CN113670308B - Method for guiding vehicle to run and related system and storage medium - Google Patents

Detailed Description

Embodiments of the present application are described below with reference to the accompanying drawings in the embodiments of the present application. The terminology used in the description of the embodiments of the application is for the purpose of describing particular embodiments of the application only and is not intended to be limiting of the application.

Referring to fig. 1, a schematic diagram of a system architecture for guiding a vehicle to run is provided in an embodiment of the present application. The system may include a path planning module, a lane change area clipping module, and a decision planning module. The path planning module determines K paths according to the high-precision map, the departure point and the destination point of the driving task, wherein K is a positive integer. The lane-changing area clipping module performs feature extraction based on the K paths, for example, calculates the corresponding to-be-clipped area parameters when the lane is changed from the current path in the process that each path reaches the destination point in a backward direction, and further calculates the corresponding to-be-clipped area parameters when the lane is changed from the departure point to each path in a forward direction, so as to respectively clip each path according to the corresponding to-be-clipped area parameters of each path; and determining K 'reference paths from the departure point to the destination point by performing topology inspection on each cut path, wherein K' is a positive integer and is not more than K. When the real-time navigation is performed, the lane-changing area clipping module can determine a target path from the K' reference paths based on the current position of the vehicle, wherein the target path can be one or a plurality of target paths. The present embodiment is not particularly limited thereto. The decision planning module can make real-time lane change decision based on the target path provided by the lane change area cutting module, for example, the optimal target path, the optimal lane change time and the corresponding lane change behavior can be selected, and then the driving path of the vehicle is planned.

The above description will be given by taking the application of the embodiment of the present application to the autopilot scenario as an example. The method for guiding the vehicle to run can be applied to auxiliary driving scenes, and the scheme is not particularly limited.

The present embodiment may be executed by an in-vehicle apparatus (e.g., a car machine), and may also be executed by a terminal device such as a mobile phone, a computer, or the like. The present embodiment is not particularly limited thereto.

It should be noted that, the method for guiding the vehicle to run provided in the present application may be executed locally or by a cloud. The cloud may be implemented by a server, which may be a virtual server, an entity server, or other devices, which is not specifically limited in this scheme.

Referring to fig. 2, a flow chart of a method for guiding a vehicle to travel according to an embodiment of the present application is shown. As shown in fig. 2, the method includes steps 201-204, which are specifically as follows:

201. obtaining K paths from a departure point to a destination point of the vehicle according to the path planning result;

as an optional implementation manner, K paths between a departure point and a destination point of the vehicle are obtained according to a road-level global path planning result, wherein the K paths are paths corresponding to the lane-level global planning path result, and K is a positive integer.

The road-level global path planning result can be understood as: based on a road network model described by a standard precision or high-precision map, combining a given departure point and a given destination point of an automatic driving task, and planning an optimal path which can reach the destination point from the departure point and consists of a series of road segments connected in a front-back topology according to performance indexes (shortest time, shortest distance, minimum traffic light crossing, maximum intelligent driving area range and the like).

The lane-level global path planning result can be understood as being composed of a plurality of lane segments contained in all road segments in the same road-level global path planning result, and all paths which are in the road-level global path planning result but do not have mutual inclusion relationship are covered as far as possible along the direction of the road-level global path planning result and ensure that all the lane segments are connected in a front-back topology.

The lane-level global path planning result not only can represent the front-back topological connection relation between each lane segment in the road-level global path planning result, but also can represent the attribute information of each lane segment, so that richer and more accurate lane-level navigation guidance is provided, and the lane-level navigation guidance comprises whether a current lane can change lanes leftwards and rightwards, the remaining length of a dotted line-changeable lane at the current position, the distance from the current position to an intersection/terminal point and the like.

Specifically, a road-level global path planning result and a lane-level global path planning result can be obtained according to the high-precision map, the departure point, the route point and the destination point.

For example, as shown in fig. 3, the road-level global path planning result from the departure point (e.g., point a in fig. 3) to the destination point (e.g., point B in fig. 3) is: road 1-1, road 1-2, road 1-3, road 1-4.

The lane-level global path planning result from the departure point to the destination point is as follows:

path 1: the longitudinal communication of the lanes 1 of the roads 1-1, 1-2 and 1-3 is recorded as follows: R1-1L 1- & gt R1-2L 1- & gt R1-3L1;

the R1-1L1 represents the lane 1 on the road 1-1, and correspondingly, R1-2L1 represents the lane 1 on the road 1-2, and R1-3L1 represents the lane 1 on the road 1-3.

Path 2: the longitudinal communication of lanes 2 of roads 1-1, 1-2 and 1-3 is recorded as follows: R1-1L 2- & gt R1-2L 2- & gt R1-3L2;

likewise, R1-1L2 represents lane 2 on road 1-2, R1-2L2 represents lane 2 on road 1-2, and R1-3L2 represents lane 2 on road 1-3.

Path 3: the longitudinal communication of lanes 3 of roads 1-1, 1-2 and 1-3 is recorded as follows: R1-1L 3- & gt R1-2L 3- & gt R1-3L3;

path 4: the communication between the lanes 4 of the roads 1-1, 1-2 and 1-3 and the lanes 1 of the road 1-4 is expressed as: R1-1L 4-R1-2L 4-R1-3L 4-R1-4L 1.

At this time, K is 4.

202. Determining a first cutting area parameter of each path in the K paths according to the lane changing attribute of each path in the K paths, the number of changing passes required from a destination point to each path and the distance required by the vehicle to complete changing each time;

the first clipping region parameters are corresponding region parameters to be clipped when the vehicle leaves any path.

The lane-changing attribute refers to whether the lane can be changed to the left adjacent lane, can be changed to the right adjacent lane, can be changed to the right from the left adjacent lane, can be changed to the left from the right adjacent lane, or can be changed to the lane from the right adjacent lane, or can be changed to the lane from a certain area of the lane.

The number of lane changes required from the destination point to each path is understood to be the corresponding minimum number of lane changes required to be performed to reach the destination point from each path while traveling along the path.

The distance required by the vehicle to finish lane change each time can be obtained according to the average speed of the vehicle and the lane change time.

For example, the average running speed of the lane changing process of the vehicle is 15km/h, the lane changing process needs 6s to be completed, and the distance D required by the vehicle to complete lane changing each time can be expressed as follows: d=15/3.6×6m=25m.

The present embodiment is described by taking this example only, but other values are also possible, and the present embodiment is not particularly limited thereto.

The first clipping region parameter is a region parameter to be clipped corresponding to the vehicle driving away from any path. It is understood that when the parameter is satisfied, the vehicle may travel away from the path, thereby completing the travel task from the path to the destination point; if the parameter is not satisfied, the vehicle may not smoothly travel from the path, and thus the travel task from the path to the destination point may not be completed.

By adopting the means, the lane changing success rate of the vehicle is improved, the vehicle can reach the destination smoothly, and the reliability of path guiding is improved.

The first clipping region parameter may include a first clipping position and a first clipping length. The first clipping position represents clipping starting from a position at the end of either path. The first clipping length represents the length of the region to be clipped corresponding to the first clipping position on any path.

As an alternative implementation manner, as shown in 4 paths in fig. 3, in which, since the end point of the path 4 corresponds to the destination point, that is, the destination point can be reached without changing lanes when the vehicle runs on the path 4, the path 4 does not need to be trimmed, and the corresponding first trimming position is the position of the destination point, and the corresponding first trimming length is 0.

The path 3 is adjacent to the path 4 from left to right, wherein the vehicle needs to change lanes to the right to the path 4 when running on the path 3 so as to reach the destination point, and the lane at the tail end of the path 3 has a lane changing attribute capable of changing lanes to the right, so that the path 3 needs to be cut at the tail end. Since the ending lane change point of the path 3 is the end point of the path 3, the starting lane change point is the position from the end point of the path 3 to the distance D required by the vehicle to finish lane change each time, and in order to ensure that lane change is finished, the area required by lane change at this time needs to be reserved in the path 3 and the path 4 at the same time, that is, the distance D required by the vehicle to finish lane change each time is reserved in both the path 3 and the path 4, so the first cutting position of the path 3 is the end point of the path 3, and the corresponding first cutting length is 0.

The path 2 is adjacent to the path 3 from left to right, wherein the vehicle needs to change lanes to the right to the path 3 when traveling on the path 2, and then the path 3 is changed to the path 4 to reach the destination point, and the right end of the path 2 is a solid line, and the lane cannot be changed to the right, so that the vehicle needs to finish changing lanes in the lane changing area portion of the path 2, so as to ensure that the vehicle can finish changing lanes to the path 3, that is, the lane changing area portion of the path 2 is cut, so that the vehicle can finish changing lanes, that is, the end lane changing point (such as a point C in fig. 3) of the path 2 is a position where the end point distance to the path 2 is a solid line length corresponding to the right end of the path 2, the start lane changing point is a solid line length corresponding to the right end of the path 2+a position where the vehicle needs to finish the lane changing each time, and thus the first cutting position of the path 2 is a solid line length corresponding to the right end of the path 2.

Correspondingly, the path 1 is adjacent to the path 2 from left to right, wherein the vehicle needs to change the path to the path 2 when running on the path 1, the path 2 changes the path to the path 3, and the path 3 changes the path to the path 4, so that the destination point can be reached. Since the starting lane change point of the path 2 is a position where the distance to the end point of the path 2 is the solid line length corresponding to the end of the right side of the path 2 plus the distance D required by the vehicle to complete lane change each time, the vehicle needs to complete lane change to the path 2 on the path 1, and simultaneously complete lane change before the starting lane change point of the path 2, so as to ensure that the vehicle can complete lane change to the path 3 on the path 2, and finish lane change to the path 4 by the path 3, that is, the ending lane change point of the path 1 is the corresponding position of the starting lane change point of the path 2 in the path 1, the starting lane change point is the position of the path 2 at the corresponding position of the starting lane change point in the path 1, the distance D required by the vehicle to complete lane change each time, the first clipping position is the end point of the path 1, and the corresponding first clipping length is the distance from the corresponding position of the starting lane change point of the path 2 in the path 1 to the end point of the path 1.

In this embodiment, since the end position of the path 2 and the end position of the path 1 are located on the same horizontal line, the distance from the corresponding position of the path 2 to the end of the path 1, which is the start of the lane change, is equal to the solid line length corresponding to the right end of the path 2 plus the distance D required by the vehicle to complete the lane change each time, that is, the first clipping length corresponding to the path 1 is the solid line length corresponding to the right end of the path 2 plus the distance D required by the vehicle to complete the lane change each time.

As an alternative implementation, before step 202, the method further includes: and establishing a road-lane-path corresponding relation according to the lanes contained in the K paths and the roads corresponding to the K paths.

Specifically, the determining, according to the lane changing attribute of each of the K paths, the number of changing passes required from the destination point to each path, and the distance required for the vehicle to complete the lane changing each time, the first clipping region parameter of each of the K paths includes:

and determining a first cutting area parameter of each path in the K paths according to the corresponding relationship of the road, the lane-to-path, the lane-to-lane attribute of each path in the K paths, the number of times of lane changing required from a destination point to each path and the distance required by the vehicle to finish lane changing each time.

For example, according to the lanes included in the 4 paths and the roads corresponding to the 4 paths shown in fig. 3, the road-lane-path correspondence relationship can be obtained. The corresponding relationship of the road-lane-path is as follows: the road 1-1 comprises a lane 1, a lane 2, a lane 3 and a lane 4, wherein the lane 1, the lane 2, the lane 3 and the lane 4 respectively correspond to a path 1, a path 2, a path 3 and a path 4; the road 1-2 comprises a lane 1, a lane 2, a lane 3 and a lane 4, wherein the lane 1, the lane 2, the lane 3 and the lane 4 respectively correspond to a path 1, a path 2, a path 3 and a path 4; the road 1-3 comprises a lane 1, a lane 2, a lane 3 and a lane 4, wherein the lane 1, the lane 2, the lane 3 and the lane 4 respectively correspond to a path 1, a path 2, a path 3 and a path 4; the roads 1-4 include lanes 1, and the lanes 1 correspond to paths 4.

According to the above road-lane-path correspondence, the position of each path start and end position in the road sequence (road level planning result), i.e. the information of the entrance and exit of each path, can be obtained, referring to table one:

list one

The table one describes the road-lane-path correspondence relationship, for example, lane 1, lane 2, lane 3 and lane 4 are corresponding to lanes in the road 1-1, wherein lane 1, lane 2, lane 3 and lane 4 are corresponding to path 1, path 2, path 3 and path 4, respectively; the distances from the path start positions of the path 1, the path 2, the path 3 and the path 4 in the road 1-1 to the corresponding lane start ends are respectively 0, and the distances from the path end positions of the path 1, the path 2, the path 3 and the path 4 in the road 1-1 to the corresponding lane ends are respectively recorded as "/", because the path end positions of the path 1, the path 2, the path 3 and the path 4 in the road 1-1 do not reach the corresponding lane ends yet.

Through the first table, the starting position and the ending position of each path and the relative sequence of each path in the road sequence can be intuitively seen.

Through the first table, a first clipping region parameter of each of the K paths is determined based on the lane changing attribute of each of the K paths, the number of changing passes required from the destination point to each of the paths, and the distance required for the vehicle to complete the lane changing each time. By adopting the method, the cutting sequence of K paths can be conveniently obtained, the first cutting position of each path can be rapidly obtained, the cutting of the non-lane-changing areas of all lanes in the global planning visual field is realized, excessive traversal searching is not needed, the efficiency of path searching and calculating is improved, and the navigation efficiency is further effectively improved.

203. Determining K' reference paths according to the road length of the K paths and the first clipping region parameters of each path in the K paths;

wherein K 'is a positive integer, and K' is not greater than K.

And cutting the K paths according to the road length of the K paths and the first cutting area parameter of each path in the K paths, and obtaining K' reference paths by performing topology inspection on the cut paths.

Wherein the topology checking includes confirming whether the path is topology connected, and further includes confirming whether the path includes overlapping road sections.

The K' reference paths are paths which are in topological communication with the vehicle from the departure point to the destination point. Topology connectivity can be understood as: the vehicle can travel from the departure point by following a certain path of the K ' reference paths, or perform an exchange behavior in a travelable region of the K ' reference paths into the path, and can reach the destination point by traveling along the path, or perform an exchange behavior in a travelable region of the K ' reference paths from the path to the destination point.

As an alternative implementation, before step 203, the method further includes:

and determining a second cutting area parameter of each path in the K paths according to the lane changing attribute of each path in the K paths, the number of changing passes required from a departure point to each path and the distance required by the vehicle to complete changing each time, wherein the second cutting area parameter is a corresponding area parameter to be cut when the vehicle drives into any path.

That is, for the above K paths, not only the first clipping region parameter of each of the K paths but also the second clipping region parameter of each of the K paths are acquired. The second clipping region parameter can be understood as: the parameters of the corresponding area to be cut when the vehicle enters any path from the starting point, namely the area which the vehicle cannot pass through in the path.

In the embodiment of the application, the second clipping region parameter of each path in the K paths is determined based on the number of switching times required from the departure point to each path, and further, the K' reference paths are determined based on the first clipping region parameter and the second clipping region parameter of each path in the K paths. By determining the corresponding regional parameters to be cut when the vehicle drives into any path and the corresponding regional parameters to be cut when the vehicle drives out of any path, the vehicle can be ensured to drive into the path from the departure point and drive out of the path to reach the destination point, and by adopting the means, the reliability of path guiding is improved.

By cutting the area where the vehicle cannot travel, the number of reference paths for guiding the paths in the real-time traveling process of the vehicle is reduced, the workload of the decision and planning module is reduced, the consumption of the system bandwidth and the flow is reduced, and the real-time efficiency and the accuracy of guiding the paths are further improved.

Correspondingly, the determining K' reference paths according to the road length of the K paths and the first clipping region parameter of each path in the K paths includes:

and determining K' reference paths according to the road length of the K paths, the first clipping region parameters and the second clipping region parameters of each path in the K paths.

The embodiment determines K' reference paths by based on the first clipping region parameter and the second clipping region parameter of each of the K paths. By adopting the means, the accuracy and the reliability of path guidance are improved.

The second clipping region parameter may include a second clipping position and a second clipping length. The second clipping position indicates clipping from a certain position of the start end of any one of the paths. The second clipping length represents the clipping region length corresponding to the second clipping position on any path. For example, the cutting is started based on the second cutting position, the second cutting length of the current path is cut along the path direction, and the partial region is cut.

Referring to fig. 3, the departure point is set to be located at the start end of the lane 4. Since the path 4 does not need to change lanes from the departure point to the path 4, the path 4 does not need to be cut, the second cutting position of the path 4 is the start end of the path 4, and the second cutting length of the path 4 is 0.

The start end of the path 3 is adjacent to the path 4 from the left to the right, and when the vehicle travels from the start point to the path 3, the vehicle needs to change the lane from the path 4 to the path 3. Since the right start end of the path 3 has a lane changing attribute that can be changed from the right adjacent lane to the left, the second clipping position of the path 3 is the start end of the path 3, the start lane changing point of the path 3 is the start end of the path 3, the lane changing end point is the position from the start end of the path 3 to the distance D required by the vehicle to complete lane changing each time, and the second clipping length is 0.

The start end of the path 2 is adjacent to the path 3, and when the vehicle enters the path 2 from the start point to travel, it is necessary to change the lane from the path 4 to the path 3 and from the path 3 to the left to the path 2. Since the right-hand start end of the path 2 has a lane change attribute that can be changed from the right-hand adjacent lane to the left, and the vehicle needs to complete lane change on the path 3 to the path 2, the lane change is completed before the start lane change point of the path 2. Therefore, the second clipping position of the path 2 is the beginning of the path 2, the lane changing start point of the path 2 is the corresponding position of the lane changing end point of the path 3 on the path 2, the lane changing end point of the path 2 is the position of the distance D required by the vehicle to complete lane changing each time to the corresponding position of the lane changing end point of the path 3 on the path 2, and the second clipping length is the distance from the corresponding position of the lane changing end point of the path 3 on the path 2 to the beginning of the path 2. Since the start of path 2 corresponds to the start of path 3, the second cut length of path 2 is the distance D required for the vehicle to complete a lane change each time.

Accordingly, when the vehicle travels from the departure point to the path 1, the path 1 is adjacent to the path 2, and the vehicle needs to change from the path 4 to the path 3, from the path 3 to the path 2, and from the path 2 to the left to the path 1. Since the right-hand start end of the path 1 has a lane change attribute that can be changed from the right-hand adjacent lane to the left, and the vehicle needs to complete lane change on the path 2 to the path 1, and simultaneously complete lane change before the start lane change point of the path 1. Therefore, the second clipping position of the path 1 is the beginning of the path 1, the start lane change point of the path 1 is the corresponding position of the lane change end point of the path 2 in the path 1, the end lane change point of the path 1 is the position of the lane change end point of the path 2 in the path 1, the distance between the corresponding position of the lane change end point of the path 2 in the path 1 and the beginning of the path 1 is the distance D required by the vehicle to finish lane change each time, and the second clipping length is the distance between the corresponding position of the lane change end point of the path 2 in the path 1 and the beginning of the path 1. Since the start of the path 1 corresponds to the start of the path 2, i.e. the second cut length of the path 1 is the distance 2D required for the vehicle to complete the lane change twice.

As an alternative implementation manner, when the road corresponding to the K paths is a section, the second clipping position and the second clipping length of each path in the section of road can be obtained by changing the road attribute according to the lane of each path in the section of road, the number of times of changing the road required from the departure point to each path in the section of road, and the distance required by the vehicle to complete changing the road each time.

When the roads corresponding to the K paths are at least two sections, acquiring a second cutting position and a second cutting length of each path in a first section of road according to lane changing attribute of each path in the first section of road, the number of times of changing the road required from a departure point to each path in the first section of road and the distance required by the vehicle to complete changing the road each time;

confirming whether a second road in the at least two sections of roads contains a new path or not, wherein the new path is a path except the path in the first section of road, and the second road is connected with the first section of road in a front-back topology;

and if the second section of road comprises a new path, acquiring a second cutting position and a second cutting length of the new path in the second section of road according to lane changing attribute of the new path in the second section of road, the number of times of changing the path required by the vehicle from a second cutting position of the path adjacent to the left and right of the new path in the first section of road to the new path, and the distance required by the vehicle to complete the changing of the path each time.

And if the second section of road does not contain the new path, sequentially acquiring the next section of road, and confirming whether the new path exists.

And the same is done until no new paths are determined in all the roads, so as to obtain the second clipping region parameters of each path in the K paths. The second clipping region parameters of the K paths comprise a second clipping position and a second clipping length of each path in the first section of road, and a second clipping position and a second clipping length of the newly-added path in the second section of road.

The above description only uses the second clipping position and the second clipping length of each path as an example, where the manner of obtaining the first clipping position and the first clipping length of each path is the same as the principle of the above method, and this scheme is not repeated here.

As an optional implementation manner, the first clipping region parameter includes a first clipping position and a first clipping length, the second clipping region parameter includes a second clipping position and a second clipping length, and determining K' reference paths according to the road length of the K paths, the first clipping region parameter and the second clipping region parameter of each path in the K paths includes:

obtaining K paths after cutting according to the road length of the K paths, the first cutting position and the first cutting length of each path in the K paths, the second cutting position and the second cutting length of each path in the K paths, wherein the road length of each path in the K paths is not smaller than the target reserved length of the path, the target reserved length of each path is determined according to the distance required by the vehicle to finish channel changing every time, the number of channel changing required from a destination point to the path and the number of channel changing required from a departure point to the path, and K' is a positive integer and is not greater than K;

And determining K ' reference paths according to the K ' paths, wherein each path in the K ' reference paths is a path which is in topological communication from the departure point to the destination point, and the K ' is not more than K '.

According to the embodiment of the application, K paths are cut based on the first cutting position and the first cutting length of each path in the K paths, the second cutting position and the second cutting length of each path in the K paths, so that K' cut reasonable paths are obtained; and performing topology inspection on the K 'cut reasonable paths to obtain K' reference paths which are in topological communication from the departure point to the destination point. By adopting the method, the integrity and connectivity of the reference path are ensured, and the reliability and accuracy of path guidance are improved.

The target reserved length of each path refers to a reserved length determined by each path based on the number of switching times required for completing the path from the departure point to the destination point and vice versa. That is, reaching the target reserve length for each path may accomplish the task of reaching the current path from the departure point and the destination point from the current path.

Specifically, the target reserved length of each path is determined according to the distance required by the vehicle to complete the lane change each time, the number of lane changes required from the destination point to the path, and the number of lane changes required from the departure point to the path.

For example, if any path a arrives from the departure point to the path and no lane change is required from the path to the destination point, the target reservation length of the path a may be greater than 0.

If the path a arrives at the path from the departure point and does not need lane change to arrive at the destination point from the path, or does not need lane change to arrive at the path from the departure point and does not need lane change to arrive at the destination point from the path to arrive at the destination point, the target reserved length of the path a may be not less than the distance D required by the vehicle to change lanes each time.

The task of reaching the current path from the departure point and reaching the destination point from the current path can be realized by ensuring that the vehicle can finish one lane change driving-in or one lane change driving-out.

If the path a arrives at the path from the departure point and needs to be changed to enter and arrives at the destination point from the current path, the target reserved length of the path a may be not less than 2D.

The task of reaching the current path from the departure point and reaching the destination point from the current path can be realized by ensuring that the vehicle can finish the lane change driving-in and lane change driving-out.

Cutting the K paths based on the first cutting position and the first cutting length of each path in the K paths and the second cutting position and the second cutting length of each path in the K paths to obtain K' reasonable paths after cutting; and performing topology inspection on the K 'cut reasonable paths to obtain K' reference paths which are in topological communication from the departure point to the destination point. By adopting the method, the integrity and connectivity of the reference path are ensured, and the reliability and accuracy of path guidance are improved.

As an optional implementation manner, the determining K 'reference paths according to the K "paths may be by deleting paths that are topologically not connected from a start point to a destination point in the K" paths, splicing short paths that are topologically connected from start point to end point to obtain long paths, deleting repeated short paths that are completely contained by other paths, and finally obtaining K' reference paths.

For example, deleting a path that cannot be lane-changed into or lane-changed out; and deleting the path of the drive-in lane change ending point after the drive-out lane change starting point. Then, cutting out the area with the length being the first cutting length at the first cutting position; and cutting out the area with the second cutting length at the second cutting position.

And then, performing topology inspection on each cut path, splicing a plurality of sections of short paths which are connected in a starting-end topology to obtain a complete long path, deleting repeated short paths which appear after cutting and are completely contained by other paths, and ensuring the integrity and connectivity of a finally obtained global planning path lane change area.

That is, first, cutting K paths to obtain K cut paths with road length not smaller than the target reserved length of the path; and then, carrying out topology inspection on the K paths, deleting paths completely contained by other paths by splicing the short paths which are connected in a beginning-end topology, deleting paths which are not connected in the topology, and further obtaining K' reference paths.

Each of the K 'reference paths is not completely contained by other paths of the K' reference paths, each of the K 'reference paths has no start-end topological communication relationship with other paths of the K' reference paths, and each of the K 'reference paths can reach a destination point directly by traveling along the path from a departure point, or reach the path from the departure point and reach the destination point from the path by performing a lane change in a travelable region of the K' reference paths.

204. When the vehicle is located at a first position, a target path is obtained from the K' reference paths so as to guide the vehicle or a user located on the vehicle in a navigation mode, wherein the target path comprises a first path, the first path is a path where the first position is located, and the first position is any position between the departure point and the destination point.

When the vehicle runs to any position between the departure point and the destination point, a target path is acquired from the K' reference paths, wherein the target path comprises a path where the position is located.

As an optional implementation manner, the target path further includes a second path, where the second path is a path intersecting a first straight line, other than the first path, in the K' reference paths, and the first straight line is a straight line passing through the first position and perpendicular to a road direction where the first position is located, and a running direction of the second path is consistent with a running direction of the first path.

As shown in fig. 4, the vehicle is located at the position p, and accordingly, the path 1 is the first path. A straight line L perpendicular to the road direction is made through the passing position p, where L intersects with each of the path 1, the path 3, and the path 5. Since the traveling direction of the path 5 is opposite to the traveling direction of the path 1, the path 5 is excluded. That is, the path 3 is the second path.

The number of the second paths may be plural, and the present embodiment is not particularly limited. The traveling direction of the route, i.e., the direction from the departure point to the destination point corresponding to the route.

The target path in this embodiment of the present application further includes all other paths intersecting the first straight line except the first path in the K' reference paths. By adopting the means, the selectivity of the target path is increased, the completeness of the target path is ensured, and the degree of freedom of the vehicle to make a driving decision under the guidance of the real-time path is improved.

As an alternative implementation, the method further includes:

and acquiring the residual travelable distance corresponding to each path in the target path so as to inform the vehicle or the user of carrying out the first lane change reminding in real time.

The remaining travelable distance is the distance along the path from the location of the vehicle to the end of the target path.

Optionally, when the target path is acquired, the remaining travelable distance corresponding to each path in the target path is acquired at the same time, and the vehicle or the user is informed, so that the vehicle or the user knows how far the first path and the second path are from the current moment, further judges whether a decision of changing the path from the first path to a certain second path needs to be taken, then selects the optimal target second path by combining with real-time traffic flow state information, judges the time for executing the path changing action according to the remaining travelable distances of the current first path and the target second path, calculates the emergency degree of the path changing action which needs to be responded by the system in time, and prepares for path changing.

As another alternative implementation, the method further includes:

and when the vehicle is positioned at a second position on a third path, carrying out a second lane change reminding on the vehicle or a user, wherein the third path is any one of the target paths, and the second position is a position corresponding to the third path when the residual travelable distance is a preset distance.

The preset distance, i.e. the lane change protection distance, may be a fixed empirical distance value, or may be a certain distance value related to the vehicle speed, or may be determined based on the average running speed of the vehicle, the average lane change time required, the number of last lane change attempts set by the system, and the like.

The lane change protection distance can be larger than or equal to the distance D required by the vehicle for each lane change so as to ensure that a plurality of lane change attempts are realized. For example, the preset distance is 30m.

For example, when the distance from the position of the vehicle to the end of the target path is greater than the lane change protection distance, the vehicle may be guided to slow down in advance or even stop waiting before reaching the lane change protection distance position, so as to find a lane change at a proper time. Even if the vehicle fails to change lanes for the first time, when the distance from the position of the vehicle to the end of the target path is greater than the distance D required by the vehicle to change lanes each time, lane changing attempts can be performed.

By adopting the distance setting, missing of lane changing time can be avoided in a scene with dense traffic flows of multiple lanes, the lane changing success rate is improved, and the end-to-end accessibility of the automatic driving task from the departure point to the destination point is ensured.

The first lane change reminding and the second lane change reminding can be voice reminding, visual icon display reminding or text reminding, for example, text rolling reminding and the like can be carried out on a display screen of a vehicle machine, and the scheme is not particularly limited.

It should be noted that the second lane change reminder and the first lane change reminder may be reminded in different forms, or may be reminded in the same form, which is not specifically limited in this scheme. For an automatic driving vehicle and system, the second lane change reminding and the first lane change reminding can also be to directly conduct decision guiding or motion control on the vehicle, and the system does not have the characteristics that a human driver can intuitively sense.

By introducing the lane change protection distance and combining with the cut lane-level planning path, the vehicle is guided to complete continuous lane change for a plurality of times in the automatic driving process, and the end-to-end accessibility of the automatic driving task from the departure point to the destination point is ensured.

In particular, in a multi-lane complex traffic scene, if the traffic flow in the target lane is dense, the lane change protection distance can guide the vehicle to slow down in advance or even stop waiting until a proper lane change time appears in the target lane, so that the lane change time is prevented from being missed, and the success rate of the lane change of the vehicle and the reliability of guiding the vehicle to run are improved.

According to the lane changing attribute of each path in the K paths from the departure point to the destination point, the number of changing passes required from the destination point to each path and the distance required by the vehicle to complete the changing of the lane each time, the first cutting area parameter of each path in the K paths is determined, and then K 'reference paths are determined, and in the running process of the vehicle, the target path is acquired from the K' reference paths in real time so as to guide the running of the vehicle.

By determining the corresponding regional parameters to be cut when the vehicle leaves any path, the vehicle can be ensured to leave the path and finally reach the target point when traveling based on the navigation guidance of the target path.

Example 1

Referring to fig. 5, an application scenario diagram of a method for guiding a vehicle to travel according to an embodiment of the present application is shown. The application scene is an end-to-end reachable high-speed down ramp scene.

As shown in FIG. 5, the application scene is composed of four-lane expressways 1-1, 1-2, 1-3, 1-4, 2-1 and a ramp road 1-5 at the expressway exit. Wherein the cases of primary lane merging and primary lane splitting occur in the roads 1-2 and 1-4, respectively, and the lane lines between the lane 2 and the lane 3 of the roads 1-2, 1-3, 1-4 are changed from the broken lines to the solid lines. In this scenario, the vehicle needs to complete the autopilot mission from lane 4 of road 1-1 to lane 1 of road 1-5, and multiple lane changes may need to be completed due to road traffic conditions in completing the prescribed autopilot route.

The present embodiment may be executed by an in-vehicle apparatus (e.g., a car machine), and may also be executed by a terminal device such as a mobile phone, a computer, or the like. The present embodiment is not particularly limited thereto. Referring to fig. 6, the method for guiding the vehicle to travel includes steps S601 to S607, specifically as follows:

s601, obtaining K paths from a departure point to a destination point of a vehicle according to a path planning result;

For example, the vehicle obtains the path planning result from the path planning module.

As shown in fig. 5, the road-level global path planning result from the departure point to the destination point is: road 1-1, road 1-2, road 1-3, road 1-4, road 1-5, which can be denoted as R1-1, R1-2, R1-3, R1-4, R1-5.

The lane-level global path planning result includes 5 paths:

path 1: the longitudinal communication of lanes 1 of roads 1-1, 1-2, 1-3 and 1-4 is recorded as follows: R1-1L 1- & gt R1-2L 1- & gt R1-3L 1- & gt R1-4L1;

path 2: the road is formed by longitudinally communicating lanes 2 of roads 1-1, 1-2, 1-3 and 1-4, and is marked as follows: R1-1L 2- & gt R1-2L 2- & gt R1-3L 2- & gt R1-4L2;

path 3: the longitudinal communication of lanes 3 of roads 1-1, 1-2, 1-3 and 1-4 is recorded as follows: R1-1L 3- & gt R1-2L 3- & gt R1-3L 3- & gt R1-4L3;

path 4: the longitudinal communication of the lanes 4 of the roads 1-1 and 1-2 and the lanes 3 of the roads 1-3 is recorded as follows: R1-1L 4- & gt R1-2L 4- & gt R1-3L3;

path 5: is formed by longitudinally communicating lanes 3 of roads 1-3, lanes 4 of roads 1-4 and lanes 1 of roads 1-5, and is marked as: R1-3L 3- & gtR 1-4L 4- & gtR 1-5L1.

S602, establishing a road-lane-path corresponding relation according to lanes contained in the K paths and the road belonging relation corresponding to the K paths;

According to the lane and the road belonged relation contained in each path, the corresponding relation of the road-lane-path is established, the positions of the starting position and the ending position of each path in the road-level global planning result are obtained, the driving-in and driving-out information is established for each path, the starting position and the ending position of the path and the front-back relative sequence in the road sequence are recorded, and the following table II shows:

watch II

As can be seen from the above table, first, paths 1, 2, 3, 4 all start from the start point of road 1-1, and then path 5 starts from the start point of road 1-3; where path 4 ends at the end of road 1-3, paths 1, 2, 3 end at the end of road 1-4, and finally path 5 ends at the end of road 1-5.

S603, backward searching: from the destination point to each path, calculating K first clipping region parameters when the vehicle leaves from all paths in a backward direction;

specifically, according to the road-lane-path correspondence, lane changing attribute of each path in the K paths, number of changing passes required from a destination point to each path, and distance required for each time of finishing changing of the lane by the vehicle, K first cutting area parameters are determined, and the K first cutting area parameters are in one-to-one correspondence with the K paths.

The first clipping region parameter includes a first clipping position and a first clipping length for lane change to travel away from each path.

As an alternative implementation manner, the average running speed of the lane changing process of the vehicle is set to be 15km/h, the lane changing process needs to be completed for 6s, and the distance D required by the vehicle to complete lane changing each time can be expressed as follows:

D＝15/3.6*6m＝25m；

it should be noted that, in the embodiment of the present application, only 25m is taken as an example for illustration, and any other distance may be used, and the present scheme is not particularly limited thereto.

When the automatic driving vehicle makes a lane change between two adjacent paths, setting that the two paths should each contain a continuous lane change region with a distance D enough to complete the lane change, the first cutting length is the distance from the corresponding position of the lane change ending point on the path to the first cutting position, and the distance from the lane change starting point to the lane change ending point is the distance D needed for the lane change, so that the first cutting position of the current path is the end of the path, and the distance from the corresponding position of the lane change ending point of the path to the end of the path, namely the first cutting length D corresponding to the path _TailCut ^Current ：

D _TailCut ^Current ＝D _TailLoc ^Current -D；

Wherein D is _TailLoc ^Current Indicating the distance from the corresponding position on the path of the lane change starting point driving off the path to the end of the path. Meanwhile, since the lane change starting point of the driving-off path is also the position of the lane change ending point of the last driving-off of the adjacent lane, the following steps are performed:

D _TailLoc ^Current ＝D _TailCut ^Neighbor ；

And obtaining a first cutting position and a first cutting length of each path for lane change driving-away by performing backward search calculation based on the number of lane change times required from the destination point to each path.

S604, forward search: from the departure point to each path, calculating K second cutting area parameters when the vehicle is driven into all paths in the forward direction;

specifically, according to the road-lane-path correspondence, lane changing attribute of each path in the K paths, number of changing passes required from a departure point to each path, and distance required for each time of finishing changing of the lane by the vehicle, determining K second cutting area parameters, where the K second cutting area parameters are in one-to-one correspondence with the K paths.

The second crop area parameter includes a second crop position and a second crop length for lane-changing into each path.

When the automatic driving vehicle enters the lane change between two adjacent paths, the two paths are set to contain continuous lane change areas with a distance D enough to complete the lane change, the second cutting length is the distance from the corresponding position of the lane change start point to the second cutting position on the path, and the distance from the lane change start point to the lane change end point is the distance D needed by the lane change, so the second cutting position of the current path is the starting point of the path, and the distance from the corresponding position of the lane change start point to the starting point of the path, namely the second cutting length D _HeadCut ^Current ：

D _HeadCut ^Current ＝D _HeadLoc ^Neighbor ；

Wherein D is _HeadLoc ^Neighbor The distance from the corresponding position of the lane change end point of the adjacent path to the start end of the path is expressed, and the following steps are:

D _HeadLoc ^Neighbor ＝D _HeadCut ^Neighbor +d. That is, the scheme also performs forward search calculation based on the number of switching passes required from the departure point to each path, and obtains a second clipping position and a second clipping length of switching entry of each path. Based on the backward search and the forward search of each path, the clipping region parameter of each path can be obtained.

As shown in fig. 5, in this embodiment, the total road length of the roads 1-1, 1-2, 1-3, 1-4 is set to 200m, where the solid line length in the left two and three lanes of the roads 1-2, 1-3, 1-4 is 120m.

As shown in fig. 7, forward search: the autonomous vehicle starts from lane 4 of road 1-1, so the vehicleThe path 4 is driven in without changing the path, i.e. the path 4 is not cut, i.e. the second cutting position is the starting point of the path 4 and the second cutting length is D _HeadCut ^Route4 =0.0m, and the distance D from the end point of the next lane change to the second clipping position of path 4 _HeadLoc ^Route4 ＝0.0m。

The vehicle enters the path 3 to drive into the left lane change through the path 4, the second cutting positions of the path 3 and the path 4 are the starting points (same positions) of the path, the lane line between the starting ends of the path 3 and the path 4 is a broken line with the length of 200m, so that the driving-in lane change starting point of the path 3 corresponds to the lane change ending point position of the path 4, and the second cutting length of the path 3 is D _HeadCut ^Route3 ＝D _HeadLoc ^Route4 =0.0m, but the distance from the position where the vehicle completes the lane change to reach the path 3 (i.e. enters the lane change end point) to the second clipping position of the path 3 is D _HeadLoc ^Route3 ＝D _HeadCut ^Route3 +D＝25m<200m。

Similarly, the vehicle is required to drive into the path 2 by changing lanes to the left through the path 3, the second clipping positions of the path 2 and the path 3 are the starting points (same positions) of the path, the lane lines between the starting ends of the path 2 and the path 3 are dotted lines, and the length is 200-120=80 m, and the driving-in lane changing starting point of the path 2 corresponds to the lane changing ending point position of the path 3, so the second clipping length of the path 2 is D _HeadCut ^Route2 ＝D _HeadLoc ^Route3 =25m, and the distance from the end point of the drive-in lane-change to the second cutting position of the path 2 is D _HeadLoc ^Route2 ＝D _HeadCut ^Route2 +D＝50m<80m。

The vehicle driving into the path 1 needs to drive into the path 2 by changing lanes leftwards, the second cutting positions of the path 1 and the path 2 are the starting points (same positions) of the path, the lane line between the starting ends of the path 1 and the path 2 is a dotted line, the length is 200m, and the second cutting length of the path 1 is D _HeadCut ^Route1 ＝D _HeadLoc ^Route2 =50m, a distance D from the end point of the drive-in lane-change to the second cutting position of the path 1 _HeadLoc ^Route1 ＝D _HeadCut ^Route1 +D＝75m<200m。

In addition, since the path 5 and the path 3 are generated by the lane splitting in the roads 1 to 3, and both the path 5 and the path 3 include the overlapping portions in the roads 1 to 3, the vehicle is not required to make a lane change from the path 3 to the path 5, so the second clipping position of the path 5 is the start point of the path 5, and the second clipping length and the distance from the end point of the lane change to the second clipping position of the path 5 are: d (D) _HeadCut ^Route5 ＝D _HeadLoc ^Route5 ＝0.0m。

Backward search: the destination point of the automatic driving task is the lane 1 of the roads 1-5, so that the path 5 can finally reach the destination point, the automatic driving vehicle does not need to change lanes when leaving the path 5, so that the path 5 does not need to be cut, i.e. the first cutting position of the path 5 is the end of the path 5, and the first cutting length is D _TailCut ^Route5 =0.0m, and the distance from the start point of the secondary channel to the end of the path is D _TailLoc ^Route5 ＝0.0m。

The vehicle is required to leave from the path 5 by switching to the right when running on the path 3, the switching start point of the path 5 is behind the end of the path 3, the lane line between the end of the path 3 and the path 5 is a broken line with the length of 200m, but the area D required for switching is reserved in the path 3 and the path 5 at the same time, so that the first cutting position of the path 3 is the end of the path 3 and the first cutting length is D _TailCut ^Route3 =0.0m, but the distance from the lane change start point of the path 3 to the first clipping position of the path 3 is D _TailLoc ^Route3 ＝D _TailCut ^Route3 +D＝25m<200m。

Similarly, when the vehicle is driving on the path 2, the vehicle needs to travel away from the path 3 by switching to the right, and the first cutting positions of the path 2 and the path 3 are both the tail ends (same positions) of the path, but a long solid line area exists between the tail ends of the path 2 and the path 3, the lane switching is not performed, the length is 120m, and the second cutting length of the path 2 is D _TailCut ^Route2 ＝D _TailLoc ^Route3 +(D _disable -D _TailLoc ^Route3 ) =120m, drive-off exchangeThe distance from the track start point to the first clipping position of the path 2 is D _TailLoc ^Route2 ＝D _TailCut ^Route2 +D＝145m>120m, and D _TailLoc ^Route2 <200m。

When the vehicle is running on the path 1, the vehicle needs to change the lane to the right to leave the path 2, the first cutting positions of the path 1 and the path 2 are the tail ends (same positions) of the path, the lane line between the tail ends of the path 1 and the path 2 is a broken line, the length is 200m, and the first cutting length of the path 1 is D _TailCut ^Route1 ＝D _TailLoc ^Route2 145m, distance D from the lane change start point to the first clipping position of path 1 _TailLoc ^Route1 ＝D _TailCut ^Route1 +D＝170m<200m。

Similarly, since path 4 and path 3 are generated by lane merging in road 1-2, path 4 and path 3 both include overlapping portions in road 1-2, and the travel from path 4 through path 3 does not require lane change, the first clipping position of path 4 is the end of path 4, and the first clipping length and the distance from the lane change start point to the first clipping position of path 4 are: d (D) _TailCut ^Route4 ＝D _TailLoc ^Route4 ＝0.0m。

The total length of each path, the second clipping length, the distance from the entry-to-lane-change end point to the second clipping position, the first clipping length, the distance from the entry-to-lane-change start point to the first clipping position are shown in table three below.

Watch III

S605, cutting areas: screening reasonable paths which can be driven in and driven out, and cutting redundant lane change areas according to lane change positions;

According to the table, the first cutting length and the second cutting length of the paths 3, 4 and 5 are 0.0m, so that the three paths are reasonable paths which can be driven in and driven out; the second cut length of path 2 is 25m and the first cut length is 120m, becauseThe path 2 needs to cut the region 25m after the start point and the region 120m before the end point, and only the region 25-80 m from the start point can be reserved, so the length D is reserved _Δ ＝D _Total -D _HeadCut -D _TailCut ＝55m>2*D =50m, i.e. the target reserve length, is sufficient to complete the twice lane change behavior of a lane change in and a lane change out.

The first cut length of path 1 is 50m, the second cut length is 145m, and the remaining length D is 200m _Δ ＝D _Total -D _HeadCut -D _TailCut ＝5m<2*D =50m, i.e. the target reserve length, is insufficient to complete the twice lane change behavior of the lane change in and out, so path 1 is an unreasonable path of the type where the end point of the in lane change is after the start point of the in lane change, and needs to be deleted.

S606, topology inspection: splicing the topologically connected paths, and deleting repeated paths;

and obtaining K paths after cutting after deleting the unreasonable paths, performing topology inspection on the remaining K paths, and determining whether repeated short paths completely contained by other paths exist in the remaining paths or not and whether a plurality of sections of short paths which are connected in a beginning-end topology or not. And splicing the multiple sections of short paths connected with each other in the beginning and the end of topology through topology inspection to obtain a complete long path, deleting repeated short paths completely contained by other paths, deleting paths which are not communicated with the topology, and further obtaining K' reference paths.

Each path in the K' reference paths can be transversely communicated through a reserved lane change area, and the vehicle can reach each path from a departure point by traveling along the path or lane change and reach a destination point from each path by traveling along the path or lane change. Therefore, the topology connectivity of each path after clipping is not problematic.

As shown in fig. 7, 4 paths 2, 3, 4 and 5 are obtained after the unreasonable paths are deleted, topology inspection is performed on the 4 paths, and it is determined that there are no repeated short paths completely contained by other paths and there are no multi-segment short paths with topology connection between the start and the end. Through topology inspection, each path in the 4 paths can be transversely communicated through a reserved lane change area, and a vehicle can reach each path from a departure point by traveling along the path or lane changing and reach a destination point from each path by traveling along the path or lane changing. Therefore, the topological connectivity of each path in the 4 paths after clipping is not problematic. Thus, 4 reference paths, i.e. paths 2, 3, 4, 5 after clipping and processing, are obtained.

S607, real-time navigation: outputting the cut lane-level path planning result, and guiding the vehicle to continuously change lanes by combining the lane change protection distance.

When the vehicle is located at a first position, acquiring a target path from the K' reference paths, wherein the target path comprises a first path, and the first path is the path where the first position is located, and the first position is any position between the departure point and the destination point; the target path further comprises a second path, the second path is a path which is intersected with a first straight line except the first path in the K' reference paths, the first straight line is a straight line which passes through the first position and is perpendicular to the road direction where the first position is located, and the running direction of the second path is consistent with the running direction of the first path.

When the vehicle travels to any position between the departure point and the destination point, a target path is acquired from the above K' reference paths so as to guide the vehicle to acquire a travel route from the target path.

As an alternative implementation, in order to ensure that the autonomous vehicle can successfully complete the lane change, the last lane change on a certain path should be triggered before the autonomous vehicle approaches the end of the lane change area by a certain distance (the distance D required for each lane change of the vehicle). Otherwise, if the vehicle does not complete the last lane change when reaching the end of the path, the vehicle will deviate from the lane-level planned route at the last time or cannot complete the automatic driving task.

Therefore, the lane change protection distance introduced in the scheme is the set distance to the tail end of the lane change area of the path, and can be a fixed empirical distance value or a certain distance value related to the speed of the vehicle. The present embodiment is not particularly limited thereto.

Optionally, the lane change protection distance value is greater than a distance required for a single lane change. For example, setting a lane change protection distance D _Protection =30m. As shown in fig. 5, in the real-time automatic driving process, when the automatic driving vehicle changes lanes from the path 3 to the path 2, and the vehicle travels forward along the path 2 to the position 50m away from the starting point (the lane change area after the path is cut is 25-80 m away from the starting point), the vehicle finishes lane change to the right into the path 3 as soon as possible because the remaining driving distance is closer to the lane change protection distance.

If the vehicle does not find a proper time to finish lane changing in the process, the vehicle gradually decelerates or even slowly parks to find a time to perform lane changing to the right; once the appropriate lane change opportunity is found, the lane change out of path 2 will be accelerated.

Because the lane change protection distance is larger than the single lane change distance, if the vehicle is forced back to the original lane by the vehicle in the lane change process, the lane change can be tried again in the process that the residual travelable length is longer than the single lane change distance (namely, the residual travelable distance is 25-30 m).

By adopting the method, in a multi-lane complex traffic scene, the lane change protection distance can guide the vehicle to decelerate in advance or even stop waiting under the condition of dense traffic flow of a target lane until proper lane change time appears in the target lane, so that the lane change time is prevented from being missed; the vehicle can be ensured to perform multiple lane changing attempts, and the lane changing success rate in the dynamic traffic scene is improved.

Example two

Fig. 8 is a schematic application scenario diagram of another embodiment provided in the embodiments of the present application. In the application scene, after the vehicle starts, the vehicle turns left from the first intersection, then runs through the short road of four lanes, and turns right to reach the destination point through the second intersection to finish the automatic driving task.

The present embodiment will be specifically described below.

The vehicle machine obtains 8 lane-level global planning paths between a departure point and a destination point of the vehicle, as shown in each path in fig. 8.

According to the high-precision map topology and lane changing attributes, all lanes included in the roads forming all paths are longitudinally communicated, and then original lane changing areas of all paths are generated; and establishing a road-lane-path corresponding relation according to the lanes contained in each path and the road belonging relation thereof, and obtaining the distance from the starting position of each path to the starting end of the corresponding lane and the distance from the ending position of the path to the tail end of the corresponding lane.

The establishment of the road-lane-path correspondence relationship can refer to the foregoing embodiments, and is not described herein.

Forward and backward searches:

taking the automatic driving vehicle as an example in the scenario of fig. 8, the lane changing capability of the vehicle is the same as that of the first embodiment, for example, the distance D required for single lane changing is 25m. In this embodiment, the total length of the short road in the two intersections is set to 120m, where the length of the solid line near the second right turn intersection is set to 60m.

In this second embodiment, the method for determining the first clipping region parameters and the second clipping region parameters of the paths 1, 2, 7, 8 is the same as that of the first embodiment, and the determination of the first clipping region parameters and the second clipping region parameters of the paths 3, 4, 5, 6 is not affected, and the backward search of the paths 1, 2 and the forward search process of the paths 7, 8 will not be repeated here.

Forward search:

the vehicle starts from the starting point of the path 1, so that the second clipping position of the path 1 is the starting point of the path 1, the second clipping length D _HeadCut ^Route1 =0.0m, distance D from the end point of the drive-in lane change to the second cutting position of the path 1 _HeadLoc ^Route1 ＝0.0m。

The path 2 needs to be driven into the left lane by the path 1, so the second cutting position of the path 2 is the starting point of the path 2, and the second cutting length is D _HeadCut ^Route2 ＝D _HeadLoc ^Route1 =0.0m, distance D from the end point of the drive-in lane-change to the second cutting position of the path 2 _HeadLoc ^Route2 ＝D _HeadCut ^Route2 +D＝25m。

Path 3 is a pathThe path 2 is shifted to the left and driven in, so that the second cutting position of the path 3 is the starting point of the path 3 and the second cutting length is D _HeadCut ^Route3 ＝D _HeadLoc ^Route2 =25m, a distance D from the end point of the drive-in lane-change to the second cutting position of the path 3 _HeadLoc ^Route3 ＝D _HeadCut ^Route3 +D＝50m。

The path 4 needs to be driven into by the path 3 to change the track right, and the driving-in track changing end point of the path 3 corresponds to the front of the path starting point of the path 4, so that the second cutting position of the path 4 is the starting point of the path 4, and the second cutting length is D _HeadCut ^Route4 =0.0m, distance D from the end point of the drive-in lane change to the second cutting position of the path 4 _HeadLoc ^Route4 ＝D _HeadCut ^Route4 +D＝25m。

The path 5 needs to be switched to the right through the path 4 to enter, so that the second cutting position of the path 5 is the starting point of the path 5, and the second cutting length is D _HeadCut ^Route5 ＝D _HeadLoc ^Route4 =25m, a distance D from the end point of the drive-in lane-change to the second cutting position of the path 5 _HeadLoc ^Route5 ＝D _HeadCut ^Route5 +D＝50m。

The path 6 needs to be switched to the right through the path 5 to enter, so that a second cutting position of the path 6 is a starting point of the path 6, and a second cutting length is D _HeadCut ^Route6 ＝D _HeadLoc ^Route5 =50m, a distance D from the end point of the drive-in lane change to the second cutting position of the path 6 _HeadLoc ^Route6 ＝D _HeadCut ^Route6 +D＝75m。

Backward search:

the end point of the autopilot task is the end point of the path 6, so that the autopilot vehicle does not need to change lanes from the path 6, so that the path 6 does not need to be cut, i.e. the first cutting position of the path 6 is the end of the path 6 and the first cutting length is D _TailCut ^Route6 =0.0m, and drive away from the lane change start point to the first clipping position of path 6 by a distance D _TailLoc ^Route6 ＝0.0m。

The path 5 is required to leave from the path 6 by switching right to the path 6, and a section of solid line is arranged between the path 6 and the right-turn intersection, so that the first cutting position of the path 5 is the tail end of the path 5, the driving-off switching start point of the path 6 is after the tail end of the path 5, and the first cutting length is D _TailCut ^Route5 ＝D _disable =60 m, drive-off lane-change start point to the first clipping position of path 5 by a distance D _TailLoc ^Route5 ＝D _TailCut ^Route5 +D＝85m。

If the path 4 needs to be switched to the right and the path 5 is driven away, the first cutting position of the path 4 is the end of the path 4 (the same position as the path 5), and the first cutting length is D _TailCut ^Route4 ＝D _TailLoc ^Route5 =85m, drive-away lane-change start point to first clipping position of path 4 of distance D _TailLoc ^Route4 ＝D _TailCut ^Route4 +D＝110m。

If the path 3 needs to be changed to the right and the path 4 is driven away, the first cutting position of the path 3 is the end of the path 3 (the same position as the path 4), and the first cutting length is D _TailCut ^Route3 ＝D _TailLoc ^Route4 =110m, drive away lane change start point to first clipping position of path 3 by distance D _TailLoc ^Route3 ＝D _TailCut ^Route3 +D＝135m。

Region clipping:

the reserved lengths of the paths 4 and 5 after the first clipping length and the second clipping length are respectively: d (D) _Δ ＝D _Total –(D _HeadCut +D _TailCut )＝120m–85m＝35m<2*D, both paths are not sufficient to complete the continuous lane change behavior of lane change in and then lane change out, so paths 4, 5 are unreasonable paths of the type of the end point of the lane change after the start point of the lane change, and need to be deleted. To sum up, only paths 1, 2, 3, 6, 7, 8 remain after each path is cut.

Topology inspection:

each cut path has no repeated short path completely contained by other paths and no multi-section short path with connected start and end topology, but the paths 4 and 5 are deleted because of entering the lane change ending point and the lane change ending point are deleted, so that the rest paths 1, 2 and 3 and the paths 6, 7 and 8 cannot be communicated, and the own vehicle cannot travel along the paths or the lane change from the starting point to the end point. Therefore, the topology connectivity check of each path after clipping has the problem of topology non-connectivity.

As an alternative implementation, the distance D required by the single channel change is adjusted, and the adjustable distance D required by the single channel change is adopted _min <D<D _max D in the present embodiment _min 15m (minimum distance at which vehicle type kinematics and dynamics can complete lane change), i.e. using D for lane change on approach 3, lane change on approach 4 and approach 5, lane change on approach 6 _min As a single lane change distance, then:

forward search update:

path 4: d (D) _HeadCut ^Route4 ＝0.0m，D _HeadLoc ^Route4 ＝D _HeadCut ^Route4 +D _min ＝15m；

Path 5: d (D) _HeadCut ^Route5 ＝D _HeadLoc ^Route4 ＝15m，D _HeadLoc ^Route5 ＝D _HeadCut ^Route5 +D _min ＝30m；

Path 6: d (D) _HeadCut ^Route6 ＝D _HeadLoc ^Route5 ＝30m，D _HeadLoc ^Route6 ＝D _HeadCut ^Route6 +D _min ＝45m。

Backward search update:

path 5: d (D) _TailCut ^Route5 ＝D _disable ＝60m,D _TailLoc ^Route5 ＝D _TailCut ^Route5 +D _min ＝75m；

Path 4: d (D) _TailCut ^Route4 ＝D _TailLoc ^Route5 ＝75m,D _TailLoc ^Route4 ＝D _TailCut ^Route4 +D _min ＝90m；

Path3：D _TailCut ^Route3 ＝D _TailLoc ^Route4 ＝90m,D _TailLoc ^Route3 ＝D _TailCut ^Route3 +D _min ＝105m。

Region clipping:

the retention lengths of paths 4 and 5 after cutting the first cutting length and the second cutting length are: d (D) _Δ ＝D _Total -(D _HeadCut +D _TailCut )＝120m–75m＝45m>2*D _min Therefore, the two paths are continuous lane changing behaviors that lane changing can be completed, and lane changing is carried out to the lane changing operation, and deletion is not needed.

That is, after the clipping calculation is performed with the initial distance required for completing the lane change each time, if no reference paths meeting the requirements exist, or the number of the reference paths is smaller than a preset value, the distance required for completing the lane change each time of the vehicle can be adjusted according to the vehicle performance, and then the first clipping area parameter and the second clipping area parameter are locally recalculated for the paths with non-connected topology, so that the reference paths meeting the requirements are ensured to be obtained.

For example, if the number K 'of the reference paths is 0, the distance required by the vehicle to complete lane changing each time is automatically adjusted, and the local topological non-connected area caused by cutting is re-cut to obtain a repaired reasonable path after cutting, so that the number K' of the reference paths is ensured to be greater than 0.

The above-mentioned local topology non-connected region refers to a region composed of completely cut road segments in the road-level global path planning result, and the completely cut road segments refer to road segments in which none of the lanes contained in the road segments is contained in K' reference paths.

By adopting the method, the integrity and connectivity of the reference path are ensured, and the reliability and accuracy of path guidance are improved.

When the vehicle is located at a first position, a target path is obtained from the reference path, wherein the target path comprises a first path, the first path is the path where the first position is located, and the first position is any position between the departure point and the destination point.

The target path may further include a second path, where the second path is a path intersecting a first straight line, which is a straight line passing through the first position and perpendicular to a road direction in which the first position is located, among the K' reference paths, and a traveling direction of the second path is identical to a traveling direction of the first path.

When the vehicle travels to any position between the departure point and the destination point, a target path is acquired from the above-described reference path so as to guide the vehicle to acquire a travel route from the target path.

Referring to fig. 9, a schematic structural diagram of a device for guiding a vehicle to travel according to an embodiment of the present application is shown. The device comprises: the first acquiring module 901, the first determining module 902, the second determining module 903 and the second acquiring module 904 are specifically as follows:

the first obtaining module 901 is configured to obtain K paths from a departure point to a destination point of the vehicle according to a path planning result;

a first determining module 902, configured to determine a first clipping area parameter of each of the K paths according to a lane changing attribute of each of the K paths, a number of changing passes required from a destination point to each path, and a distance required for the vehicle to complete changing a lane each time, where the first clipping area parameter is a corresponding area parameter to be clipped when the vehicle leaves any current path;

A second determining module 903, configured to determine K' reference paths according to the road lengths of the K paths and the first clipping region parameter of each path in the K paths;

and the second obtaining module 904 is configured to obtain a target path from the K' reference paths when the vehicle is located at a first position, so as to guide navigation of the vehicle or a user located on the vehicle, where the target path includes a first path, and the first path is a path where the first position is located, and the first position is an arbitrary position between the departure point and the destination point.

According to the lane changing attribute of each path in the K paths from the departure point to the destination point, the number of changing passes required from the destination point to each path and the distance required by the vehicle to complete the changing of the lane each time, the first cutting area parameter of each path in the K paths is determined, and then K 'reference paths are determined, and in the running process of the vehicle, the target path is acquired from the K' reference paths in real time so as to guide the running of the vehicle. By determining the corresponding regional parameters to be cut when the vehicle leaves any path, the vehicle can be ensured to leave the path and finally reach the destination point when running based on the navigation guidance of the target path.

By adopting the method, the reliability of the path guidance and the lane changing success rate of the automatic driving system are improved, meanwhile, the path guidance is independent of any intersection information, the path guidance can play a role in intersection and non-intersection scenes, and the application range of the path guidance is enlarged.

As an optional implementation manner, the target path further includes a second path, where the second path is a path intersecting a first straight line, other than the first path, in the K' reference paths, and the first straight line is a straight line passing through the first position and perpendicular to a road direction where the first position is located, and a running direction of the second path is consistent with a running direction of the first path.

The target path in this embodiment of the present application further includes all other paths intersecting the first straight line except the first path in the K' reference paths. By adopting the means, the selectivity of the target path is increased, the completeness of the target path is ensured, and the degree of freedom of the vehicle to make a driving decision under the guidance of the real-time path is improved.

As an alternative implementation, the apparatus further includes: the establishing module is used for establishing a road-lane-path corresponding relation according to lanes contained in the K paths and roads corresponding to the K paths; the first determining module is further configured to: and determining a first cutting area parameter of each path in the K paths according to the corresponding relationship of the road, the lane-to-path, the lane-to-lane attribute of each path in the K paths, the number of times of lane changing required from a destination point to each path and the distance required by the vehicle to finish lane changing each time.

According to the embodiment of the application, the first clipping region parameter of each path in the K paths is determined by establishing the corresponding relationship of the road, the lane and the path. By adopting the method, each path can be intuitively and orderly searched and calculated, and the efficiency of calculating the path cutting area parameters is effectively improved.

As an optional implementation manner, the apparatus further includes a third determining module, configured to: determining a second cutting area parameter of each path in the K paths according to lane changing attribute of each path in the K paths, number of changing passes required from a departure point to each path and distance required by the vehicle to complete changing each time, wherein the second cutting area parameter is a corresponding area parameter to be cut when the vehicle drives into any path; the second determining module is further configured to: and determining K' reference paths according to the road length of the K paths, the first clipping region parameters of each path in the K paths and the second clipping region parameters of each path in the K paths.

In the embodiment of the application, the second clipping region parameter of each of the K paths is determined based on the number of switching passes required from the departure point to each path, and further K' reference paths are determined based on the first clipping region parameter of each of the K paths and the second clipping region parameter of each of the K paths. By determining the corresponding regional parameters to be cut when the vehicle drives into any path and the corresponding regional parameters to be cut when the vehicle drives out of any path, the vehicle can be ensured to drive into the path from the departure point and drive out of the path to reach the destination point, and by adopting the means, the reliability of path guiding is improved.

As an optional implementation manner, the first clipping region parameter includes a first clipping position and a first clipping length, the second clipping region parameter includes a second clipping position and a second clipping length, and the second determining module 903 is further configured to:

obtaining K paths after cutting according to the road length of the K paths, the first cutting position and the first cutting length of each path in the K paths, the second cutting position and the second cutting length of each path in the K paths, wherein the road length of each path in the K paths is not smaller than the target reserved length of the path, and the target reserved length of each path is determined according to the distance required by the vehicle to finish channel changing each time, the number of channel changing required from a destination point to the path and the number of channel changing required from a departure point to the path;

and determining K ' reference paths according to the K ' paths, wherein each path in the K ' reference paths is a path which is in topological communication from the departure point to the destination point.

According to the embodiment of the application, K paths are cut based on the first cutting position and the first cutting length of each path in the K paths, the second cutting position and the second cutting length of each path in the K paths, so that K' cut reasonable paths are obtained; and performing topology inspection on the K 'cut reasonable paths to obtain K' reference paths which are in topological communication from the departure point to the destination point. By adopting the method, the integrity and connectivity of the reference path are ensured, and the reliability and accuracy of path guidance are improved.

As an optional implementation manner, the determining K 'reference paths according to the K "paths may be by deleting paths that are topologically not connected from a start point to a destination point in the K" paths, splicing multiple short paths that are topologically connected to each other to obtain a long path, deleting repeated short paths that are completely contained by other paths, and finally obtaining K' reference paths.

If the number K 'of the reference paths is 0, the distance required by the vehicle for finishing lane changing each time is automatically adjusted, and the local topological non-connected area caused by cutting is cut again to obtain a repaired reasonable path after cutting, so that the number K' of the reference paths is ensured to be larger than 0.

The above-mentioned local topology non-connected region refers to a region composed of completely cut road segments in the road-level global path planning result, and the completely cut road segments refer to road segments in which none of the lanes contained in the completely cut road segments is contained in the K' reference paths.

As an optional implementation manner, the road corresponding to the K paths includes at least two segments, the second clipping region parameter includes a second clipping position and a second clipping length, and the third determining module is further configured to: acquiring a second cutting position and a second cutting length of each path in a first section of the at least two sections of roads according to the lane changing attribute of each path in the first section of the at least two sections of roads, the number of times of changing the path required from a departure point to each path in the first section of roads and the distance required for the vehicle to complete changing the path each time; confirming whether a second road in the at least two sections of roads contains a new path or not, wherein the new path is a path except the path in the first section of road, and the second road is connected with the first section of road in a front-back topology; if the second section of road comprises a new path, acquiring a second cutting position and a second cutting length of the new path in the second section of road according to lane changing attribute of the new path in the second section of road, the number of times of changing the path required by the vehicle from a second cutting position of the path adjacent to the left and right of the new path in the first section of road to the new path, and the distance required by the vehicle to complete the changing of the path each time; the second clipping region parameters of the K paths comprise a second clipping position and a second clipping length of each path in the first section of road, and a second clipping position and a second clipping length of the newly-added path in the second section of road.

According to the method and the device, whether the paths connected in the front-back topology comprise the newly added paths or not is confirmed, the newly added paths in each section of the paths are processed, and therefore the second cutting position and the second cutting length of each path are obtained. By adopting the method, the path searching efficiency is improved, and the calculation amount for acquiring the parameters of the clipping region is reduced.

As an optional implementation manner, the apparatus further includes a first lane change reminding module, configured to: and acquiring the corresponding residual travelable distance of each path in the target path so as to inform the vehicle or the user of carrying out first lane change reminding.

According to the method and the device for reminding the lane change advice, the remaining travelable distance corresponding to the target path is obtained, so that the first lane change advice reminding is carried out on the vehicle or the user in real time in the traveling process. By adopting the means, the vehicle or the user can know the residual travelable distance before lane change in real time and can carry out the travel decision according to the residual travelable distance, and the lane change decision capability and the user experience of the automatic driving system are improved.

As an optional implementation manner, the device further includes a second lane change reminding module, configured to: and when the vehicle is positioned at a second position on a third path, carrying out a second lane change reminding on the vehicle or a user, wherein the third path is any one of the target paths, and the second position is a position corresponding to the third path when the residual travelable distance is a preset distance.

According to the embodiment of the application, when the remaining travelable distance is the preset distance, the vehicle or the user is subjected to a second lane change reminding. The second lane change reminder may be a higher importance reminder. The preset distance may be a lane change protection distance, which may be determined by an average running speed of the vehicle, an average lane change time, driving experience, an autopilot system function design, etc. The lane change protection distance is understood to be the distance from the last lane change start position reserved by the vehicle to ensure that the last lane change is successfully performed to the end of each path when the vehicle approaches the end of each path in order to reach the destination point.

In this embodiment, the means for guiding the vehicle to travel is presented in the form of a module. "module" herein may refer to an application-specific integrated circuit (ASIC), a processor and memory that execute one or more software or firmware programs, an integrated logic circuit, and/or other devices that can provide the described functionality. Further, the above first acquisition module 901, first determination module 902, second determination module 903, and second acquisition module 904 may be implemented by the processor 1002 of the apparatus for guiding the vehicle to travel shown in fig. 10.

Fig. 10 is a schematic hardware structure of another device for guiding a vehicle to travel according to an embodiment of the present application. The apparatus 1000 for guiding a vehicle running shown in fig. 10 (the apparatus 1000 may be a computer device specifically) includes a memory 1001, a processor 1002, a communication interface 1003, and a bus 1004. The memory 1001, the processor 1002, and the communication interface 1003 are connected to each other by a bus 1004.

The Memory 1001 may be a Read Only Memory (ROM), a static storage device, a dynamic storage device, or a random access Memory (Random Access Memory, RAM).

The memory 1001 may store a program, and when the program stored in the memory 1001 is executed by the processor 1002, the processor 1002 and the communication interface 1003 are used to perform the respective steps of the method of guiding the vehicle to travel in the embodiment of the present application.

The processor 1002 may employ a general-purpose central processing unit (Central Processing Unit, CPU), microprocessor, application specific integrated circuit (Application Specific Integrated Circuit, ASIC), graphics processor (graphics processing unit, GPU) or one or more integrated circuits for executing associated programs to perform functions required by the elements in the vehicle-guiding apparatus of the present embodiments or to perform the method of guiding vehicle travel of the present method embodiments.

The processor 1002 may also be an integrated circuit chip with signal processing capabilities. In implementation, various steps of the method of guiding the vehicle to travel of the present application may be accomplished by instructions in the form of integrated logic circuits of hardware or software in the processor 1002. The processor 1002 may also be a general purpose processor, a digital signal processor (Digital Signal Processing, DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf programmable gate array (Field Programmable Gate Array, FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components. The disclosed methods, steps, and logic blocks in the embodiments of the present application may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of a method disclosed in connection with the embodiments of the present application may be embodied directly in hardware, in a decoded processor, or in a combination of hardware and software modules in a decoded processor. The software modules may be located in a random access memory, flash memory, read only memory, programmable read only memory, or electrically erasable programmable memory, registers, etc. as well known in the art. The storage medium is located in the memory 1001, and the processor 1002 reads information in the memory 1001, and in combination with hardware thereof, performs functions that need to be performed by units included in the apparatus for guiding a vehicle running in the embodiment of the present application, or performs a method for guiding a vehicle running in the embodiment of the method of the present application.

Communication interface 1003 enables communication between apparatus 1000 and other devices or communication networks using a transceiving apparatus such as, but not limited to, a transceiver. For example, data may be acquired through the communication interface 1003.

Bus 1004 may include a path to transfer information between elements of device 1000 (e.g., memory 1001, processor 1002, communication interface 1003).

It should be noted that although the apparatus 1000 shown in fig. 10 only shows a memory, a processor, a communication interface, those skilled in the art will appreciate that in a particular implementation, the apparatus 1000 also includes other devices necessary to achieve proper operation. Also, as will be appreciated by those skilled in the art, the apparatus 1000 may also include hardware devices that implement other additional functions, as desired. Furthermore, it will be appreciated by those skilled in the art that the apparatus 1000 may also include only the devices necessary to implement the embodiments of the present application, and not necessarily all of the devices shown in fig. 10.

The embodiment of the application also provides a chip system, which is applied to the electronic equipment; the system-on-chip includes one or more interface circuits, and one or more processors; the interface circuit and the processor are interconnected through a circuit; the interface circuit is configured to receive a signal from a memory of the electronic device and to send the signal to the processor, the signal including computer instructions stored in the memory; the electronic device performs the method when the processor executes the computer instructions.

The embodiment of the application also provides a device for guiding the vehicle to run, which comprises a processor and a memory; the memory is used for storing program codes, and the processor is used for calling the program codes to execute the method for guiding the vehicle to run.

Embodiments also provide a computer readable storage medium having instructions stored therein, which when run on a computer or processor, cause the computer or processor to perform one or more steps of any of the methods described above.

Embodiments of the present application also provide a computer program product comprising instructions. The computer program product, when run on a computer or processor, causes the computer or processor to perform one or more steps of any of the methods described above.

It will be clear to those skilled in the art that, for convenience and brevity of description, specific working procedures of the above-described systems, apparatuses and units may refer to corresponding procedures in the foregoing method embodiments, and are not repeated herein.

It should be understood that in the description of the present application, unless otherwise indicated, "/" means that the associated object is an "or" relationship, e.g., a/B may represent a or B; wherein A, B may be singular or plural. Also, in the description of the present application, unless otherwise indicated, "a plurality" means two or more than two. "at least one of" or the like means any combination of these items, including any combination of single item(s) or plural items(s). For example, at least one (one) of a, b, or c may represent: a, b, c, a-b, a-c, b-c, or a-b-c, wherein a, b, c may be single or plural. In addition, in order to clearly describe the technical solutions of the embodiments of the present application, in the embodiments of the present application, the words "first", "second", and the like are used to distinguish the same item or similar items having substantially the same function and effect. It will be appreciated by those of skill in the art that the words "first," "second," and the like do not limit the amount and order of execution, and that the words "first," "second," and the like do not necessarily differ. Meanwhile, in the embodiments of the present application, words such as "exemplary" or "such as" are used to mean serving as examples, illustrations, or descriptions. Any embodiment or design described herein as "exemplary" or "for example" should not be construed as preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "such as" is intended to present related concepts in a concrete fashion that may be readily understood.

In the several embodiments provided in this application, it should be understood that the disclosed systems, devices, and methods may be implemented in other manners. For example, the division of the unit is merely a logic function division, and there may be another division manner when actually implemented, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted or not performed. The coupling or direct coupling or communication connection shown or discussed with each other may be through some interface, device or unit indirect coupling or communication connection, which may be in electrical, mechanical or other form.

The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed over a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

In the above embodiments, it may be implemented in whole or in part by software, hardware, firmware, or any combination thereof. When implemented in software, may be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When loaded and executed on a computer, produces a flow or function in accordance with embodiments of the present application, in whole or in part. The computer may be a general purpose computer, a special purpose computer, a computer network, or other programmable apparatus. The computer instructions may be stored in or transmitted across a computer-readable storage medium. The computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center by a wired (e.g., coaxial cable, fiber optic, digital subscriber line (digital subscriber line, DSL)) or wireless (e.g., infrared, wireless, microwave, etc.). The computer readable storage medium may be any available medium that can be accessed by a computer or a data storage device such as a server, data center, etc. that contains an integration of one or more available media. The usable medium may be a read-only memory (ROM), or a random-access memory (random access memory, RAM), or a magnetic medium, such as a floppy disk, a hard disk, a magnetic tape, a magnetic disk, or an optical medium, such as a digital versatile disk (digital versatile disc, DVD), or a semiconductor medium, such as a Solid State Disk (SSD), or the like.

The foregoing is merely a specific implementation of the embodiments of the present application, but the protection scope of the embodiments of the present application is not limited thereto, and any changes or substitutions within the technical scope disclosed in the embodiments of the present application should be covered by the protection scope of the embodiments of the present application. Therefore, the protection scope of the embodiments of the present application shall be subject to the protection scope of the claims.