CN114715154B

CN114715154B - Method, device, equipment and medium for planning track of variable-track traveling vehicle

Info

Publication number: CN114715154B
Application number: CN202210386283.2A
Authority: CN
Inventors: 李鹤; 谭明伟; 蔡世民; 陈汉尧; 高如杉; 冷长峰; 徐刚; 韩贤贤
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2022-04-13
Filing date: 2022-04-13
Publication date: 2024-10-18
Anticipated expiration: 2042-04-13
Also published as: CN114715154A

Abstract

The embodiment of the invention discloses a method, a device, equipment and a medium for planning a track of a variable-track driving vehicle, wherein the method comprises the following steps: determining first motion state information of a vehicle adjacent to the current vehicle on a lane where the current vehicle is located and second motion state information of a vehicle adjacent to the current vehicle on a target switching target lane within a preset lane changing time based on the millimeter wave radar signal; carrying out planning solution of the motion state planning of the current vehicle based on the first motion state information and the second motion state information to obtain an optimal longitudinal speed sequence of the current vehicle in a preset lane change time; and carrying out planning and solving on the motion state of the current vehicle based on the optimal longitudinal speed sequence and the preset deviation value of at least one transverse motion state parameter to obtain the optimal lane change track of the current vehicle in the preset lane change time, so that the lane change path is planned through the transverse and longitudinal combination, the solution of the quadratic programming problem can be always found in the path planning process, and the stability of the path planning is improved.

Description

Method, device, equipment and medium for planning track of variable-track traveling vehicle

Technical Field

The embodiment of the invention relates to the field of autopilot, in particular to a method, a device, equipment and a medium for planning a track of a lane change vehicle.

Background

When the automatic driving automobile encounters an obstacle on a driving road, the automatic driving automobile may be controlled to change lanes to continue driving so as to avoid collision with the obstacle. The lane change path is then planned before the lane change, so that the automated guided vehicle does not influence the travel of the adjacent vehicle during and after the lane change.

In the prior art, a reasonable objective function and constraint conditions are set through the known states of a starting point and a finishing point of a lane changing behavior and a driving standard, a track planning problem is converted into a nonlinear optimization solving problem, and the position, the speed and the acceleration of a lane changing vehicle at different time points are calculated by adopting a sequential quadratic programming algorithm, so that a lane changing track with high efficiency and safety is planned. However, in the path planning process, the horizontal and vertical tracks are expressed by a polynomial of time, and then the optimal polynomial coefficient is solved by a nonlinear programming thought.

Disclosure of Invention

The embodiment of the invention provides a method, a device, equipment and a medium for planning a track of a lane change, which are used for realizing the combined planning of a lane change path in a transverse direction and a longitudinal direction, ensuring that a solution of a quadratic programming problem can be always found in the path planning process and improving the stability of path planning.

In a first aspect, an embodiment of the present invention provides a method for planning a track of a lane change, where the method includes:

When a lane change instruction of a current vehicle is monitored, determining first motion state information of a vehicle adjacent to the current vehicle on a lane where the current vehicle is located and second motion state information of a vehicle adjacent to the current vehicle on a target switching standard lane on each time sequence point in preset lane change time based on millimeter wave radar signals;

Converting the motion state planning of the current vehicle into a first quadratic programming problem based on the first motion state information, the second motion state information and a preset constraint condition, and solving to obtain an optimal longitudinal speed sequence of the current vehicle in the preset lane change time;

Converting the motion state planning of the current vehicle into a second planning problem based on the optimal longitudinal speed sequence and a preset deviation value of at least one transverse motion state parameter, and solving to obtain an optimal lane change vehicle track of the current vehicle in the preset lane change time;

wherein the motion state information includes position, speed, acceleration and jerk information of the vehicle in the longitudinal direction or the lateral direction.

In a second aspect, an embodiment of the present invention further provides a track planning apparatus for a lane change, where the apparatus includes:

the vehicle motion state simulation analysis module is used for determining first motion state information of a vehicle adjacent to the current vehicle on a lane where the current vehicle is located and second motion state information of a vehicle adjacent to the current vehicle on a target switching target lane on each time sequence point in preset lane changing time based on millimeter wave radar signals when a lane changing instruction of the current vehicle is monitored;

The longitudinal speed sequence planning module is used for converting the motion state planning of the current vehicle into a first quadratic programming problem based on the first motion state information, the second motion state information and a preset constraint condition, and solving and obtaining an optimal longitudinal speed sequence of the current vehicle in the preset lane change time;

The transverse displacement sequence planning module is used for converting the motion state planning of the current vehicle into a second quadratic programming problem based on the optimal longitudinal speed sequence and a preset deviation value of at least one transverse motion state parameter, and solving and obtaining an optimal lane change track of the current vehicle in the preset lane change time;

In a third aspect, an embodiment of the present invention further provides a computer apparatus, including:

One or more processors;

a memory for storing one or more programs;

the one or more programs, when executed by the one or more processors, cause the one or more processors to implement a method of lane change travel track planning as provided by any of the embodiments of the present invention.

In a fourth aspect, an embodiment of the present invention further provides a computer readable storage medium having stored thereon a computer program, which when executed by a processor, implements a method for planning a track of a track-changing roadway as provided in any embodiment of the present invention.

The embodiments of the above invention have the following advantages or benefits:

According to the embodiment of the invention, when a lane change instruction of a current vehicle is monitored, on the basis of millimeter wave radar signal analysis, determining first motion state information of a vehicle adjacent to the current vehicle on a lane where the current vehicle is located and second motion state information of a vehicle adjacent to the current vehicle on a target switching target lane at each time sequence point within preset lane change time; then, converting the motion state planning of the current vehicle into a first quadratic programming problem based on the first motion state information, the second motion state information and a preset constraint condition, and solving to obtain an optimal longitudinal speed sequence of the current vehicle in a preset lane change time; further, based on the optimal longitudinal speed sequence and at least one preset deviation value of the transverse motion state parameter, the motion state planning of the current vehicle is converted into a second quadratic programming problem, and the optimal lane change track of the current vehicle in the preset lane change time is obtained through solving. In the process of path planning, the preset constraint conditions in the running process of the vehicle and the motion state information between the current vehicle and other adjacent vehicles are met, and the space for solving the motion trail is increased by setting the difference value of the transverse motion state parameters. The technical scheme of the embodiment solves the problem that the number of coefficients in the existing path planning function is limited, the condition of no solution is easy to occur, namely, the path planning result cannot be obtained, the stability of safe driving is low, the lane change path is planned through the combination of the transverse direction and the longitudinal direction, the solution of the quadratic programming problem can be ensured to be found in the path planning process, and the stability of path planning is improved.

Drawings

FIG. 1 is a flow chart of a method for planning track of a lane change vehicle according to an embodiment of the present invention;

fig. 2 is a schematic structural diagram of a track planning device for a lane change vehicle according to a second embodiment of the present invention;

Fig. 3 is a schematic structural diagram of a computer device according to a third embodiment of the present invention.

Detailed Description

The invention is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present invention are shown in the drawings.

Example 1

Fig. 1 is a flowchart of a lane change driving track planning method according to an embodiment of the present invention, where the embodiment may be suitable for a scenario for controlling a driving process of an automatic driving automobile, especially in a case of lane change. The method can be executed by a lane change track planning device, and the device can be realized by software and/or hardware and is integrated into computer equipment with application development function.

As shown in fig. 1, the lane change driving track planning method includes the following steps:

And S110, when a lane change instruction of the current vehicle is monitored, determining first motion state information of a vehicle adjacent to the current vehicle on a lane where the current vehicle is located and second motion state information of a vehicle adjacent to the current vehicle on a target lane change target on each time sequence point within preset lane change time based on millimeter wave radar signals.

The millimeter wave radar has the advantages of strong signal penetrating power, small influence of weather and the like, and is mostly used on automatic driving vehicles. The entire vehicle on an autonomous vehicle is typically provided with 5 millimeter wave radars at different vehicle body locations, for example, one forward millimeter wave radar and four corner radars. The horizontal view angle of the angle radar is generally about 120-140 degrees, so that the vehicle of the target lane to be switched can be perceived more accurately. The speed, the acceleration and the relative position between the vehicle in front of and behind the current vehicle and the current vehicle can be determined on the basis of the signals acquired by the millimeter wave radar; the speed, acceleration, and relative position of a vehicle adjacent to the current vehicle on a lane adjacent to the lane in which the current vehicle is located may also be determined.

The instruction to change the lane is also an instruction issued by the control system of the automated driving car based on the millimeter wave radar signal. Specifically, the time required for collision between the current vehicle and the preceding vehicle or other obstacles on the lane where the current vehicle is located can be calculated according to the speed and the relative position information of the current vehicle and the preceding vehicle or other obstacles, for example, the current collision time is calculated through a safety time interval model. Generally, in the safety guide of automatic driving, it is indicated that a collision early warning signal needs to be issued when a vehicle collides with an obstacle in front of it for less than 3.5 s. In addition, based on self-recognition driving vehicle experience statistics, under 95% of cases, collision time values of lane changes of drivers are all smaller than 2.5s, and the collision time is smaller than 2.5s can be used as a lane change activating condition. That is, when the control system of the automatically driven automobile calculates that the time of collision of the current vehicle with the vehicle ahead or other obstacle is less than or equal to 2.5s according to the millimeter wave radar signal, a lane change instruction of the current vehicle is detected, and the lane change planning is further performed according to the lane change instruction of the current vehicle.

Further, when a lane change instruction of the current vehicle is detected, the motion state information of each vehicle adjacent to the current vehicle on the same lane or the target switching lane is determined based on the millimeter wave radar signal acquired at the moment, so as to be used as a data basis of the track planning of the lane change. Specifically, when the motion state information of each vehicle is determined, the motion state information of each time sequence point of each vehicle in the preset lane change time is determined according to the relative position and the relative speed information of each vehicle adjacent to the current vehicle, which are acquired by the millimeter wave radar, and the state that each vehicle runs at a constant speed. And determining the motion state information such as the position, the speed, the acceleration, the jerk and the like of the response according to the product of the speed and the time or the derivation of the speed and the time. The position, the speed, the acceleration and the jerk in the lane change process can be obtained by superposition in a discrete time domain of a preset lane change time in the forward direction of the current vehicle in the longitudinal area.

It will be appreciated that the target lane-change is typically a lane adjacent to the lane in which the current vehicle is located. When adjacent lanes are arranged on two sides of the lane where the current vehicle is located, one lane can be selected as a target switching lane according to the density, the distance between vehicles and the like of the vehicles on the adjacent lanes. When the driving conditions of the lanes on both sides of the lane where the current vehicle is located are the same, the right lane may be preferable as the target switching lane. The first movement state information of the adjacent vehicle to the current vehicle on the lane where the current vehicle is located includes movement state information of the adjacent vehicle in front of and behind the current vehicle on the lane where the current vehicle is located, and the second movement state information of the adjacent vehicle to the current vehicle on the target switching target lane includes movement state information of the adjacent vehicle in front of and behind the current vehicle after the current vehicle is switched to the target switching target lane.

S120, converting the motion state planning of the current vehicle into a first quadratic programming problem based on the first motion state information, the second motion state information and a preset constraint condition, and solving to obtain an optimal longitudinal speed sequence of the current vehicle in the preset lane change time.

In the track planning stage, the influence on the running state of the target lane-switching vehicle after changing to the target lane needs to be considered, so that the current vehicle needs to gradually transit through acceleration or deceleration during lane changing, and therefore, planning is classified into longitudinal speed planning and transverse position planning. In this step, first, a longitudinal speed plan is performed.

Quadratic programming is a special mathematical programming problem in nonlinear programming, and its general expression can be expressed as: Ax=b, s.t.x _l≤X≤X_u. Wherein J is a cost function, X is a parameter matrix, in this embodiment, a current vehicle motion state parameter matrix, X ^T is a transposed matrix of X, H is a hessian matrix, F ^T is a Jacobi matrix composed of gradients, X _l is a lower limit value indicating X in the solving process, and X _u is an upper limit value indicating X in the solving process. X corresponds to a motion state information matrix of the current vehicle in the embodiment, and the motion state information matrix contains motion state information at each time sequence point in the preset lane change time.

The preset constraint condition includes an upper limit that can be executed by an executing mechanism of the current vehicle, for example, an upper limit of an acceleration value a in a short time, and an acceleration value larger than a cannot be reached. In addition, the track of the current vehicle is also kept in a safe area and does not collide with the adjacent vehicle.

Specifically, the motion state planning of the current vehicle is converted into a first quadratic programming problem based on the first motion state information and the second motion state information, and the optimal longitudinal speed sequence of the current vehicle in the preset lane change time is obtained by solving the following procedures:

first, a first cost function of the current vehicle motion state planning is defined as Where x represents the traveling direction of the current vehicle, i.e., the longitudinal direction,Representing the longitudinal speed of the current vehicle at the longitudinal x _k position, xv ₀ represents the longitudinal speed of the current vehicle when a lane change command is monitored,Representing the current longitudinal acceleration of the vehicle at the longitudinal x _k position,Represents the longitudinal jerk of the current vehicle at the longitudinal x _k position, k represents the kth point in time in the time series within the preset lane change time ts,AndThe weight coefficients of the longitudinal speed, the longitudinal acceleration and the longitudinal jerk are respectively.

And then solving the first price function to obtain an optimal longitudinal speed sequence of the current vehicle in the preset lane change time, minimizing the first price function value, and enabling the third motion state information of the current vehicle to meet the numerical relation with the first motion state information or the second motion state information at each time sequence point in the preset lane change time while meeting the preset constraint condition. Specifically, when the lane change track of the current vehicle is also in the current lane, comparing the parameter values in the third motion state information with the first motion state information on the corresponding time sequence points, wherein the parameter values are smaller than the motion state information of the adjacent vehicle in front of the current vehicle in the first motion state information and larger than the motion state information of the adjacent vehicle behind the current vehicle in the first motion state information. When the track changing track of the current vehicle is the track of the target switching lane, comparing each parameter value in the third motion state information with the second motion state information on a corresponding time sequence point, wherein the motion state information of the adjacent vehicle in front of the current vehicle in the second motion state information is smaller than or equal to that of the adjacent vehicle in front of the current vehicle in the second motion state information, and the motion state information of the adjacent vehicle in back of the current vehicle in the second motion state information is larger than or equal to that of the adjacent vehicle in the second motion state information. The solved longitudinal speed sequence and the corresponding parameter value in the first motion state information or the second motion state information can meet the first preset value relation without collision. Specifically, the optimal velocity sequence is output by using the interior point method and matlab tool box, and is represented as { v' ₁,v′₂,...,v′_ts }.

S130, converting the motion state planning of the current vehicle into a second quadratic programming problem based on the optimal longitudinal speed sequence and the preset deviation value of at least one transverse motion state parameter, and solving to obtain the optimal lane change track of the current vehicle in the preset lane change time.

In the course of the lateral position planning of the lane-change path, a second cost function of the current vehicle motion state planning can be defined asWhere y represents a direction perpendicular to the traveling direction of the current vehicle, i.e., a lateral direction,Representing the lateral speed of the current vehicle at the lateral y _k position,Representing the lateral acceleration of the current vehicle at the lateral y _k position,Represents the lateral jerk of the current vehicle at the lateral y _k position, k represents the kth point in time in the time series within the preset lane change time ts,AndThe weight coefficients of the transverse speed, the transverse acceleration and the transverse jerk are respectively.

Further, the second cost function is solved, the second cost function value is minimized, meanwhile, the third motion state information of the current vehicle meets the preset constraint condition, and meanwhile, each time sequence point in the preset lane change time meets the numerical relation between the upper limit value of the preset motion state information and the lower limit value of the preset motion state, so that the optimal longitudinal displacement sequence of the current vehicle in the preset lane change time is obtained.

The lateral position planning stage is performed by the upper limit value of the preset motion state information and the lower limit value of the preset motion state information, and is determined by taking the constraint condition of the preset condition into consideration, and switching to the factors such as the lateral position deviation, the road adhesion (road friction force), the lateral acceleration and the like of the target lane. When the lateral acceleration is too large, the vehicle can be turned over, the upper limit value of the lateral acceleration of the current vehicle is limited to the minimum value between the acceleration value determined based on the optimal longitudinal speed sequence and the acceleration value determined based on the preset road adhesion parameter, and the minimum value can be expressed as follows: Wherein, In order for the lateral acceleration to be a lateral acceleration,In order to be a longitudinal velocity,The transverse speed, R is the turning radius, mu is the ground friction, g is the gravitational acceleration,Is the longitudinal acceleration. It will be appreciated that vehicles adjacent to the current vehicle, without the need to change lanes, along with one directional pattern, may be considered to have zero lateral acceleration.

In addition, in order to increase the solving range, when setting the upper limit value and the lower limit value of the motion state parameter in the third motion state information, a preset deviation value is set for at least one lateral motion state parameter. The third state information of the current vehicle is enabled to meet the numerical relation with the first motion state information with at least one transverse motion state parameter provided with a preset deviation value or the second motion state information with at least one transverse motion state parameter provided with a preset deviation value. For example, a deviation value may be set for a motion state parameter of a lateral position, and a start point and an end point of a normal variable road path may be set at a road middle position, but in an actual driving process, a certain position deviation may be present to avoid collision with a front obstacle and safely change lanes. In the process of solving the second cost function, the transverse position of each time sequence point of the current vehicle in the preset lane change time and the corresponding transverse position value in the first motion state information or the second motion state information are enabled to meet the numerical relation of a second preset collision-free value within the numerical range of increasing the preset transverse distance deviation value. It will be appreciated that information such as the width of the road may be obtained by a sensor such as a camera of an autopilot. In addition, an offset value can be set for the motion state parameter of the transverse speed, and in the process of solving the second cost function, the transverse speed of each time sequence point of the current vehicle in the preset lane change time and the corresponding transverse speed value in the first motion state information or the second motion state information can meet the numerical relation of a third preset collision-free value in a numerical range of increasing the preset transverse speed offset value.

And in the process of solving the second cost function, determining the position information in the third motion state information of the current vehicle obtained by solving the constraint conditions as an optimal variable road diameter planning result of the current vehicle.

According to the technical scheme, when a lane change instruction of a current vehicle is monitored, first motion state information of a vehicle adjacent to the current vehicle on a lane where the current vehicle is located and second motion state information of a vehicle adjacent to the current vehicle on a target switching target lane are determined on each time sequence point within preset lane change time based on millimeter wave radar signal analysis; then, converting the motion state planning of the current vehicle into a first quadratic programming problem based on the first motion state information, the second motion state information and a preset constraint condition, and solving to obtain an optimal longitudinal speed sequence of the current vehicle in a preset lane change time; further, based on the optimal longitudinal speed sequence and at least one preset deviation value of the transverse motion state parameter, the motion state planning of the current vehicle is converted into a second quadratic programming problem, and the optimal lane change track of the current vehicle in the preset lane change time is obtained through solving. In the process of path planning, the preset constraint conditions in the running process of the vehicle and the motion state information between the current vehicle and other adjacent vehicles are met, and the space for solving the motion trail is increased by setting the difference value of the transverse motion state parameters. The technical scheme of the embodiment solves the problem that the number of coefficients in the existing path planning function is limited, the condition of no solution is easy to occur, namely, the path planning result cannot be obtained, the stability of safe driving is low, the lane change path is planned through the combination of the transverse direction and the longitudinal direction, the solution of the quadratic programming problem can be ensured to be found in the path planning process, and the stability of path planning is improved.

Example two

Fig. 2 is a schematic structural diagram of a lane change driving track planning device according to a second embodiment of the present invention, where the present embodiment may be suitable for a scenario for controlling a driving process of an automatic driving automobile, and the device may be implemented by software and/or hardware, and integrated into a computer device with an application development function.

As shown in fig. 2, the lane change traveling path planning apparatus includes: a vehicle motion state simulation analysis module 210, a longitudinal velocity sequence planning module 220, and a lateral displacement sequence planning module 230.

The vehicle motion state simulation analysis module 210 is configured to determine, when a lane change instruction of a current vehicle is monitored, first motion state information of a vehicle adjacent to the current vehicle on a lane where the current vehicle is located and second motion state information of a vehicle adjacent to the current vehicle on a target switching target lane at each time sequence point within a preset lane change time based on a millimeter wave radar signal; the longitudinal speed sequence planning module 220 is configured to convert a motion state plan of the current vehicle into a first quadratic programming problem based on the first motion state information, the second motion state information and a preset constraint condition, and solve to obtain an optimal longitudinal speed sequence of the current vehicle within the preset lane change time; the lateral displacement sequence planning module 230 is configured to convert the motion state planning of the current vehicle into a second quadratic programming problem based on the optimal longitudinal speed sequence and a preset deviation value of at least one lateral motion state parameter, and solve to obtain an optimal lane change track of the current vehicle within the preset lane change time; wherein the motion state information includes position, speed, acceleration and jerk information of the vehicle in the longitudinal direction or the lateral direction.

In an alternative embodiment, the longitudinal velocity sequence planning module 220 is specifically configured to:

defining a first cost function of the motion state planning of the current vehicle as Where x represents the traveling direction of the current vehicle, i.e., the longitudinal direction,Representing the longitudinal speed of the current vehicle at a longitudinal x _k position, xv ₀ representing the longitudinal speed of the current vehicle when the lane-change instruction is monitored,Representing the longitudinal acceleration of the current vehicle at the longitudinal x _k position,Represents the longitudinal jerk of the current vehicle at the longitudinal x _k position, k represents the kth time point in the time series within the preset lane change time ts,AndThe weight coefficients of the longitudinal speed, the longitudinal acceleration and the longitudinal jerk are respectively;

And solving based on the first price function to obtain an optimal longitudinal speed sequence of the current vehicle in the preset lane change time, so that the third motion state information of the current vehicle meets the numerical relation with the first motion state information or the second motion state information at each time sequence point in the preset lane change time while meeting the preset constraint condition.

In an alternative embodiment, the longitudinal speed sequence planning module 220 is further configured to:

And enabling the numerical relation of first preset non-collision between each parameter value in the third motion state information and the corresponding parameter value in the first motion state information or the second motion state information at each time sequence point in the preset lane change time to be met.

In an alternative embodiment, the lateral displacement sequence planning module 230 is specifically configured to:

defining a second cost function of the motion state planning of the current vehicle as Where y represents a direction perpendicular to a traveling direction of the current vehicle, i.e., a lateral direction,Represents the lateral speed of the current vehicle at the lateral y _k position,Represents the lateral acceleration of the current vehicle at the lateral y _k position,Represents the lateral jerk of the current vehicle at the lateral y _k position, k represents the kth time point in the time series within the preset lane change time ts,AndThe weight coefficients of the transverse speed, the transverse acceleration and the transverse jerk are respectively;

And solving based on the second cost function to obtain an optimal longitudinal displacement sequence of the current vehicle in the preset lane change time, so that the transverse acceleration of each time sequence point of the current vehicle in the preset lane change time is smaller than or equal to a minimum value between an acceleration value determined based on the optimal longitudinal velocity sequence and an acceleration value determined based on a preset road attachment parameter, and the third state information of the current vehicle is enabled to meet the numerical relation with the first motion state information with at least one transverse motion state parameter provided with the preset deviation value or the second motion state information with at least one transverse motion state parameter provided with the preset deviation value.

In an alternative embodiment, the lateral displacement sequence planning module 230 may be further configured to:

and enabling the transverse position of each time sequence point of the current vehicle in the preset lane change time and the corresponding transverse position value in the first motion state information or the second motion state information to meet a second preset non-collision value relation in a value range of increasing a preset transverse distance deviation value.

And enabling the transverse speed of each time sequence point of the current vehicle in the preset lane change time and the corresponding transverse speed value in the first motion state information or the second motion state information to meet the third preset non-collision numerical relation in a numerical range of increasing a preset transverse speed deviation value.

In an alternative embodiment, the vehicle motion state simulation analysis module 210 is specifically configured to:

And determining the motion state information of each time sequence point of each vehicle in the preset lane change time according to the relative position and the relative speed information of each vehicle adjacent to the current vehicle, which are acquired by the millimeter wave radar, and the state that each vehicle runs at a constant speed.

The track planning device for the variable-track driving provided by the embodiment of the invention can execute the track planning method for the variable-track driving provided by any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the execution method.

Example III

Fig. 3 is a schematic structural diagram of a computer device according to a third embodiment of the present invention. FIG. 3 illustrates a block diagram of an exemplary computer device 12 suitable for use in implementing embodiments of the present invention. The computer device 12 shown in fig. 3 is merely an example and should not be construed as limiting the functionality and scope of use of embodiments of the present invention. Computer device 12 may be any terminal device having computing capabilities.

As shown in FIG. 3, computer device 12 is in the form of a general purpose computing device. Components of computer device 12 may include, but are not limited to: one or more processors or processing units 16, a system memory 28, a bus 18 that connects the various system components, including the system memory 28 and the processing units 16.

Bus 18 represents one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, a processor, and a local bus using any of a variety of bus architectures. By way of example, and not limitation, such architectures include Industry Standard Architecture (ISA) bus, micro channel architecture (MAC) bus, enhanced ISA bus, video Electronics Standards Association (VESA) local bus, and Peripheral Component Interconnect (PCI) bus.

Computer device 12 typically includes a variety of computer system readable media. Such media can be any available media that is accessible by computer device 12 and includes both volatile and nonvolatile media, removable and non-removable media.

The system memory 28 may include computer system readable media in the form of volatile memory, such as Random Access Memory (RAM) 30 and/or cache memory 32. The computer device 12 may further include other removable/non-removable, volatile/nonvolatile computer system storage media. By way of example only, storage system 34 may be used to read from or write to non-removable, nonvolatile magnetic media (not shown in FIG. 3, commonly referred to as a "hard disk drive"). Although not shown in fig. 3, a magnetic disk drive for reading from and writing to a removable non-volatile magnetic disk (e.g., a "floppy disk"), and an optical disk drive for reading from or writing to a removable non-volatile optical disk (e.g., a CD-ROM, DVD-ROM, or other optical media) may be provided. In such cases, each drive may be coupled to bus 18 through one or more data medium interfaces. The system memory 28 may include at least one program product having a set (e.g., at least one) of program modules configured to carry out the functions of the embodiments of the invention.

A program/utility 40 having a set (at least one) of program modules 42 may be stored in, for example, system memory 28, such program modules 42 including, but not limited to, an operating system, one or more application programs, other program modules, and program data, each or some combination of which may include an implementation of a network environment. Program modules 42 generally perform the functions and/or methods of the embodiments described herein.

The computer device 12 may also communicate with one or more external devices 14 (e.g., keyboard, pointing device, display 24, etc.), one or more devices that enable a user to interact with the computer device 12, and/or any devices (e.g., network card, modem, etc.) that enable the computer device 12 to communicate with one or more other computing devices. Such communication may occur through an input/output (I/O) interface 22. Moreover, computer device 12 may also communicate with one or more networks such as a Local Area Network (LAN), a Wide Area Network (WAN) and/or a public network, such as the Internet, through network adapter 20. As shown, network adapter 20 communicates with other modules of computer device 12 via bus 18. It should be appreciated that although not shown in fig. 3, other hardware and/or software modules may be used in connection with computer device 12, including, but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, data backup storage systems, and the like.

The processing unit 16 executes various functional applications and data processing by running programs stored in the system memory 28, for example, implementing the lane change driving trajectory planning method provided in the present embodiment, the method includes:

Example IV

A fourth embodiment provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements a method for planning a track of a track-changing roadway as provided by any embodiment of the present invention, including:

The computer storage media of embodiments of the invention may take the form of any combination of one or more computer-readable media. The computer readable medium may be a computer readable signal medium or a computer readable storage medium. The computer readable storage medium may be, for example, but not limited to: an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples (a non-exhaustive list) of the computer-readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In this document, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.

The computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, either in baseband or as part of a carrier wave. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device.

Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wire, fiber optic cable, RF, etc., or any suitable combination of the foregoing.

Computer program code for carrying out operations of the present invention may be written in one or more programming languages, including an object oriented programming language such as Java, smalltalk, C ++ and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any kind of network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or may be connected to an external computer (for example, through the Internet using an Internet service provider).

It will be appreciated by those of ordinary skill in the art that the modules or steps of the invention described above may be implemented in a general purpose computing device, they may be centralized on a single computing device, or distributed over a network of computing devices, or they may alternatively be implemented in program code executable by a computer device, such that they are stored in a memory device and executed by the computing device, or they may be separately fabricated as individual integrated circuit modules, or multiple modules or steps within them may be fabricated as a single integrated circuit module. Thus, the present invention is not limited to any specific combination of hardware and software.

Note that the above is only a preferred embodiment of the present invention and the technical principle applied. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, while the invention has been described in connection with the above embodiments, the invention is not limited to the embodiments, but may be embodied in many other equivalent forms without departing from the spirit or scope of the invention, which is set forth in the following claims.

Claims

1. A lane change driving track planning method, characterized in that the method comprises:

When a lane change instruction of a current vehicle is monitored, determining first motion state information of a vehicle adjacent to the current vehicle on a lane where the current vehicle is located and second motion state information of a vehicle adjacent to the current vehicle on a target switching lane on each time sequence point within preset lane change time based on millimeter wave radar signals;

2. The method of claim 1, wherein the converting the motion state plan of the current vehicle into a first quadratic programming problem based on the first motion state information, the second motion state information, and a preset constraint condition, and solving to obtain an optimal longitudinal velocity sequence of the current vehicle within the preset lane change time, comprises:

defining a first cost function of the motion state planning of the current vehicle as Where x represents the traveling direction of the current vehicle, i.e., the longitudinal direction,Representing the longitudinal speed of the current vehicle at the longitudinal x _k position,Represents the longitudinal speed of the current vehicle when the lane-change command is monitored,Representing the longitudinal acceleration of the current vehicle at the longitudinal x _k position,Represents the longitudinal jerk of the current vehicle at the longitudinal x _k position, k represents the kth time point in the time series within the preset lane change time ts,AndThe weight coefficients of the longitudinal speed, the longitudinal acceleration and the longitudinal jerk are respectively;

3. The method according to claim 2, wherein the causing the third motion state information of the current vehicle to satisfy the numerical relationship with the first motion state information or the second motion state information at each time series point within the preset lane change time includes:

4. The method according to claim 1, wherein said converting the motion state plan of the current vehicle into a second quadratic programming problem based on the optimal longitudinal velocity sequence and the preset deviation value of at least one lateral motion state parameter and solving to obtain an optimal lane-change vehicle trajectory of the current vehicle within the preset lane-change time comprises:

5. The method according to claim 4, wherein the causing the third state information of the current vehicle to satisfy the numerical relationship with the first state of motion information with at least one lateral state of motion parameter set with the preset deviation value or the second state of motion information with at least one lateral state of motion parameter set with the preset deviation value includes:

6. The method according to claim 4, wherein the causing the third state information of the current vehicle to satisfy a numerical relationship with the first state of motion information with at least one lateral state of motion parameter set with the preset deviation value or the second state of motion information with at least one lateral state of motion parameter set with the preset deviation value further comprises:

7. The method according to claim 1, wherein the determining, based on the millimeter wave radar signal, first movement state information of the vehicle adjacent to the current vehicle on the lane where the current vehicle is located and second movement state information of the vehicle adjacent to the current vehicle on the target switching target lane at each time series point within a preset lane change time includes:

8. A lane change track planning apparatus, the apparatus comprising:

The vehicle motion state simulation analysis module is used for determining first motion state information of a vehicle adjacent to the current vehicle on a lane where the current vehicle is located and second motion state information of a vehicle adjacent to the current vehicle on a target switching lane on each time sequence point in preset lane changing time based on millimeter wave radar signals when a lane changing instruction of the current vehicle is monitored;

9. A computer device, the computer device comprising:

One or more processors;

a memory for storing one or more programs;

The one or more programs, when executed by the one or more processors, cause the one or more processors to implement the lane change drive trajectory planning method of any one of claims 1-7.

10. A computer readable storage medium having stored thereon a computer program, which when executed by a processor implements a method of track planning for a railway track as claimed in any one of claims 1 to 7.