypoint corresponds to a respective lane line;
and determining the lane line of the target vehicle at each moment according to each alternative waypoint and the lane line corresponding to the alternative waypoint, and each preposed waypoint and the lane line corresponding to the preposed waypoint.
9. The method according to claim 8, wherein the determining the lane line of the target vehicle at each time according to each of the candidate waypoints and the corresponding lane line thereof and each of the front waypoints and the corresponding lane line thereof comprises:
for each front navigation point, determining the alternative navigation points through which the lane lines corresponding to the front navigation points pass in the advancing direction of the target vehicle and within a second set distance;
and determining the lane line corresponding to the candidate waypoint with the largest number of passes as the lane line to which the target vehicle belongs.
10. An obstacle avoidance control device for an autonomous vehicle, comprising:
the data acquisition unit is used for acquiring the position and the speed of the target vehicle at each moment in the automatic driving process and the position of an obstacle at each moment;
the trajectory line determining unit is used for determining a motion trajectory line of the target vehicle according to the position and the speed of the target vehicle at each moment in the automatic driving process;
the first included angle determining unit is used for taking a connecting line of the target vehicle and the obstacle at each moment and determining a first included angle between the connecting line and a tangent line at a corresponding point of the position of the target vehicle on the motion trajectory line;
and the bypassing completion degree determining unit is used for determining the bypassing completion degree of the target vehicle at each moment according to the first included angle corresponding to each moment, and controlling the target vehicle to bypass the obstacle according to the bypassing completion degree.
11. An obstacle avoidance control device for an autonomous vehicle, comprising a memory and a processor;
the memory is used for storing programs;
the processor, configured to execute the program, and implement the steps of the method according to any one of claims 1 to 9.
12. A readable storage medium having stored thereon a computer program, wherein the computer program, when executed by a processor, carries out the steps of the method of obstacle avoidance control for an autonomous vehicle as claimed in any of claims 1 to 9.
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