A vehicle control method, apparatus, device, medium and vehicle

Abstract

The present disclosure relates to a vehicle control method, device, equipment, medium and vehicle. The method comprises: determining a current positioning lane of the vehicle based on a current position of the vehicle, map information and sensed road information of the vehicle; determining lane navigation planning information based on the current positioning lane of the vehicle, the current position of the vehicle, a destination position, the map information and the sensed road information of the vehicle; and controlling the vehicle to travel based on the lane navigation planning information. According to the present disclosure, the vehicle can be controlled to travel based on the lane navigation planning information, without relying on the driving experience of the driver to judge the surrounding road conditions, thereby achieving automatic control of the vehicle.

Description

Technical Field

[0001] This disclosure relates to the field of automotive technology, and more particularly to a vehicle control method, device, equipment, medium, and vehicle. Background Technology

[0002] Autonomous vehicles can reduce traffic congestion, improve traffic efficiency, free up drivers' hands, and increase social productivity, thus attracting widespread attention to related technologies. Autonomous driving systems require precise vehicle control to achieve their autonomous driving goals. However, existing vehicle driving systems, based on limited map information, cannot accurately determine their lane position and can only provide simple road and direction guidance. Therefore, they cannot handle some vehicle control tasks during long-distance driving, still requiring the driver to rely on their own driving experience to judge surrounding road conditions. Consequently, they cannot achieve automatic vehicle control and thus cannot reduce the driver's workload. Summary of the Invention

[0003] To address the aforementioned technical problems, this disclosure provides a vehicle control method, apparatus, equipment, medium, and vehicle.

[0004] In a first aspect, embodiments of this disclosure propose a vehicle control method, comprising: determining the vehicle's current positioning lane based on the vehicle's current location, map information, and vehicle-perceived road information; determining lane navigation planning information based on the vehicle's current positioning lane, the vehicle's current location, the destination location, the map information, and the vehicle-perceived road information; and controlling the vehicle's movement based on the lane navigation planning information.

[0005] Secondly, this disclosure also proposes a vehicle control device, including: a lane positioning module, used to determine the current positioning lane of the vehicle based on the vehicle's current position, map information, and vehicle-perceived road information; a lane navigation planning information determination module, used to determine lane navigation planning information based on the vehicle's current positioning lane, the vehicle's current position, the destination position, the map information, and the vehicle-perceived road information; and a control module, used to control the vehicle's driving based on the lane navigation planning information.

[0006] Thirdly, embodiments of this disclosure also provide an electronic device, including: a processor and a memory; the processor executes the steps of the method described in the first aspect by invoking a program or instructions stored in the memory.

[0007] Fourthly, embodiments of this disclosure also provide a computer-readable storage medium storing a program or instructions that cause a computer to perform the steps of the method described in the first aspect.

[0008] Fifthly, embodiments of this disclosure also provide a vehicle including the electronic equipment provided in the third aspect of this disclosure.

[0009] As can be seen, in at least one embodiment of this disclosure, the technical solution provided by this disclosure first determines the vehicle's current lane based on the vehicle's current location, map information, and vehicle-perceived road information. This allows for accurate positioning of the vehicle's current lane and acquisition of the vehicle's current lane location. Then, based on the vehicle's current lane location, current vehicle location, destination location, map information, and vehicle-perceived road information, lane navigation planning information is determined. This lane navigation planning information is lane-level specific navigation planning information, eliminating the need for the driver to deal with complex road conditions or plan the vehicle's driving route. This effectively reduces the driver's decision-making burden, allowing the driver to drive easily and freely. Furthermore, based on this lane navigation planning information, vehicle movement can be controlled without relying on the driver's own driving experience to judge the surrounding road conditions, achieving automatic vehicle control, reducing the driver's driving burden, and lowering driver fatigue. Attached Figure Description

[0010] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0011] Figure 1 A schematic flowchart of a vehicle control method provided in an embodiment of this disclosure;

[0012] Figure 2 A schematic flowchart illustrating yet another vehicle control method provided in this disclosure embodiment;

[0013] Figure 3 A schematic flowchart illustrating yet another vehicle control method provided in this disclosure embodiment;

[0014] Figure 4 A schematic diagram of a lane change navigation planning route provided in an embodiment of this disclosure;

[0015] Figure 5 This is a schematic diagram illustrating a navigation route planning method within the current positioning lane of a vehicle, as provided in an embodiment of this disclosure.

[0016] Figure 6 A schematic diagram of the system status management method provided in this embodiment of the disclosure;

[0017] Figure 7 A schematic flowchart illustrating yet another vehicle control method provided in this disclosure embodiment;

[0018] Figure 8 A schematic flowchart illustrating yet another vehicle control method provided in this disclosure embodiment;

[0019] Figure 9 This is a schematic diagram of map data matrix reassembly provided in an embodiment of the present disclosure;

[0020] Figure 10 This is a schematic diagram of a road area where lane changes are not required, provided as an embodiment of the present disclosure.

[0021] Figure 11 This is a schematic diagram of the planning of a road area leading to a destination, provided in an embodiment of this disclosure.

[0022] Figure 12 A structural block diagram of a vehicle control device provided in an embodiment of this disclosure;

[0023] Figure 13 This is a structural block diagram of the lane change behavior decision module provided in an embodiment of this disclosure;

[0024] Figure 14 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this disclosure;

[0025] Figure 15 This is a structural block diagram of a vehicle provided in an embodiment of the present disclosure. Detailed Implementation

[0026] To better understand the above-mentioned objectives, features, and advantages of this disclosure, the solutions disclosed herein will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other.

[0027] Numerous specific details are set forth in the following description in order to provide a full understanding of this disclosure, but this disclosure may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some, and not all, of the embodiments of this disclosure.

[0028] Figure 1 This is a schematic flowchart of the vehicle control method provided in the embodiments of this disclosure, as shown below. Figure 1 As shown, the vehicle control method provided in this embodiment includes steps S110 to S130:

[0029] S110. Determine the vehicle's current lane based on the vehicle's current location, map information, and vehicle-perceived road information.

[0030] Vehicles can be equipped with positioning devices, which can be used to obtain the vehicle's current location. Examples include Global Positioning System (GPS) positioning devices, high-precision satellite positioning devices, and Inertial Measurement Units (IMUs). GPS positioning devices acquire satellite signals, calculate latitude and longitude information in real time, and determine the vehicle's current location based on this information. High-precision satellite positioning devices can acquire sub-meter level positioning information for the vehicle in real time, including but not limited to the vehicle's longitude, latitude, altitude, and heading angle. The vehicle's current location may include, for example, the road it is on and its direction of travel. After determining the road and direction of travel, information such as the total number of lanes on the current road and the availability of emergency lanes can be retrieved from a map (hereafter referred to as the lane model for ease of description).

[0031] The vehicle may also be equipped with a data acquisition device to obtain road information perceived by the vehicle. This acquisition device includes, but is not limited to, cameras and lidar. For example, the camera could be a forward-facing camera installed inside the vehicle's windshield. The acquisition device in this embodiment can collect road information perceived by the vehicle. This road information includes, but is not limited to, lane line information, road boundary information, surrounding vehicle information, and traffic congestion information. Lane line information may include, for example, the lateral distance, slope, curvature, line type (solid line, dashed line), and effective length of the lane lines. Road boundary information may include, for example, the lateral position, slope, curvature, and effective length of guardrails. Surrounding vehicle information may include, for example, the longitudinal position, lateral position, and longitudinal speed of moving vehicles. Vehicle-perceived road information refers to the real-time road information near the vehicle's location acquired by the acquisition device.

[0032] For example, first, the vehicle's current location information is obtained. Then, the corresponding lane model on the map is found based on the vehicle's current location information. Finally, the lane the vehicle is currently in is preliminarily determined based on the vehicle's perceived road information. For instance, based on the vehicle's current location information and the map information, the lane model corresponding to the road the vehicle is currently in is determined to be a 3-lane road. The perceived lane lines in the vehicle's perceived road information, from left to right, are as follows: the second lane from the left is a solid line, the first lane from the left is a dashed line, the first lane from the right is a dashed line, and the second lane from the right is a solid line. Based on the above perceived lane line information and the lane model, it is preliminarily determined that the vehicle is currently in the middle lane of the lane model, i.e., the currently located lane is the middle lane.

[0033] S120. Based on the vehicle's current positioning lane, current vehicle location, destination location, map information, and vehicle-perceived road information, determine lane navigation planning information.

[0034] Lane navigation planning information includes, for example, lane-level navigation route planning information and speed planning information for the vehicle to reach its destination from its current location in the current lane. Lane navigation planning information is the planned route for the vehicle to travel from its current location to its destination, determined on the map. It combines lane line information, road boundary information, surrounding vehicle information, and traffic congestion information obtained from the vehicle's perception of the road to determine lane-level route decisions and / or speed decisions for the vehicle to reach its destination.

[0035] S130, controlling vehicle movement based on lane navigation planning information.

[0036] The technical solution provided in this disclosure first determines the vehicle's current lane based on the vehicle's current location, map information, and vehicle-perceived road information. This allows for accurate positioning of the vehicle's current lane. Then, based on the vehicle's current lane, current location, destination location, map information, and vehicle-perceived road information, lane navigation planning information is determined. This lane navigation planning information is lane-level specific, eliminating the need for the driver to deal with complex road conditions or plan the driving route. This effectively reduces the driver's decision-making burden, allowing for easier and more comfortable driving. Furthermore, based on this lane navigation planning information, vehicle movement can be controlled automatically without relying on the driver's experience to judge surrounding road conditions, thus reducing driver workload and fatigue.

[0037] Figure 2 A flowchart illustrating yet another vehicle control method provided in this disclosure is shown below. Figure 2 As shown, optionally, the lane navigation planning information includes, for example, lane-level navigation planning route information. Step S120: Based on the vehicle's current positioning lane, vehicle's current location, destination location, map information, and vehicle-perceived road information, determine the lane navigation planning information, which may include, for example:

[0038] S121. Determine the road area where lane changing is not required based on the vehicle's current lane, current location, destination, and map information.

[0039] Based on map information, determine the road area from the vehicle's current location to the destination location that does not require lane changing. The road area that does not require lane changing is the area in which the vehicle can travel without changing lanes.

[0040] S122. Determine the reachable road area based on the road area where lane changing is not required.

[0041] The reachable road area refers to the area of ​​roads through which a vehicle can reach its destination. Due to the complexity of actual roads, vehicles may need to change lanes in some areas to reach their destination. Therefore, the reachable road area includes all road areas through which a vehicle can reach its destination, encompassing both areas where lane changes are not required and areas where they are necessary.

[0042] S123. Based on the vehicle's current positioning lane, the road area where lane changing is not required, the road area where the destination can be reached, map information, and the vehicle's perceived road information, determine the lane changing behavior decision.

[0043] When a vehicle is traveling in a road area where lane changing is not required, no lane changing is necessary; it can continue its normal driving. However, if the vehicle is in a reachable road area but not in a lane area where lane changing is not required, it needs to change lanes to reach that area. When the vehicle is not in a reachable road area, it needs to change lanes from its current lane to reach its destination. Simultaneously, the vehicle's perception of the road information is collected by its data acquisition device. This information is used to determine lane line types. A dashed lane line indicates that lane changing is permitted, while a solid lane line indicates that lane changing is not permitted. Therefore, a comprehensive analysis of the vehicle's current lane, the lane area where lane changing is not required, the reachable road area, map information, and the vehicle's perception of the road information is necessary to determine the lane-changing decision. The lane-changing decision includes, but is not limited to, the decision on whether the vehicle needs to change lanes, and if the vehicle needs to change lanes, the decision on whether the vehicle needs to change lanes to the left or to the right.

[0044] S124. Determine the lane-level navigation planning route based on the vehicle's current location, the vehicle's perceived road information, and lane change behavior decisions.

[0045] Based on the lane change behavior decision, it can be determined whether the vehicle needs to change lanes to the left or to the right. The vehicle perceives road information including lane line information, road boundary information, surrounding vehicle information, and traffic congestion information. The vehicle can determine the lane-level navigation planning route at the current location based on the vehicle's current location, the vehicle's perceived road information, and the lane change behavior decision. This lane-level navigation planning route is the specific movement trajectory of the vehicle.

[0046] Compared to existing technologies, this disclosed embodiment first determines the vehicle's current lane based on the vehicle's current location, map information, and vehicle-perceived road information. This allows for accurate positioning of the vehicle's current lane. Then, based on the vehicle's current location, destination location, and map information, it determines road areas where lane changes are unnecessary, and further determines reachable road areas based on these areas. The road areas where lane changes are unnecessary are those determined by map information where the vehicle can reach its destination without changing lanes. The reachable road areas include all road areas leading to the destination, encompassing both areas where lane changes are required and areas where they are not. This allows for lane-changing decisions based on the vehicle's current lane, road areas where lane changes are unnecessary, reachable road areas, map information, and vehicle-perceived road information. This provides the driver with real-time lane-changing decision results, eliminating the need for the driver to manually determine when to change lanes. Finally, based on the vehicle's current location, vehicle-perceived road information, and lane-changing decision, a lane-level navigation route is determined. This eliminates the need for drivers to plan routes themselves, effectively reducing their decision-making burden and allowing them to concentrate on driving, thus improving driving safety.

[0047] Figure 3 A flowchart illustrating yet another vehicle control method provided in this disclosure is shown below. Figure 3 As shown, optionally, S123, based on the vehicle's current lane, the road area where lane changing is not required, the road area leading to the destination, map information, and vehicle-perceived road information, determines the lane-changing behavior decision, for example including:

[0048] S210. Determine the lane change intention based on at least one of the following: a road area where lane change is not required, a road area where the destination can be reached, and road information perceived by the vehicle, as well as the vehicle's current lane location.

[0049] Since a vehicle can reach its destination in either a lane that does not require lane changing or a road area where the destination is accessible, determining whether the vehicle's current lane is within such a zone can help determine if the vehicle intends to change lanes. Vehicle-perceived road information includes lane markings, road boundaries, surrounding vehicles, and traffic congestion. Vehicles can change lanes when the lane markings are dashed. Therefore, vehicle-perceived road information can also be used to determine if a vehicle intends to change lanes.

[0050] S220 determines lane change permission signs based on map information and vehicle-perceived road information.

[0051] Once a vehicle's intention to change lanes is confirmed, lane changes are not permitted at any location within the lane. For example, lanes may have ramps or merging lane entrances; vehicles cannot change lanes at these locations. This information can be obtained from map data. Vehicle-perceived road information includes lane line information at the vehicle's current position, road boundary information, surrounding vehicle information, and traffic congestion information. For instance, lane line information includes whether the lane line is dashed or solid; lane changes are only permitted when the lane line is dashed. Vehicles located at road boundaries also cannot change lanes. The presence of moving or stationary vehicles nearby will also affect lane change operations. Therefore, a comprehensive analysis of map information and vehicle-perceived road information can determine lane change permit signs. These signs indicate locations where vehicles can change lanes. Vehicles can successfully complete lane changes at lane change permit signs. These lane change permit signs can be, for example, a defined area or a specific lane line location. Based on map information and vehicle-perceived road information, lane change permit signs can be identified near the vehicle's current position. These lane change permit signs can be located, for example, to the left or right of the vehicle's current position.

[0052] In traditional navigation systems, lane change permission signs are typically determined by the driver based on their driving experience and current road conditions. However, the technical solution provided in this disclosure allows for autonomous vehicle control, automatically determining lane change permission signs to reduce reliance on driver experience and improve the safety of lane change operations. This enhances the automation of vehicle driving control and reduces the driver's decision-making burden, allowing the driver to concentrate on driving and improving overall safety.

[0053] S230. Determine the lane change instruction based on the lane change intention and the lane change permission flag.

[0054] Since the lane change permission marker determined in step 220 can be located to the left or right of the vehicle's current position, and the lane change intention can be, for example, to change lanes to the left or to the right, the lane change intention is compared with the lane change permission marker. When a lane change intention is determined, the lane change permission marker can be used to determine the specific positions or routes where the vehicle can change lanes, and at this point, a lane change instruction can be issued.

[0055] The technical solution provided in this disclosure can accurately determine lane-changing intentions based on at least one of the following: a road area where lane changing is not required, a road area leading to the destination, vehicle-perceived road information, and the vehicle's current lane location. Furthermore, it can determine lane-changing permission markers based on map information and vehicle-perceived road information; these markers indicate where a lane-changing operation is permitted. Then, based on the lane-changing intention and the permission markers, a lane-changing instruction is determined—either the vehicle changes lanes to the left or right. This lane-changing instruction is a real-time instruction, allowing the driver to immediately perform the corresponding left or right lane-changing operation without needing to observe road conditions and judge the timing of the lane change, thus reducing the driver's decision-making burden.

[0056] In some embodiments, S210 determines the lane-changing intention based on at least one of a road area where lane changing is not required, a road area where the destination can be reached, vehicle-perceived road information, and the vehicle's current lane location, for example including:

[0057] Determine the relative positions of the vehicle in its current lane, within the road area where it does not need to change lanes, and within the road area leading to its destination.

[0058] If the vehicle's current lane is within the reachable road area and is located on the first side of the road area where lane changing is not required, an intention to change lanes to the second side is generated.

[0059] If the vehicle's current lane is within the reachable road area and is located on the second side of the road area where lane changing is not required, an intention to change lanes to the first side is generated; where the first side is the left and the second side is the right; or the first side is the right and the second side is the left.

[0060] Based on the vehicle's current lane location, it is determined whether the current lane is located within a road area where lane changing is not required. If it is located within a road area accessible to the destination, the positional relationship between the current lane and the road area where lane changing is not required is determined, and a corresponding lane-changing intention is generated. The road area where lane changing is not required includes a first side and a second side that are set relative to each other. Specifically, the first side is the left side and the second side is the right side; or the first side is the right side and the second side is the left side.

[0061] If the vehicle's current lane is within the reachable road area and is on the first side of the road area where lane changing is not required, it means the vehicle needs to change lanes from its current lane to the first side of the road area where lane changing is not required, thus generating an intention to change lanes to the second side. If the first side is the left and the second side is the right, it means the vehicle's current lane is on the left side of the road area where lane changing is not required, and the vehicle needs to change lanes to the right, thus generating an intention to change lanes to the right. If the first side is the right and the second side is the left, it means the vehicle's current lane is on the right side of the road area where lane changing is not required, and the vehicle needs to change lanes to the left, thus generating an intention to change lanes to the left.

[0062] The technical solution provided in this disclosure can automatically determine the lane change intention based on the relative positional relationship between the vehicle's current lane, the road area where lane change is not required, and the road area where the destination can be reached. That is, the vehicle needs to change lanes to the left or right without the driver having to make a judgment, making the entire vehicle driving more automated.

[0063] Figure 5 A flowchart illustrating yet another vehicle control method provided in this disclosure is shown below. Figure 5 As shown, optionally, S210 determines the lane-changing intention based on at least one of a road area where lane changing is not required, a road area where the destination can be reached, and vehicle-perceived road information, as well as the vehicle's current lane location, for example including:

[0064] Determine whether the vehicle's current lane is located within a road area where lane changing is not required;

[0065] If so, determine whether there is a vehicle with a speed lower than the preset speed in front of the vehicle's current positioning lane in the vehicle's perceived road information;

[0066] If the vehicle senses that there is a vehicle with a speed lower than the preset speed in front of the vehicle's current positioning lane in the road information, the speed limit of the first lane of the vehicle's current positioning lane and whether the speed of the vehicle in the first lane is greater than the vehicle's current speed are determined.

[0067] If the speed limit of the first lane of the vehicle's current location lane and the speed of the vehicles in the first lane are greater than the vehicle's current speed, and the distance between the vehicle's current position and the lane change node in the map information is greater than the first expected distance, a lane change intention instruction to the first lane is generated.

[0068] The first side refers to either the left or right side; the first expected distance is an integer multiple of the lane change distance.

[0069] When the vehicle's current lane is located in a road area where lane changing is not required, the system acquires information about surrounding vehicles from the vehicle's perceived road information, as moving or stationary vehicles in the vicinity can affect the vehicle's lane change. Since a vehicle must first change lanes to the first lane of its current lane (e.g., the left or right lane), the speed of vehicles in that first lane and its speed limit will both influence the lane change. The system also checks if there are vehicles ahead of the vehicle in its current lane traveling at speeds lower than a preset speed. If so, this indicates that such vehicles may affect the vehicle's lane change. Finally, the system checks if the speed limit of the first lane of the current lane and the speed of vehicles in that first lane exceed the vehicle's current speed. If the speed limit of the first lane in the vehicle's current lane and the speed of vehicles in that first lane are both greater than the vehicle's current speed, it indicates that the vehicles in the first lane have little impact on the vehicle's lane change. If, in this case, the distance between the vehicle's current position and the required lane change node in the map information is greater than the first expected distance, it means the vehicle can successfully change lanes to the first lane, thus generating a lane change intention command. The first expected distance is the length of the vehicle's travel route required to complete the lane change. The first expected distance is an integer multiple of the lane change distance. The lane change distance can be a specific value or range, or it can be determined based on the actual driving conditions.

[0070] Optionally, both the road area where lane changes are not required and the road area leading to the destination contain a certain number of lanes. When the lane line type on either side of the lane is a dashed line, vehicles can change lanes from the dashed line. The lane change node is the lane node where vehicles can complete the lane change. For example, if there is a ramp or lane merging point on the lane, the intersection of the lane and the ramp or lane merging point is the lane change node. This is because vehicles must change lanes and leave the currently positioned lane before reaching the ramp or lane merging point. Vehicles cannot change lanes at the ramp or lane merging point; after passing the ramp, the vehicle may leave the lane and area. Therefore, vehicles must change lanes within the dashed line area before the lane change node.

[0071] When a vehicle is outside the accessible road zone, it needs to change lanes to enter the accessible road zone. At this point, a lane-change node is determined where the vehicle can enter the accessible road zone from its current location. Before this required lane-change node, the vehicle can enter the accessible road zone. Beyond this node, the vehicle cannot enter the accessible road zone. For example, the required lane-change node is the furthest point of the accessible road zone from the vehicle's current location, closest to its current position. The distance between the required lane-change node and the vehicle's current position represents the distance the vehicle can change lanes from its current position to enter the accessible road zone. The vehicle can change lanes within this distance range to enter the accessible road zone.

[0072] When a vehicle is located within a reachable road area but not within a road area where lane changing is not required, the vehicle needs to change lanes to enter the road area where lane changing is not required. In this case, the lane-change-required node is the road node from which the vehicle can enter the road area where lane changing is not required from its current location. The distance between the lane-change-required node and the vehicle's current location is equivalent to the distance the vehicle can travel from its current location to enter the road area where lane changing is not required. The vehicle can change lanes within this distance range to enter the road area where lane changing is not required. For example, the lane-change-required node is the furthest point of the road area where lane changing is not required from the vehicle's current location, closest to its position in front of it.

[0073] The technical solution provided in this disclosure can accurately determine the vehicle's lane-changing intention based on the vehicle speed, lane speed limit, surrounding vehicle speeds, and the distance between the vehicle's current position and the lane-changing node in the map information. The judgment accuracy is high, and it does not rely on the driver's driving experience or require the driver to make judgments on road conditions. The vehicle can automatically judge the lane-changing intention, reducing the driver's decision-making pressure and realizing the automation of vehicle driving.

[0074] In some embodiments, the vehicle control method may further include: determining the traffic congestion status on both sides of the vehicle's current positioning lane based on vehicle-sensed road information within a preset time period from the current time, and determining the lane change distance based on the traffic congestion status.

[0075] Traffic congestion on the road affects lane changes. Therefore, vehicle data acquisition devices can obtain lane line information and surrounding vehicle information from the vehicle's current lane location. For example, the traffic congestion status on both sides can be determined based on the number, spacing, and speed of target vehicles in the lanes on both sides of the vehicle over a past period. Traffic congestion status includes, but is not limited to, no congestion, slight congestion, moderate congestion, and severe congestion. Lane change distance is determined based on the traffic congestion status. For instance, the more severe the traffic congestion in the lanes on both sides of the vehicle, the more difficult it is to change lanes, and the longer the lane change distance. The technical solution provided in this disclosure determines the lane change distance based on the traffic congestion status. This enables real-time monitoring of road conditions, determining lane change intention commands based on actual road conditions, making vehicle control more intelligent, and able to handle various complex road conditions. It provides accurate lane change intention commands to the driver in real time, effectively reducing the driver's decision-making burden.

[0076] In some embodiments, step S220, determining the lane change permission sign based on map information and vehicle-perceived road information, includes, for example:

[0077] Based on map information, determine whether the lane line on either side of the vehicle's current location lane is a dashed line and its length is greater than a preset length value;

[0078] If so, a lane change permission sign is generated when the distance between the vehicle's current position and a vehicle in the adjacent lane along the direction of travel is greater than the second expected distance.

[0079] Once a vehicle's intention to change lanes is confirmed, lane changes are not permitted at any point in the lane. For example, lanes may have ramps or merging lane entrances, where lane changes are prohibited. This information can be obtained from map data. The system determines whether the lane line on either side of the vehicle's current lane is a dashed line. If the dashed line is longer than a preset length, it indicates sufficient length for the vehicle to smoothly complete a lane change within its designated area. The preset length refers to the length of the lane line that allows for a smooth lane change along the vehicle's direction of travel. The system then determines the vehicle's current position on the map. If the distance between the vehicle's current position and vehicles in adjacent lanes exceeds a second predetermined distance, a lane change permission marker is generated for that lane. The second preset distance is the safe distance at which vehicles in adjacent lanes will not interfere with the vehicle's lane change.

[0080] The preset length value and the second expected distance can be set according to the actual lane-changing needs of vehicles, and this disclosure does not limit them.

[0081] The technical solution provided in this disclosure can accurately determine the lane change permission sign position based on the length of the dashed lane line and the distance between the vehicle's current position and vehicles in adjacent lanes, thereby reducing reliance on the driver's driving experience and improving the safety of lane change operations. It can also reduce the driver's decision-making pressure, allowing the driver to concentrate on driving and improving driving safety.

[0082] In some embodiments, step S230, determining a lane change instruction based on the lane change intention and the lane change permission flag, includes, for example, generating a lane change instruction in the same direction as the lane change intention if the lane change intention and the lane change permission flag are in the same direction after obtaining the lane change intention.

[0083] A lane change permit sign indicates a location where a vehicle is permitted to change lanes. A vehicle can successfully change lanes at a lane change permit sign. This lane change permit sign can be, for example, an area or a specific lane line location. The lane change permit sign is a location near the vehicle's current position where a lane change is permitted; it can be located, for example, to the left or right of the vehicle's current position. The lane change intention can be, for example, to change lanes to the left or right. The system checks if the lane change intention and the lane change permit sign are in the same direction. If they are, the vehicle can successfully change lanes, and a lane change command in the same direction as the intention is generated. For example, if the lane change permit sign is to the left of the vehicle, and the intention is to change lanes to the left, then the intention and the permit are in the same direction, and a lane change command to change lanes to the left is generated. For example, if the lane change permission sign is on the right side of the vehicle, and the lane change intention is to change lanes to the right, it means that the lane change intention and the lane change permission sign are in the same direction, and a lane change command to change lanes to the right is generated.

[0084] The technical solution provided in this disclosure determines the positional relationship between the lane change intention and the lane change permission flag. If the lane change intention and the lane change permission flag are in the same direction, a lane change command in the same direction as the lane change intention is generated. This can further improve the accuracy of the lane change command and avoid lane change failure or traffic accidents caused by incorrect lane change commands.

[0085] In some embodiments, the vehicle control method further includes, for example, the following: after obtaining the lane change intention, if the lane change intention and the lane change permission flag are not in the same direction, waiting for the lane change until the lane change intention and the lane change permission flag are in the same direction, and generating a lane change command in the same direction as the lane change intention.

[0086] When the lane change intention and the lane change permission sign are not in the same direction, it means the vehicle cannot change lanes smoothly. In this case, the vehicle waits until the lane change intention and the lane change permission sign are in the same direction. When they are in the same direction, it means the vehicle can change lanes smoothly, and a lane change command in the same direction as the intention is generated. For example, if the lane change permission sign is on the left side of the vehicle, and the intention is to change lanes to the right, the current lane change permission sign does not indicate whether changing lanes to the right is feasible. Therefore, no lane change command is generated at this time, and the vehicle continues to wait until the lane change permission sign is on the right side of the vehicle, at which point a lane change command for changing lanes to the right is generated. For example, if the lane change permission sign is on the right side of the vehicle and the intention to change lanes is to change lanes to the left, the lane change permission sign at this time cannot reflect whether it is feasible for the vehicle to change lanes to the left. Therefore, no lane change instruction is generated at this time, and the vehicle continues to wait for a lane change until the lane change permission sign is on the left side of the vehicle, at which point a lane change instruction to change lanes to the left is generated.

[0087] The technical solution provided in this disclosure indicates that when the lane change intention and the lane change permission sign are not in the same direction, the vehicle cannot perform a lane change operation and must wait until the lane change intention and the lane change permission sign are in the same direction, at which point the vehicle can perform a lane change operation. This avoids the situation where the vehicle cannot give the correct lane change instruction when the lane change intention and the lane change permission sign are not in the same direction, thus achieving precise control of the lane change instruction and ensuring its accuracy.

[0088] In some embodiments, the vehicle control method further includes, for example:

[0089] Monitor the vehicle's movement trajectory and compare it with the lane-level navigation planned route to determine the lane change completion rate;

[0090] The lane change result is determined based on the lane line change information on both sides of the vehicle and the lane change completion rate.

[0091] The urgency of the lane change is determined based on at least one of the following: the waiting time for the lane change, the result of the previous lane change, and the distance between the vehicle's current position and the lane change node in the map information.

[0092] The lane change confirmation time is determined based on the urgency of the lane change. The lane change confirmation time refers to the time between obtaining the lane change intention and generating the lane change command.

[0093] When a vehicle performs a lane change, its movement trajectory is monitored by a positioning device and compared with the vehicle-level navigation planned route to determine the lane change completion rate. Since the vehicle travels according to the vehicle-level navigation planned route during a lane change, the comparison between the vehicle's movement trajectory and the lane-level navigation planned route determines the progress of the lane change, i.e., the lane change completion rate. For example, the overlap between the vehicle's movement trajectory and the lane-level navigation planned route can be used for matching; a higher overlap rate indicates a higher lane change completion rate, and a lower overlap rate indicates a lower completion rate. After the vehicle completes the lane change, the lane markings on both sides of the vehicle will change. Therefore, the lane change result can be determined by combining the information on the changes in the lane markings on both sides of the vehicle and the lane change completion rate, to determine whether the lane change is complete or incomplete. This improves the accuracy of the lane change result judgment. If the vehicle fails to complete the lane change and needs to perform another lane change operation, the urgency of the lane change needs to be determined.

[0094] The urgency of a lane change can be determined based on at least one of the following: the waiting time for a lane change, the result of the previous lane change, and the distance between the vehicle's current position and the required lane change node in the map information. The lane change waiting time refers to the time spent waiting after obtaining the lane change intention. If the lane change intention and the lane change permission flag are not in the same direction, the waiting period continues until the lane change intention and the lane change permission flag are in the same direction, generating a lane change command in the same direction as the intention. The longer the waiting time, the fewer the opportunities for lane changes, and therefore the higher the urgency of the lane change. If the previous lane change was unsuccessful, since the previous lane change also takes time and the vehicle is still moving, the subsequent reserved lane change distance is shorter, and the opportunities for lane changes are fewer, thus the urgency of the lane change is higher. A shorter distance between the vehicle's current position and the required lane change node in the map information indicates a shorter subsequent reserved lane change distance and fewer opportunities for lane changes, thus the urgency of the lane change is higher.

[0095] Lane change confirmation time refers to the time between obtaining the lane change intention and generating the lane change command. When the urgency of the lane change is high, the lane change confirmation time can be determined to be short in order to allow sufficient time for the vehicle to change lanes. When the urgency of the lane change is low, the lane change confirmation time can be determined to be longer, in which case the vehicle has enough time to change lanes.

[0096] The technical solution provided in this disclosure can monitor the vehicle's movement trajectory and compare it with the lane-level navigation planned route to determine the lane change completion degree. This allows for real-time acquisition of the vehicle's lane change completion degree through the comparison of the vehicle's movement trajectory and the lane-level navigation planned route. Especially during lane changes, the lane line information around the vehicle changes in real time and cannot be used as an accurate reference for judging the lane change completion degree. However, by comparing the vehicle's movement trajectory with the lane-level navigation planned route, which is a pre-set route, and the lane change process necessarily follows this route, the vehicle's lane change completion degree can be accurately determined. Furthermore, the lane change result is determined based on the changes in the lane lines on both sides of the vehicle and the lane change completion degree. After the lane change, the lane line information on both sides of the vehicle changes; therefore, combining the changes in the lane lines on both sides of the vehicle with the lane change completion degree can effectively improve the accuracy of judging the lane change result. Then, by judging and confirming the urgency of the lane change and the lane change confirmation time, when the urgency of the lane change is high, the lane change confirmation time can be determined to be short. When the urgency of a lane change is low, a longer lane change confirmation time can be determined. This can further improve the performance of the vehicle's automated control and provide the driver with more accurate lane change information.

[0097] In some implementations, S124 determines the lane-level navigation planning route based on the vehicle's current location, the vehicle's perceived road information, and lane-changing behavior decisions. This includes, for example, determining whether there is a lane-changing intention; if so, determining the lane-changing navigation planning route based on the vehicle's current location, the vehicle's perceived road information, and the lane-changing intention; if not, determining the navigation planning route within the vehicle's current positioning lane based on the vehicle's current location and the vehicle's perceived road information.

[0098] When a vehicle's intention to change lanes is determined, lane line information, road boundary information, surrounding vehicle information, and traffic congestion information are determined based on the vehicle's perceived road information. This information, combined with the lane change intention and the vehicle's current position, is then used to determine the planned lane change navigation route. For example, if the intention is to change lanes to the left, the planned route is determined based on the position of the dashed lane line on the left side of the road information and the vehicle's current position. Similarly, if the intention is to change lanes to the right, the planned route is determined based on the position of the dashed lane line on the right side of the road information and the vehicle's current position. The vehicle can then proceed with the planned lane change navigation route, either to the left or right. The planned lane change navigation route is a navigation trajectory designed to maintain a safe distance from surrounding vehicles, based on the lane line parameters on both sides of the vehicle and the lane change intention. Figure 4 This is a schematic diagram of a lane change navigation planning route provided in an embodiment of the present disclosure, such as... Figure 4As shown, when the vehicle 1 intends to change lanes and reaches the destination location 2, it needs to avoid vehicles 3 around the vehicle 1 when planning the lane change navigation route 4.

[0099] When a vehicle shows no intention to change lanes, it means the vehicle can drive normally within its current lane. However, the navigation route within the lane needs to be determined by considering surrounding vehicle information and traffic congestion data from the vehicle's perception system, combined with the vehicle's current location. For example, if there are other vehicles in the current lane, they may affect the vehicle's normal driving. Similarly, if there is traffic congestion in the current lane, that congestion will also affect the vehicle's normal driving. Therefore, the navigation route within the current lane can be determined based on the vehicle's perception information and current location. Figure 5 This is a schematic diagram of a navigation route planning method within the current positioning lane of a vehicle, as provided in an embodiment of this disclosure. Figure 5 As shown, when the vehicle has no intention to change lanes, vehicle 1 can reach its destination 2 without changing lanes. The navigation route 4 within the vehicle's current lane can be determined based on the vehicle's current position and perceived road information. This navigation route, for example, ensures that vehicle 1 maintains a safe lateral distance from surrounding vehicles 3 in both lanes while traveling as close to the center of its lane as possible.

[0100] The technical solution provided in this disclosure can determine a lane-changing navigation route when a vehicle intends to change lanes, facilitating a smooth lane-changing operation. When the vehicle does not intend to change lanes, a navigation route for the vehicle to travel within the current lane can be determined based on the vehicle's current location and perception information. Thus, regardless of whether the vehicle intends to change lanes, a corresponding navigation route can be provided to the driver, reducing the driver's decision-making burden.

[0101] In some embodiments, lane navigation planning information includes vehicle speed planning information. S120: Based on the vehicle's current positioning lane, the vehicle's current position, the destination position, map information, and vehicle-perceived road information, determine lane navigation planning information, including, for example, determining whether there is a lane-changing intention; if there is no lane-changing intention, determining the distance between the vehicle's current position and the destination position based on the vehicle's current position, the road area where lane changing is not required, and the road area where the destination can be reached; determining vehicle speed planning information based on the speed limit corresponding to the current positioning lane and the distance between the vehicle's current position and the destination position.

[0102] When a vehicle shows no intention to change lanes, it indicates that the vehicle is traveling according to the existing lane-level navigation route information and does not require a lane change. In this case, the distance between the vehicle's current location and the destination can be determined based on the vehicle's current position, the area where no lane change is required, and the reachable road area. When the vehicle is in the reachable road area but not in the area where no lane change is required, the distance between the vehicle's current location and the destination is shortest. Therefore, when the vehicle is in the reachable road area but not in the area where no lane change is required, the vehicle needs to change lanes to reach the area where no lane change is required. Thus, the distance between the vehicle's current location and the destination can be determined based on the vehicle's current location, the area where no lane change is required, and the reachable road area. Since the maximum speed a vehicle can travel in the current lane is the speed limit for that lane, speed planning information can be determined based on the speed limit of the current lane and the distance between the vehicle's current location and the destination. In other words, speed planning information is determined based on the distance between the vehicle's current location and the destination, provided that the speed limit for the current lane is not exceeded. When the distance between the vehicle's current location and the destination is large, it indicates that the vehicle is far from the destination. Therefore, the speed planning information can be used to increase the vehicle's current speed. When the distance between the vehicle's current location and the destination is small, it indicates that the vehicle is close to the destination. Therefore, the speed planning information can be used to appropriately reduce speed or maintain the current speed to ensure a smooth journey to the destination.

[0103] The technical solution provided in this disclosure can determine vehicle speed planning information based on the speed limit corresponding to the current lane and the distance between the vehicle's current location and its destination. Based on the driving area planning and lane-changing behavior decision results, longitudinal speed planning and control can be autonomously achieved. Real-time control and adjustment of vehicle speed improves the vehicle's automation level and reduces the driver's decision-making burden.

[0104] In some embodiments, lane navigation planning information includes vehicle speed planning information. S120: Based on the vehicle's current positioning lane, the vehicle's current position, the destination position, map information, and vehicle-perceived road information, determine lane navigation planning information, such as: determining whether there is a lane change intention; if there is a lane change intention, determine vehicle speed planning information based on at least one of the urgency of the lane change, the waiting time for the lane change, the vehicle-perceived road information, and the distance between the vehicle's current position and the required lane change node.

[0105] Lane navigation planning information includes vehicle speed planning information. For example, it can plan the vehicle speed. When a vehicle needs to change lanes, it can slow down or speed up to change lanes while ensuring driving safety.

[0106] Optionally, both the road area where lane changes are not required and the road area leading to the destination contain a certain number of lanes. When the lane line type on either side of the lane is a dashed line, vehicles can change lanes from the dashed line. The lane change node is the lane node where vehicles can complete the lane change. For example, if there is a ramp or lane merging point on the lane, the intersection of the lane and the ramp or lane merging point is the lane change node. This is because vehicles must change lanes and leave the currently positioned lane before reaching the ramp or lane merging point. Vehicles cannot change lanes at the ramp or lane merging point; after passing the ramp, the vehicle may leave the lane and area. Therefore, vehicles must change lanes within the dashed line area before the lane change node.

[0107] When a vehicle is outside the accessible road zone, it needs to change lanes to enter the accessible road zone. At this point, a lane-change node is determined where the vehicle can enter the accessible road zone from its current location. Before this required lane-change node, the vehicle can enter the accessible road zone. Beyond this node, the vehicle cannot enter the accessible road zone. For example, the required lane-change node is the furthest point of the accessible road zone from the vehicle's current location, closest to its current position. The distance between the required lane-change node and the vehicle's current position represents the distance the vehicle can change lanes from its current position to enter the accessible road zone. The vehicle can change lanes within this distance range to enter the accessible road zone.

[0108] When a vehicle is located within a reachable road area but not within a road area where lane changing is not required, the vehicle needs to change lanes to enter the road area where lane changing is not required. In this case, the lane-change-required node is the road node from which the vehicle can enter the road area where lane changing is not required from its current location. The distance between the lane-change-required node and the vehicle's current location is equivalent to the distance the vehicle can travel from its current location to enter the road area where lane changing is not required. The vehicle can change lanes within this distance range to enter the road area where lane changing is not required. For example, the lane-change-required node is the furthest point of the road area where lane changing is not required from the vehicle's current location, closest to its position in front of it.

[0109] When there is an intention to change lanes, speed planning information can be determined based on at least one of the following: the urgency of the lane change, the waiting time for the lane change, the vehicle's perceived road information, and the distance between the vehicle's current position and the node where the lane change is required.

[0110] For example, when there is an intention to change lanes, speed planning information can be determined based on the urgency of the lane change. For instance, if the urgency of the lane change is high, it means that there are fewer opportunities to change lanes, so the speed can be appropriately reduced. If the urgency of the lane change is low, it means that the vehicle has enough time to change lanes, so it can maintain the current speed or appropriately increase the speed, while the speed must not exceed the speed limit corresponding to the currently positioned lane.

[0111] For example, when there is an intention to change lanes, speed planning information can be determined based on the waiting time for lane changing. For instance, if the waiting time for lane changing is long, it means that the reserved time for lane changing is short, the opportunity to change lanes is reduced, and therefore the speed can be appropriately reduced.

[0112] For example, when there is an intention to change lanes, speed planning information can be determined based on the vehicle's perceived road information. For instance, if the vehicle's perceived road information indicates traffic congestion around the vehicle, it means changing lanes is difficult, so the vehicle speed can be appropriately reduced to allow sufficient time for the lane change. Alternatively, when there is an intention to change lanes, speed planning information can be determined based on the distance between the vehicle's current position and the desired lane change node.

[0113] For example, first, the location of the lane-changing node is determined, and then the distance between the vehicle's current position and the lane-changing node in the map information is determined based on the vehicle's current position. When planning the vehicle's speed, the speed cannot exceed the speed limit corresponding to the current lane, so the speed planning information can be determined based on the speed limit of the current lane. When there is an intention to change lanes, the speed is planned based on the distance between the vehicle's current position and the lane-changing node. When the distance between the vehicle's current position and the lane-changing node is short, it indicates a high urgency for changing lanes, requiring a reduction in speed, while the speed cannot exceed the speed limit of the current lane. When the distance between the vehicle's current position and the lane-changing node is long, it indicates a lower urgency for changing lanes, giving the vehicle enough time to change lanes, so the current speed can be maintained, or the speed can be appropriately increased, while the speed cannot exceed the speed limit of the current lane.

[0114] The technical solution provided in this disclosure can determine vehicle speed planning information based on at least one of the following: the urgency of lane change, the waiting time for lane change, the vehicle's perceived road information, and the distance between the vehicle's current position and the node requiring lane change. The vehicle can increase or decrease its speed according to the vehicle speed planning information, and can autonomously realize longitudinal speed planning control, reducing the driver's decision-making pressure.

[0115] In some embodiments, the vehicle control method further includes, for example:

[0116] The system status is determined based on the input signals, system function enable status, system fault diagnosis information, and driver takeover diagnosis information.

[0117] Controlling vehicle movement based on lane navigation planning information includes: controlling vehicle movement based on system status and lane navigation planning information.

[0118] Figure 6 A schematic diagram of the system state management method provided in the embodiments of this disclosure is shown below. Figure 6 As shown, system status management refers to determining the system status based on input signals, system function enable status, system fault diagnosis information, and driver takeover diagnosis information. System status management includes system function enable detection, system fault diagnosis detection, driver takeover diagnosis detection, function status management, and human-machine interaction management.

[0119] System function enable detection is used to obtain the system function enable status. During system function enable detection, it can receive the vehicle positioning status signal sent by the high-precision positioning device, the working status signals of each acquisition device, and the working status signals of each part of the vehicle chassis actuators. It then checks whether these devices or components are working properly and determines the system function enable status based on the working status of each part. The system function enable status includes: not enabled, longitudinally operable, laterally operable, and navigation operable.

[0120] System fault diagnosis and testing is used to obtain system fault diagnosis information. During system fault diagnosis and testing, the system monitors each subsystem in the vehicle for faults that could affect normal operation, and issues system fault diagnosis codes based on the fault type and severity. The system fault diagnosis information is the system fault diagnosis code.

[0121] Driver takeover diagnostic testing is used to obtain driver takeover diagnostic information. During driver takeover diagnostic testing, for example, steering wheel torque, accelerator pedal signal, and brake pedal signal can be read in real time. After signal processing, these signals are compared with preset thresholds. If the value exceeds the preset threshold for a duration exceeding a preset value, driver takeover is determined. Then, the takeover type is identified, and a corresponding driver takeover flag is generated. The driver takeover flag definition includes, but is not limited to, acceleration, braking, and steering.

[0122] Functional state management is used to receive input signals, system function enable status, system fault diagnosis information, and driver takeover diagnosis information, and to determine the system state. The input signals may be, for example, driver input signals from the human-machine interface device, signals from the master switch of the autonomous navigation system, or signals from the activation switch of the autonomous navigation system. System states include off, standby, lane keeping, running, driver takeover, and fault. The technical solution provided in this disclosure comprehensively determines the system state through input signals, system function enable status, system fault diagnosis information, and driver takeover diagnosis information.

[0123] When the system status is "Off," "Standby," or "Fault," it indicates that the autonomous driving system is not properly activated and therefore cannot control the vehicle. When the system status is "Lane Keeping" or "In Operation," the vehicle can be accurately controlled based on lane navigation planning information. When the system status is "Driver Takeover," the driver needs to take control of the vehicle. Therefore, based on the system status and lane navigation planning information, the vehicle can be accurately controlled without relying on the driver's experience to judge surrounding road conditions, achieving automatic vehicle control, reducing the driver's workload and fatigue.

[0124] In some embodiments, S110 determines the vehicle's current positioning lane based on the vehicle's current location, map information, and vehicle-perceived road information, for example including:

[0125] Based on the vehicle's current location and map information, a first score table is generated;

[0126] The integral value of each lane in the first integral table is determined based on the road information perceived by the vehicle.

[0127] Lanes with integral values ​​greater than a first preset value in the first integral table are identified as the current positioning lanes;

[0128] The vehicle's perceived road information is compared with the current lane location to determine the first mismatch integral value;

[0129] If the first mismatch score is greater than the second preset score, the lane score table is cleared to zero, and the process returns to generate a lane score table based on the vehicle's current location and map information.

[0130] For example, the total number of lanes is determined based on the vehicle's current location information and map information. The first integral table generated based on the total number of lanes is an array used to store the integral value of each lane.

[0131] Vehicle-perceived road information includes the number of lanes, lane line information, and road boundary information. The integral value for each lane in the first integral table is determined based on the first integral rule corresponding to the number of lanes, the perceived lane line information, and the perceived road boundary information.

[0132] The following is an illustrative explanation of how to calculate the integral value of each lane in the first integral table.

[0133] For example, based on the vehicle's current location information obtained through GPS positioning, the corresponding lane information, such as the number of lanes, lane line information, and road boundary information, is determined from map information, and a lane integration table is established. Integration is calculated based on a preset first integration rule, sensed lane line information, and perceived road boundary information to determine the integration value for each lane in the lane integration table. The first integration rule can be set according to the number of lanes, for example, based on the total number of lanes, categorized as single-lane, two-lane, three-lane, four-lane, and above. For example, the road boundary information may be guardrail information.

[0134] Because guardrail detection is less reliable than lane line detection, it may not always be able to detect guardrails. Therefore, embodiments of this disclosure integrate the sensed lane line information and guardrail information.

[0135] The first scoring rule for a lane with one lane is as follows: if the vehicle perceives that one lane line is a solid line and there is a guardrail on the left, points are awarded for that lane. For a lane with one lane, points are awarded based on both perceived lane line information and guardrail information. If the vehicle perceives that the right lane line is a solid line and there is a guardrail on the left, points are awarded for that lane.

[0136] The first scoring rule for lanes with 2 lanes is as follows: If the nearest neighbor lane line on the left is a solid line and the nearest neighbor lane line on the right is a dashed line, then the left lane scores points; if there is a guardrail on the left and the nearest neighbor lane line on the right is a dashed line, then the left lane scores points; if the nearest neighbor lane line on the right is a solid line and the nearest neighbor lane line on the left is a dashed line, then the right lane scores points; if there is a guardrail on the right and the nearest neighbor lane line on the left is a dashed line, then the right lane scores points.

[0137] The first scoring rule for lanes with 3 lanes is as follows: If the nearest adjacent lane lines on both the left and right sides are dashed lines and there are no guardrails, the middle lane scores points; if the nearest adjacent lane line on the left is a solid line and the nearest adjacent lane line on the right is a dashed line and there is no right-side guardrail, the left lane scores points; if there is a guardrail on the left and the nearest adjacent lane line on the right is a dashed line and there is no right-side guardrail, the left lane scores points; if the nearest adjacent lane line on the right is a solid line and the nearest adjacent lane line on the left is a dashed line and there is no left-side guardrail, the right lane scores points.

[0138] For lanes with 4 or more lanes, the first scoring rule is as follows: If the nearest neighbor lane line on the left is a solid line and the nearest neighbor lane line on the right is a dashed line, and there is no right-side guardrail, then the leftmost lane scores points; if there is a guardrail on the left and the nearest neighbor lane line on the right is a dashed line, and there is no right-side guardrail, then the leftmost lane scores points; if the nearest neighbor lane line on the right is a solid line and the nearest neighbor lane line on the left is a dashed line, and there is no left-side guardrail, then the rightmost lane scores points; if the nearest neighbor lane lines on both the left and right sides are dashed lines and there is no guardrail, then the lane line information and guardrail information are compared with the lane lines of the middle lanes, and the middle lanes that match the comparison score points.

[0139] It should be noted that the greater the number of conditions satisfied in the above integration process, the more points will be awarded.

[0140] After determining the integral value in the first integral table, the integral value in the first integral table is compared with a first preset value. The lane with an integral value greater than the first preset value is determined as the current positioning lane. The first preset value can be set according to the needs of the vehicle control method, and this disclosure does not limit it.

[0141] The vehicle's perceived road information is compared with the currently positioned lane to determine the first mismatch integral value. This can include, for example, determining the first mismatch integral value based on the second integral rule corresponding to the currently positioned lane and the real-time acquired vehicle-perceived road information.

[0142] Different second-point rules apply to the type of lane being located. For example, the left lane, right lane, and middle lane each have different second-point rules.

[0143] The current positioning lane is the leftmost lane. The second scoring rule is as follows: if the real-time vehicle perception road information is that the nearest lane line on the left is a dashed line and there is no guardrail on the left, the first mismatch score is increased; if the real-time vehicle perception road information is that there is a guardrail on the right and the total number of lanes is greater than 1, the first mismatch score is increased.

[0144] The current positioning lane is the rightmost lane. The second scoring rule is as follows: if the real-time vehicle perception road information is that the rightmost nearest lane line is a dashed line and there is no guardrail on the right, the first mismatch score is increased; if the real-time vehicle perception road information is that there is a guardrail on the left and the total number of lanes is greater than 1, the first mismatch score is increased.

[0145] The second scoring rule for the current positioning lane, which is the middle lane, is as follows: If the distance between the current vehicle and the left second lane line is less than the first threshold and the left second lane line is a solid line, the first mismatch score is increased; if the distance between the current vehicle and the right second lane line is less than the first threshold and the right second lane line is a solid line, the first mismatch score is increased; if a guardrail exists on the left and the distance between the guardrail and the current vehicle is less than the second threshold, the first mismatch score is increased; if a guardrail exists on the right and the distance between the guardrail and the current vehicle is less than the second threshold, the first mismatch score is increased.

[0146] The more conditions that are met simultaneously in the above bonus point process, the more points will be awarded.

[0147] After determining the first mismatch integral value, it is compared with a second preset value. If the first mismatch integral value is greater than the second preset value, the lane integral table is cleared to zero, and the process returns to generate a lane integral table based on the vehicle's current position and map information. The second preset value can be set according to the requirements of the vehicle control method, and this disclosure does not limit it.

[0148] In determining the first mismatch score, the greater the condition that meets the comparison rule for the second score, the more points are added to the first mismatch score. If the first mismatch score is greater than the second preset value, it indicates that the current lane positioning is seriously inconsistent with the currently perceived road information, and the current lane positioning is incorrect, requiring re-determining the lane positioning. Therefore, in this embodiment, after determining that the first mismatch score is greater than the second preset value, the process returns to generating a lane score table based on the vehicle's current location and map information.

[0149] This embodiment first performs initial lane positioning based on the vehicle's current location information, vehicle-perceived road information, and map information. The current positioning lane is determined first, and then lane positioning is monitored. The real-time acquired vehicle-perceived road information is compared with the current positioning lane to determine a first mismatch integral value. If the first mismatch integral value is greater than a second preset value, it indicates that the lane positioning has failed, and the positioning lane needs to be re-determined. In this case, the process returns to re-determining the positioning lane based on the vehicle's current location information, vehicle-perceived road information, and map information. Compared to existing technologies, this embodiment does not require RTK high-precision positioning, thus reducing implementation costs. Furthermore, after determining the current positioning lane based on the vehicle's current location information, vehicle-perceived road information, and map information, this embodiment further compares the real-time acquired vehicle-perceived road information with the current positioning lane to determine the first mismatch integral value, continuously monitoring whether the positioning lane is correct. If the first mismatch integral value exceeds the second preset value, the current positioning lane is re-determined based on the vehicle's current location information, vehicle-perceived road information, and map information. Therefore, compared to the existing technology that only matches lane line types perceived by cameras with map information, this method improves the stability and anti-interference capability of lane positioning.

[0150] In some embodiments, the vehicle-perceived road information may further include surrounding vehicle information. After determining the number of lanes in the map information corresponding to the vehicle's current location information, and determining the integral value of each lane in the first integral table based on the first integral rule corresponding to the number of lanes, lane line information, and guardrail information, it may further include: updating the integral value of each lane in the lane integral table based on the third integral rule corresponding to the number of lanes and surrounding vehicle information.

[0151] This embodiment of the disclosure can also correct the score values ​​of each lane in the lane score table based on the sensed surrounding vehicle information. Surrounding vehicle information can be obtained through devices such as cameras and lidar, and the lanes that meet the conditions can be scored according to the third scoring rule corresponding to the number of lanes, thereby updating the score values ​​of each lane in the lane score table.

[0152] For example, the third scoring rule for lane number 2 is as follows: if the surrounding vehicle information identifies a moving vehicle on the left and the lateral distance between the moving vehicle and the current vehicle is greater than the second threshold, then points are awarded to the right lane; if the surrounding vehicle information identifies a moving vehicle on the right and the lateral distance between the moving vehicle and the current vehicle is greater than the second threshold, then points are awarded to the left lane.

[0153] Figure 7 A flowchart illustrating yet another vehicle control method provided in this disclosure is shown below. Figure 7 As shown, optionally, S110 determines the vehicle's current lane based on the vehicle's current location, map information, and vehicle-perceived road information, for example including:

[0154] S111. Determine that the reliability of the vehicle's current location is greater than the preset reliability threshold.

[0155] S112. If the positioning confidence of the vehicle's current location is greater than the preset confidence threshold, determine the current positioning lane based on the vehicle's current location and map information; otherwise, compare the road information corresponding to the vehicle's current location in the map information with the road information perceived by the vehicle to generate a second integral table, and determine the lane with the integral value in the second integral table that is greater than the third preset value as the current positioning lane.

[0156] S113. Compare the road information corresponding to the current positioning lane in the map information with the road information perceived by the vehicle to determine the second mismatch integral value.

[0157] S114. If the second mismatch integral value is greater than the fourth preset value, return to the execution of judging whether the positioning confidence of the current vehicle position is greater than the preset confidence threshold.

[0158] For example, a vehicle can determine its current location using a positioning device, such as a high-precision satellite positioning device to obtain high-definition map information. Determining the vehicle's current location based on this high-definition map information not only improves the reliability of the positioning but also allows for more refined navigation planning, reducing the driver's decision-making burden. Furthermore, high-definition map information provides high positioning stability and anti-interference capabilities, ensuring the stable operation of the navigation planning system.

[0159] After a high-precision satellite positioning device determines the vehicle's current location, the reliability of this location is assessed. If the reliability exceeds a preset threshold, the location determination is accurate, and the current lane can be determined based on the vehicle's current location and map information. If the reliability is less than or equal to the preset threshold, the location determination is inaccurate. In this case, a second integration table is generated by comparing the road information corresponding to the vehicle's current location in the map with the vehicle's perceived road information. For example, based on the vehicle's current location determined by the high-precision satellite positioning device, the corresponding lane information, such as the number of lanes, lane line information, road boundary information, and surrounding vehicle information, is determined from the map information, and a second integration table is established. The road information corresponding to the vehicle's current location in the map is then compared with the vehicle's perceived road information according to a preset fourth integration rule to generate the second integration table. Lanes with an integration value greater than a third preset value in the second integration table are designated as the current lane.

[0160] The preset fourth integral rule can be at least one of the following calculation methods: lane line information matching integral calculation, road boundary information matching integral calculation, and surrounding vehicle information matching integral calculation. Based on the vehicle's perceived road information, the integral of each lane is calculated according to the preset fourth integral rule, which is as follows:

[0161] The preset fourth integration rule can be, for example, to perform lane line information matching integration calculation. This lane line information can include, for example, the lateral distance, slope, curvature, line type (solid line, dashed line), and effective length of the lane lines. Lane line information matching integration calculation involves comparing the lane line information at the vehicle's current location with the lane line information on the map corresponding to the vehicle's location. This is done using a vehicle acquisition device to obtain the lane line information at the vehicle's current location. Based on the vehicle positioning device and map information, the corresponding lane line information on the map is obtained. The lane line information at the vehicle's current location is then compared with the lane line information on the map for integration calculation. This comparison integration calculation process can be, for example, setting the four lane lines on both sides of the lane to be integrated as valid lane lines as perceived by the front-facing camera in the vehicle acquisition device. The matching degree of the lane line information is compared one by one from right to left. The number of matched lane lines is then integrated by a counter set on that lane until all lanes have been compared. For example, if the current vehicle is in a four-lane system, and each lane on the map has a corresponding counter, with the lane lines arranged from left to right as "solid dashed dashed dashed solid". When comparing lane line information one by one from right to left, the lane line information on the map is displayed as "real / dummy / dummy / dummy". Since the four lane lines on both sides of the lane sensed by the forward-looking camera are valid lane lines, each lane's score is calculated by comparing the sensed four lane lines with the "real / dummy / dummy / dummy" information on the map. One point is added for each matched lane line. For example, for the rightmost lane, if the forward-looking camera senses "dummy / dummy / real 0", then the map's "real / dummy / dummy / dummy" information is compared with the rightmost lane's "dummy / dummy / real 0". The second "dummy" line matches, and one point is added to the counter for the rightmost lane. Since there are no more lane lines further to the right of the rightmost lane, the rightmost lane line sensed by the forward-looking camera is recorded as 0. Similarly, for the two lanes on the right, if the four lane lines detected by the forward-looking camera are "real / dummy / dummy / real", then the "real / dummy / dummy / dummy" data on the map is compared with the "dummy / dummy / dummy / real" data detected by the two lanes on the right. The second and third "dummy" lines match, so 2 points are added to the counter for the two lanes on the right. For the two lanes on the left, if the four lane lines detected by the forward-looking camera are "real / dummy / dummy / dummy", then the "real / dummy / dummy / dummy" data on the map is compared with the "real / dummy / dummy / dummy" data detected by the two lanes on the left. All four lane lines match, so 4 points are added to the counter for the two lanes on the left. For the one lane on the left, if the four lane lines detected by the forward-looking camera are "0 real / dummy / dummy", then the "real / dummy / dummy / dummy" data on the map is compared with the "0 real / dummy / dummy / dummy" data detected by the one lane on the left. All four lane lines match, and 2 lane lines match, so 2 points are added to the counter for the one lane on the left.In summary, the counter for lane 1 on the left is worth 2 points, the counter for lane 2 on the left is worth 4 points, the counter for lane 1 on the right is worth 1 point, and the counter for lane 2 on the right is worth 2 points. When calculating the points for lane line information matching, the bonus value for each lane line can be, for example, 1, 2, 3, etc. The bonus value for each lane line can be set according to the actual needs of the points calculation, and this disclosure does not limit this.

[0162] Optionally, when determining lane line information for the vehicle's current position, a lane line can be considered valid if its effective length is relatively long and its lateral position, slope, and curvature are within a reasonable range. This improves the accuracy of lane line information matching integration calculation.

[0163] The preset fourth integration rule can be used, for example, to calculate integration based on road boundary information. Road boundary information can include, for example, the lateral position, slope, curvature, effective length, and alignment of the road boundary. If the current-view camera detects a road boundary with high reliability and a relatively long effective length, and the lateral position, slope, and curvature are within a reasonable range, then points are added to the corresponding lane based on the location of the road boundary. For example, if a road boundary exists on the left and its lateral position is approximately 1.5 times the width of the left lane, then the counter for the second lane from the left can, for example, add 3 points. Or, if a road boundary exists on the left and its lateral position is approximately 1 time the width of the left lane, then the counter for the first lane from the left can, for example, add 1 point. The setting of the road boundary's position and width, and the corresponding increase in points, can be set according to the weighting requirements of the actual road integration calculation; this disclosure does not impose any limitations on this.

[0164] The preset fourth scoring rule can be, for example, to calculate scores based on matching information about surrounding vehicles. This information could include the longitudinal and lateral positions, and longitudinal speed of the moving vehicle. When the forward-facing camera detects a moving vehicle ahead, points are deducted from the lane markings for mismatched lanes based on the positional relationship between the surrounding vehicles and the lane lines. For example, if a moving vehicle is located between the rightmost and rightmost lane lines, it can be determined that the vehicle cannot be in the rightmost lane, and points are deducted from the counter corresponding to that lane. The specific number of points deducted can be set according to the actual needs of the scoring calculation; this disclosure does not limit this.

[0165] It should be noted that the greater the number of conditions satisfied in the above integration process, the more points will be awarded.

[0166] After determining the integral value in the second integral table, the integral value in the second integral table is compared with a third preset value. The lane with an integral value in the second integral table greater than the third preset value is determined as the current positioning lane. The third preset value can be set according to the needs of the vehicle control method, and this disclosure does not limit it.

[0167] Once the current lane is determined, the vehicle's actual driving lane changes constantly due to its real-time movement. Therefore, the current lane needs to be updated in real time to reflect the vehicle's actual driving lane. The steps for updating the current lane include: comparing the vehicle's perceived road information with the current lane to determine a second mismatch integral value. If the second mismatch integral value is greater than a fourth preset value, it indicates that the vehicle's actual driving lane has changed, and the current lane corresponding to the second mismatch integral value in the lane integral table is no longer the vehicle's actual driving lane. Therefore, the process returns to determine if the vehicle's current location's reliability exceeds a preset reliability threshold, and the current lane is redefined. The fourth preset value is set based on the actual requirements when the current lane is determined, and this disclosure does not limit its setting.

[0168] The vehicle's perceived road information is compared with the current lane location according to the fourth integral rule to determine the second mismatch integral value of the current lane location. To avoid duplication, this will not be elaborated here.

[0169] This embodiment first uses a high-precision satellite positioning device to acquire high-precision map information. Based on this high-precision map information, the vehicle's current position is obtained, and then the positioning reliability of the vehicle's current position is determined. When the positioning reliability of the vehicle's current position is greater than a preset reliability threshold, it indicates that the determination of the vehicle's current position is accurate. Then, based on the vehicle's current position and map information, the current positioning lane can be determined. By determining the positioning reliability of the vehicle's current position, when the positioning reliability is high, the vehicle's current position obtained through positioning can be used directly without complex positioning calculations. Positioning calculations are only performed when the positioning reliability is low. This not only ensures the accuracy of the vehicle's current position positioning but also simplifies the operation steps of the entire vehicle control method. At the same time, high-precision map information can achieve high positioning stability and anti-interference ability, ensuring that the navigation planning system can operate stably. In addition, after determining the current positioning lane based on the vehicle's current position, vehicle-perceived road information, and map information, this embodiment also compares the real-time acquired vehicle-perceived road information with the current positioning lane to determine a second mismatch integral value. The correctness of the positioning lane is continuously monitored. After the second mismatch integral value is greater than a fourth preset value, the positioning reliability of the vehicle's current position is re-determined to be greater than the preset reliability threshold. Therefore, lane positioning can be monitored in real time, improving the accuracy of lane positioning.

[0170] Figure 8 A flowchart illustrating yet another vehicle control method provided in this disclosure is shown below. Figure 8As shown, step S121, determining the road area where lane changing is not required based on the vehicle's current lane, current location, destination location, and map information, includes, for example, the following steps:

[0171] S310 determines the navigation route based on the vehicle's current location, destination location, and map information.

[0172] For example, determining the navigation route from the vehicle's current location to the destination location on map information.

[0173] S320. Reorganize and segment the map information corresponding to the navigation route to form a map data matrix, so that the road information along the driving direction is the same in the same segment of the map data matrix.

[0174] To compress data volume and save communication bandwidth, lane-level navigation planning devices typically send map information with different attributes in segments according to high-precision map industry communication standards. These standards, for example, divide map information into different attributes based on the number of lanes, lane lines, speed limits, etc. Because sending map information with different attributes in segments leads to inconsistencies in coordinates, it is necessary to reorganize and segment the map information corresponding to the navigation route to form a map data matrix. This ensures that segments with different attributes are located in the same coordinate matrix, and that road information along the driving direction is identical within each segment. Reorganizing and segmenting the map information corresponding to the navigation route to form a map data matrix means placing data with different attributes in a single coordinate matrix. The map data matrix is ​​the information after reorganizing and segmenting the segmented information with different attributes corresponding to the navigation route. Reorganization and segmentation involves first unifying the segmented information with different attributes in the same coordinate matrix, and then grouping data with identical road information along the driving direction into the same segment. Identical road information along the driving direction within the same segment means that road information with the same attribute is identical within the same segment. For example, all lanes within the same segment might have 3 lanes or a speed limit of 70 km / h. For instance, in the reconstructed map data matrix, the same segment might have 2 lanes, with lane lines displayed as "solid-dashed-solid-dashed". To avoid situations where the same segment has 2 lanes but lane lines include both "solid-dashed-dashed-solid" and "solid-dashed-solid-dashed", it's crucial to avoid situations where the map data matrix cannot reflect the connections between different roads along the vehicle's direction of travel. Therefore, data with identical road information along the vehicle's direction of travel should be placed in the same segment within the map data matrix to facilitate subsequent determination of the connections between different road segments.

[0175] S330. Based on the connectivity of lanes in different segments of the map data matrix, reorganize the map data matrix to generate a map space matrix so that directly connected lanes in different segments of the map space matrix are aligned.

[0176] In step S320, the road information along the driving direction is the same within the same segment of the map data matrix. However, the lanes in each segment of the map data matrix do not have corresponding connectivity, and therefore cannot accurately reflect the actual lane map. Thus, it is necessary to reorganize the map data matrix to generate a map space matrix, aligning directly connected lanes within each segment of the map space matrix. This allows the map space matrix to accurately reflect the actual lane locations, connectivity, number of lanes, lane line types, and other information, providing a complete lane map.

[0177] For example, Figure 9 This is a schematic diagram of map data matrix reassembly provided in an embodiment of this disclosure, such as... Figure 9 As shown in the diagram, the left side represents a map data matrix formed by reorganizing and segmenting the map information corresponding to the navigation route. The map data matrix includes three consecutive segments: the first segment contains four lanes (A1, A2, A3, and A4 from left to right); the second segment contains one lane (the leftmost lane, B1); and the third segment contains three lanes (C1, C2, and C3 from left to right). In this map data matrix, the leftmost lane A1 in the first segment is connected to the leftmost lane B1 in the second segment, and the leftmost lane B1 in the second segment is connected to the leftmost lane C1 in the third segment. The map data matrix is ​​then reorganized to generate a map space matrix, where directly connected lanes within each segment are aligned. The connection relationships between lanes in different segments include connected connections and through connections. Vehicles traveling on through connections do not need to change lanes. Connected connections require lane changes to establish the connection between lanes. Figure 9 As shown in the map space matrix on the left, in this map space matrix, the rightmost lane A4 in the first data segment is directly connected to the leftmost lane B1 in the second data segment, and the leftmost lane B1 in the second data segment is directly connected to the leftmost lane C1 in the third data segment. Figure 9 In the first data segment, lanes A1, A2, and A3 are connected to lane B1, the leftmost lane in the second data segment. Vehicles need to change lanes between these connected lanes to maintain continuous driving. The lane lines between the connected lanes in different data segments are dashed lines, and vehicles can change lanes on these dashed lines. Lane B1, the leftmost lane in the second data segment, is connected to lanes C2 and C3 in the third data segment.

[0178] Therefore, the map space matrix is ​​a complete lane map information that can accurately reflect the actual location, connectivity, number of lanes, lane line type, and other information of the lanes.

[0179] S340. Based on the destination location in the corresponding lane of the map space matrix and the lane line information of the map space matrix, determine the road area where no lane change is required.

[0180] Based on the map spatial matrix, determine the road area where the vehicle can travel from its current location to its destination without changing lanes. The vehicle can travel within this road area without changing lanes.

[0181] The technical solution provided in this disclosure reorganizes and segments the map information corresponding to the navigation route to form a map data matrix, and then reorganizes the map data matrix according to the lane connection relationship to form a map space matrix, thus obtaining accurate map information. Then, based on this map space matrix, areas of road where lane changes are not required are determined. This ensures that the obtained areas of road where lane changes are not required are more accurate.

[0182] In some embodiments, S340 determines a road area where lane changing is not required based on the destination location in the corresponding lane of the map space matrix and the lane line information of the map space matrix, such as including:

[0183] The destination location is located in the lane corresponding to the map space matrix, which is the initial road area where no lane change is required.

[0184] If there is a dashed lane line on any side of the road area where lane changing is not required initially, and the length of the dashed lane line is greater than the distance required to change lanes, the road area where lane changing is not required initially will be extended by one lane to one side of the dashed lane line; from the current position of the vehicle, the length of the extended lane is the difference between the dashed lane line and the distance required to change lanes.

[0185] If any lane in the expanded initial lane-change-free driving area is a dashed line and its length is greater than the distance required for lane changing, the expanded initial lane-change-free driving area is extended one lane to one side of the dashed line until no lane in the expanded initial lane-change-free driving area is a dashed line and its length is greater than the distance required for lane changing, thus obtaining a lane-change-free driving area.

[0186] For example, Figure 10 This is a schematic diagram of a road area where lane changes are not required, provided in an embodiment of this disclosure. Figure 10As shown, a lane-change-free driving area is determined from the map space matrix, which includes three data segments. The first segment includes four lanes, from left to right: lane A1, lane A2, lane A3, and lane A4. The second segment includes four lanes: the leftmost lane B1, lane B2, lane B3, and lane B4. The third segment includes four lanes, from left to right: lane C1, lane C2, lane C3, and lane C4. Along the vehicle's direction of travel, the distance between lanes in the first segment is x, the distance in the second segment is y, and the distance in the third segment is z. The lane corresponding to destination location 2 in the map space matrix is ​​taken as the initial lane-change-free driving area, as shown below. Figure 10 As shown, destination location 2 corresponds to lanes C2, B2, and A2 in the map space matrix. Therefore, the initial lane-change-free driving area can be determined as lanes C2, B2, and A2. At this point, the lane line types on both sides of the initial lane-change-free driving area are determined. Lane line types include dashed lines and solid lines. If the lane line type on either side of the initial lane-change-free driving area is a dashed line, it indicates that vehicles can change lanes in that lane; that is, vehicles in the surrounding lanes can change lanes to reach the lane-change-free driving area. Within the dashed line range of the lane-change-free driving area, vehicles in the surrounding lanes can change lanes to reach the lane-change-free driving area. Therefore, the length of the dashed line in the lane-change-free driving area determines the lane-change distance. However, vehicles need certain conditions to successfully change lanes. Because it involves actual vehicle driving and the complexity of the road, whether a vehicle can successfully change lanes needs to be compared with the required lane-change distance, which is the shortest distance the vehicle needs to travel to successfully change lanes. For example, a lane-change distance can be preset in the lane-level navigation planning device based on the vehicle type, speed, etc. The lane-change distance can be a data range or a specific value, which is not limited in this disclosure.

[0187] If the length of the dashed line in a road area where lane changing is not required is greater than the distance needed to change lanes, the initial road area where lane changing is not required will be extended by one lane to one side of the dashed lane line. For example, Figure 10As shown, the lengths of the dashed lines on both sides of lanes C2, B2, and A2 are determined. Along the direction of vehicle travel, the length of the dashed line on the left side of lanes C2, B2, and A2 is x+y+z, and the length of the dashed line on the right side of lanes C2, B2, and A2 is y+z. When the length of this dashed line is greater than the distance required for a lane change, the lanes extending to the left are lanes C1, B1, and A1, and the lanes extending to the right are lanes B3 and A3. Specifically, in the initial road area where no lane change is required, the length of the lanes extending to the left from lanes C2, B2, and A2 is the difference between the length of the dashed lane line on the left side of lanes C2, B2, and A2 and the distance required for a lane change, i.e., the difference between x+y+z and the distance required for a lane change. The dashed lane line for this leftward extension starts from the vehicle's current position. On the dashed lane lines to the left of lanes C2, B2, and A2, the vehicle's current position corresponds to point P1. The distance between point P1 and point P2 along these dashed lane lines is the length of the lane extending to the left. Therefore, as... Figure 10 As shown, the lanes that extend to the left from lanes C2, B2, and A2 are lanes C1, B1, and A1 between point P1 and point P2.

[0188] In the initial lane-changing area where no lane change is required, the length of the rightward extension of lanes C2, B2, and A2 is the difference between the length of the dashed lane line to the right of lanes C2, B2, and A2 and the distance required for a lane change, i.e., the difference between y+z and the distance required for a lane change. The dashed lane line for this rightward extension starts from the vehicle's current position. On the dashed lane line to the right of lanes C2, B2, and A2, the vehicle's current position corresponds to point P3. The distance between points P3 and P4 along this dashed lane line is the length of the rightward extension. Therefore, if... Figure 10 As shown, the lanes that extend to the right from lanes C2, B2, and A2 are lanes B3 and A3, which are located between points P3 and P4.

[0189] Because the lane line to the right of lane C2 is a solid line, vehicles cannot change lanes between lane C2 and lane C3 to the right of lane C2. At this point, the expanded initial lane-change-free driving area consists of lanes C1, B1, A1, B3, and A3. The lane line types on both sides of the expanded initial lane-change-free driving area are then determined, such as... Figure 10As shown, the system determines the lane line type to the right of lanes B3 and A3, and to the left of lanes C1, B1, and A1. Lanes C1, B1, and A1 to the left have solid lane lines, while lanes B3 and A3 to the right have dashed lane lines. When a lane line is dashed, if its length exceeds the distance required for a lane change, the initially extended road area where no lane change is needed is expanded by one lane to one side of the dashed lane line. Figure 10 In the diagram, the lane markings to the right of lanes B3 and A3 are dashed lines. The length of these dashed lines is the difference between y+z and the distance required to change lanes. When the length of this dashed line exceeds the required lane change distance, a lane is extended to the right of the dashed lane marking. This extended lane is located on lane A4. The length of the extended lane is the difference between the length of the dashed lane markings to the right of lanes B3 and A3 and the required lane change distance, i.e., the difference between y+z and twice the required lane change distance. For example... Figure 10 The vehicle's current position corresponds to point P5. The distance between point P5 and point P6 along the dashed lane line is the length of the lane extending to the right. The lane extending to the right from lanes B3 and A3 is lane A4, which is between point P5 and point P6.

[0190] Repeatedly compare the lengths of the dashed lines on both sides of the expanded initial lane-change-free driving area with the distance required for a lane change. If the length of the dashed line is greater than the distance required for a lane change, expand by one lane until there are no lanes on either side of the expanded initial lane-change-free driving area that are dashed and have a length greater than the distance required for a lane change. At this point, the final lane-change-free driving area can be obtained. Figure 10 As shown, Figure 10 The shaded area in the diagram represents the final road area where lane changes are not required.

[0191] The technical solution provided in this disclosure takes the lane corresponding to the destination location in the map space matrix as the initial driving area where no lane change is required, and then gradually expands the range of the initial driving area where no lane change is required based on the length of the dotted lines on both sides. The operation is simple and easy to implement, and the range of the driving area where no lane change is required can be accurately divided on the map space matrix.

[0192] In some embodiments, S122, determining the reachable destination road area based on the road area where lane changing is not required, includes, for example:

[0193] Starting from the farthest point of the map space matrix from the vehicle's current location, if the lane line type on either side of the road area where lane changes are not required is a dashed line, the road area where lane changes are not required will be extended by one lane towards that dashed lane line until the lane lines on both sides of the extended road area where lane changes are not required are solid lines, thus obtaining the road area where the destination can be reached.

[0194] Figure 11 This is a schematic diagram of the planning of a road area leading to a destination, as provided in an embodiment of this disclosure. Figure 11 As shown, the map space matrix includes three data segments. Starting from the point furthest from the current location of vehicle 1 in the map space matrix, vehicle 1's current location is in the first data segment, and the point furthest from the current location of vehicle 1 is in the third data segment. If the lane line type on either side of the road area where lane changes are not required is a dashed line, it indicates that lane changes are permitted. Therefore, when the lane line type on either side is dashed, the road area where lane changes are not required is extended by one lane towards that dashed lane line until both sides of the extended road area where lane changes are not required are solid lines, thus obtaining the road area where the destination can be reached. Figure 11 The shaded area represents the final reachable road area. The reachable road area includes all lanes that lead to the destination, including both areas where lane changes are not required and areas where lane changes are necessary.

[0195] The technical solution provided in this disclosure can easily determine the reachable road area based on the lane line type on both sides of the road area where lane changes are not required. It is simple to operate, easy to implement, and highly accurate.

[0196] Based on the same inventive concept, this disclosure also provides a vehicle control device. Figure 12 This is a structural block diagram of a vehicle control device provided in an embodiment of the present disclosure, such as... Figure 12 As shown, the device includes: a lane positioning module 10, used to determine the vehicle's current positioning lane based on the vehicle's current position, map information, and vehicle-perceived road information; a lane navigation planning information determination module 20, used to determine lane navigation planning information based on the vehicle's current positioning lane, vehicle's current position, destination position, map information, and vehicle-perceived road information; and a control module 30, used to control the vehicle's movement based on the lane navigation planning information. The lane navigation planning information determination module 20 includes, for example, a local trajectory planning module and a lane change behavior decision module. The local trajectory planning module is used to determine whether there is a lane change intention; if so, it determines a lane change navigation planning route based on the vehicle's current position, vehicle-perceived road information, and lane change intention; if not, it determines a navigation planning route within the vehicle's current positioning lane based on the vehicle's current position and vehicle-perceived road information.

[0197] Figure 13 This is a structural block diagram of the lane change behavior decision module provided in an embodiment of this disclosure, as shown below. Figure 13As shown, the lane change behavior decision module includes a lane change intention planning submodule, a lane change permission flag determination submodule, a lane change urgency planning submodule, a lane change instruction determination submodule, and a lane change completion calculation submodule.

[0198] The lane change intention planning submodule is used to determine the lane change intention based on at least one of the following: a road area where lane change is not required, a road area where the destination is reachable, and vehicle-perceived road information, as well as the vehicle's current lane location. It then determines the lane change permission flag based on map information and vehicle-perceived road information, and finally determines the lane change instruction based on the lane change intention and the lane change permission flag.

[0199] The conditions for generating a lane change instruction include, but are not limited to:

[0200] The vehicle is on the left side of a road area where lane changing is not required, and within the road area where the destination can be reached, a command to change lanes to the right is generated;

[0201] The vehicle is on the right side of a road area where lane changing is not required, and within the road area where the destination can be reached, a command to change lanes to the left is generated;

[0202] When the vehicle is in a road area where lane changing is not required, the system determines whether there are vehicles with speeds lower than a preset speed ahead of the vehicle's current lane in the road information it perceives. If there are vehicles with speeds lower than the preset speed ahead of the vehicle's current lane, the system determines whether the speed limit of the first lane of the vehicle's current lane and the speed of vehicles in the first lane are greater than the vehicle's current speed. If the speed limit of the first lane of the vehicle's current lane and the speed of vehicles in the first lane are greater than the vehicle's current speed, and the distance between the vehicle's current position and the lane-changing node in the map information is greater than a first expected distance, the system generates a lane-changing intention command to the first side. Here, the first side is the left side and the second side is the right side; or the first side is the right side and the second side is the left side, and the first expected distance is an integer multiple of the lane-changing distance.

[0203] The lane change permission sign determination submodule is used to determine, based on map information, whether the lane line on either side of the vehicle's current positioning lane is a dashed line and its length is greater than a preset length value; if so, when the distance between the vehicle's current positioning lane and the vehicles in the adjacent lane along the driving direction is greater than a second expected distance, a lane change permission sign to that side is generated.

[0204] The lane change permission sign determination submodule determines whether the vehicle can change lanes to the left or right in real time based on the lane line information on both sides of the vehicle and the information of the vehicles around the vehicle, and generates two lane change permission signs, which respectively indicate that the left lane cannot be changed / the left lane can be changed, and the right lane cannot be changed / the right lane can be changed.

[0205] The lane change completion calculation submodule monitors the vehicle's movement trajectory and compares it with the lane-level navigation planned route to determine the lane change completion rate. Based on the lane line change information on both sides of the vehicle and the lane change completion rate, it determines the lane change result. The obtained lane change result is then sent to the lane change command decision module.

[0206] The lane change urgency planning submodule determines the urgency of a lane change based on the waiting time, the result of the previous lane change, and the distance between the vehicle's current position and the required lane change node in the map information. The shorter the distance between the vehicle's current position and the required lane change node in the map information, and the longer the lane change waiting time, the more urgent the lane change is. A failed previous lane change also indicates a higher level of urgency.

[0207] The lane change instruction determination submodule is used to determine the lane change confirmation time based on the urgency of the lane change. The lane change confirmation time refers to the time between obtaining the lane change intention and generating the lane change instruction.

[0208] In the lane navigation planning information determination module, after the lane change instruction determination submodule receives the lane change intention instruction, it enters the confirmation process. During the confirmation process, the lane change intention remains unchanged. At the end of the confirmation process, if the lane change trajectory planning completion flag from the local trajectory planning module is received and the lane change permission flag for that direction is set to allow lane change, a lane change instruction in the same direction as the lane change intention instruction is issued. The duration of the confirmation process is determined by the urgency of the lane change; the higher the urgency, the shorter the confirmation process. If the lane change permission flag is set to disallow lane change at the end of the confirmation process, the system continues to wait while calculating the lane change waiting time until the lane change permission flag is set to allow lane change, at which point a lane change instruction in the same direction as the lane change intention instruction is issued. If the lane change intention instruction changes before this point, the confirmation process restarts. When a lane change command is issued, the system detects changes in the lane lines on both sides of the vehicle. If the lane change permission sign in that direction changes to a lane change prohibition sign before the vehicle crosses the lane line, a lane change reversal command is issued, and the lane change result sign is sent as "failed". If the vehicle crosses the lane line and the lane change completion rate exceeds 95%, the lane change is considered successful, the lane change command is cleared, and the lane change result sign is sent as "successful".

[0209] Figure 14 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this disclosure, including: a processor 40 and a memory 50; the processor 40 executes the steps of the vehicle control method as described in any of the above embodiments by calling programs or instructions stored in the memory 50. Furthermore, the electronic device may also include at least one communication interface 60. Various components in the electronic device are coupled together through a bus system 70. The communication interface 60 is used for information transmission with external devices. It is understood that the bus system 70 is used to realize the connection and communication between these components. In addition to a data bus, the bus system 70 also includes a power bus, a control bus, and a status signal bus.

[0210] The lane-level navigation planning provided in this embodiment can be applied to or implemented by the processor 40. The processor 40 can be an integrated circuit chip with signal processing capabilities. During implementation, each step of the above method can be completed by the processor 40 calling hardware integrated logic circuits or software instructions stored in the program or instructions in the memory 50. The processor 40 can be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. The general-purpose processor can be a microprocessor or any conventional processor.

[0211] This disclosure also proposes a computer-readable storage medium that stores a program or instructions that cause a computer to perform steps as described in the embodiments of the vehicle control method. To avoid repetition, these steps will not be repeated here.

[0212] Figure 15 A structural block diagram of a vehicle provided in this disclosure embodiment, such as Figure 15 As shown, this disclosure also provides a vehicle that includes the electronic equipment described in this disclosure. This electronic equipment includes, for example, a planning and decision-making subsystem and an execution control subsystem, such as... Figure 15 As shown, the planning and decision-making subsystem provides lane navigation planning information to the execution control subsystem. This execution control subsystem is used to control vehicle movement. Figure 15As shown, the vehicle also includes, for example, a perception and positioning subsystem, a global navigation subsystem, a planning and decision-making subsystem, an execution and control subsystem, a human-machine interface device, and vehicle chassis actuators. The perception and positioning subsystem includes a positioning device, a data acquisition device, and a perception fusion module. The positioning device can acquire the vehicle's current position. The positioning device can be, for example, a Global Positioning System (GPS) positioning device, a high-precision satellite positioning device, or an Inertial Measurement Unit (IMU). The GPS positioning device can obtain satellite signals, calculate latitude and longitude information in real time, and determine the vehicle's current position based on the latitude and longitude information. The high-precision satellite positioning device can acquire the vehicle's sub-meter level positioning information in real time, including but not limited to the vehicle's longitude, latitude, altitude, and heading angle. The vehicle's current position can include, for example, the road the vehicle is on and its direction of travel. After determining the road and direction of travel, the total number of lanes on the current road and the availability of emergency lanes can be read from map information (hereinafter referred to as the lane model for ease of description).

[0213] The data acquisition device can obtain vehicle-perceived road information. This device includes, but is not limited to, cameras and lidar. For example, the camera could be a forward-facing camera installed inside the vehicle's windshield. In this embodiment, the data acquisition device can collect vehicle-perceived road information. This information includes, but is not limited to, perceived lane line information, perceived road boundary information, and surrounding vehicle information. Lane line information may include, for example, the lateral distance, slope, curvature, line type (solid line, dashed line), and effective length of the lane lines. Road boundary information may include, for example, the lateral position, slope, curvature, effective length, and line type of guardrails. Surrounding vehicle information may include, for example, the longitudinal position, lateral position, and longitudinal speed of moving vehicles. Vehicle-perceived road information refers to the real-time road information near the vehicle's location acquired by the data acquisition device.

[0214] The perception fusion module receives various target signals acquired by different acquisition devices, and after processing such as clustering and tracking, obtains continuous and stable vehicle perception road information around the vehicle. It ensures that the same target within the perception range has a unique identifier, and that all information is continuous, stable, and without abrupt changes. Lane line information and road boundary information parameters are correct, continuous, stable, and without abrupt changes.

[0215] The global navigation subsystem receives the vehicle's location information from the positioning device and the destination information selected by the driver through the human-machine interface to plan a route from the vehicle's current location to the destination. After the driver confirms the route, the map navigation module transmits high-precision map information along the route to the decision-making and planning subsystem. This high-precision map information includes, but is not limited to, the total number of lanes in each segment of the route, the speed limit for each lane, lane markings, road type for each lane (including but not limited to highways, urban areas, off-ramps, on-ramps, and emergency lanes), the target lane at the destination, and the connection relationships between each segment and the lanes in the previous segment (including but not limited to the leftmost connecting lane, the rightmost connecting lane, and through lanes). Each segment is a unit carrying road information along the route, and specific road information within a segment remains unchanged. The global navigation subsystem also determines the vehicle's current lane based on the positioning information provided by the positioning device and sends this information to the planning and decision-making subsystem.

[0216] The human-machine interface (HMI) is used to establish a signal mapping relationship between the system status management module and the HMI. It converts driver operation signals sent by the HMI into a system-defined format, and simultaneously converts system status into a signal format specified by the HMI, facilitating the adaptation of the autonomous navigation system to different types of HMIs.

[0217] like Figure 15 As shown, the planning and decision-making subsystem includes, for example, a system status management module, a positioning fusion module, a driving area planning module, a lane change behavior decision-making module, a local trajectory planning module, and a vehicle speed planning module.

[0218] The system status management module is responsible for managing the system's operational status and fault detection. This module includes a system function enable detection module, a system fault diagnosis and detection module, a driver takeover diagnosis and detection module, a function status management module, and a human-machine interaction management module.

[0219] The system function enable detection module is used to determine whether the autonomous navigation system is in a state where the function can be enabled. This module receives the vehicle positioning status, the working status of each acquisition device, and the working status signals of each part of the vehicle chassis actuator sent by the positioning device. It detects whether the above modules or components are working normally, and determines the function enable status of the autonomous navigation system based on the working status of each part. The function enable status includes not being enabled, longitudinally being able to be enabled, laterally being able to be enabled, and navigation being able to be enabled.

[0220] The system fault diagnosis and detection module monitors the various subsystems of the autonomous navigation system for faults that could affect their normal operation, and issues system fault diagnosis codes based on the fault type and severity. This module receives status information from the global navigation subsystem, perception and positioning subsystem, execution control subsystem, vehicle chassis actuators, and other modules in the planning and decision-making subsystem. This status information includes a continuously changing rolling count value for each subsystem (module) and its error status flag. Based on the rolling count value's status, it determines whether any module is experiencing lag, and combines the lag time and error status to determine the fault type and severity of each module, generating system fault diagnosis codes.

[0221] The meanings of systematic fault diagnostic codes include, but are not limited to: perception system stagnation (the rolling count value of the acquisition device stagnates for more than a preset time), positioning status error, acquisition device error, chassis actuator failure, positioning fusion module error, driving area planning failure, lane change behavior decision module error, local trajectory planning error, and vehicle speed planning module stagnation.

[0222] The driver takeover diagnostic detection module reads steering wheel torque, accelerator pedal signal, and brake pedal signal in real time. After signal processing, the signals are compared with preset thresholds. If the value exceeds the preset threshold for a duration exceeding the preset value, it is determined that the driver has taken over. Then, the takeover type is determined, and a corresponding driver takeover flag is generated. The driver takeover flag definition includes, but is not limited to, acceleration, braking, and steering.

[0223] The functional status management module is used to receive driver operation signals from the human-machine interaction device, functional enable status signals from the system function enable detection module, system fault diagnosis codes from the system fault diagnosis detection module, driver takeover flags from the driver takeover diagnosis detection module, and lane change commands and lane change status commands from the lane change behavior decision module, thereby controlling the system to switch between different operating states.

[0224] The system status in the functional status management module includes shutdown, standby, running, driver takeover, and fault.

[0225] For example, the following provides an exemplary description of how different system states are determined.

[0226] When the function status management determines that the system status is "off", upon receiving an activation signal from the human-machine interface device for the autonomous navigation system's main function switch, it checks whether the system function enable status is disabled. If not, it enters the "standby" state. In the "standby" state, if it receives a "off" signal from the autonomous navigation system's main function switch or if the system function enable status is disabled, it enters the "off" state.

[0227] When the autonomous navigation system activation signal is received in the "Standby" state, the system function enable status is checked. If it is longitudinally or laterally enabled, it enters the "Partially Enabled" state within the "Running" state. If navigation is enabled, the high-precision map data sent by the global navigation subsystem is checked. If the effective length covered by the high-precision map data exceeds a preset threshold, it enters the "Navigation Enabled" state within the "Running" state, initially in the "Lane Keeping" state. In the "Partially Enabled" state, the planning and decision-making subsystem only runs the system state management module, the local trajectory planning module, and the vehicle speed planning module. In the "Navigation Enabled" state, all modules of the planning and decision-making subsystem run.

[0228] When the system is in "lane keeping" mode, it enters "lane change enabled" mode when a lane change command is received. After receiving a lane change command indicating that the lane change has ended, it enters "lane change ended" mode and maintains this state for a preset time before switching back to "lane keeping" mode.

[0229] When the system is in "lane keeping" mode, if a fault diagnosis code is received indicating a positioning status error, driving area planning failure, or lane change behavior decision module error, the system will enter a "partially enabled" state.

[0230] When the system status is "running", it enters "standby" state upon receiving a shutdown signal from the master switch of the autonomous navigation system or a shutdown signal from the activation switch of the autonomous navigation system.

[0231] When the system is in "Running" mode, and receives a driver takeover signal indicating steering or braking, it enters "Driver Takeover" mode. After maintaining this mode for a preset time, it returns to "Standby" mode.

[0232] When the system status is "running", if a fault diagnosis code is received that is not an error other than a positioning status error, driving area planning failure, or lane change behavior decision module error, the system will enter the "fault" status.

[0233] When the system status is "fault", if the system function enable status is "unable to enable", it will enter the "shutdown" state; otherwise, it will enter the "standby" state.

[0234] The positioning fusion module receives real-time road information, the vehicle's current positioning lane, lane lines around the vehicle, road boundary information, and road target information obtained by the perception fusion module from the global navigation subsystem. Through fusion calculation, it obtains an accurate and stable vehicle positioning and sends it to the driving area planning module and the lane change behavior decision module.

[0235] The driving area planning module includes a map information geometric space reconstruction module, a traffic congestion monitoring module, a road area planning module for driving without lane changes, a road area planning module for reachable destinations, and a node mileage calculation module.

[0236] The map information geometric space reconstruction module receives high-precision map information and stores different road attributes in different road information matrices according to their geometric spatial distribution. Each matrix stores one road attribute, each row of the matrix represents a segment, and the road attributes within a segment are consistent. Each column represents a lane, and lanes represented by different rows in the same column are straight-through in the real world. Positions of lanes that do not exist in the matrix are filled with zeros.

[0237] The traffic congestion monitoring module receives lane markings and road target information from the perception fusion module on both sides of the vehicle. Based on the number, spacing, and speed of surrounding vehicles in the lanes on both sides of the vehicle over a past period, it assesses the congestion status of the lanes on both sides (including but not limited to no congestion, slight congestion, moderate congestion, and severe congestion). Then, based on the congestion status of both sides and the vehicle's current speed, it sets the lane-changing distance for each lane. The more severe the congestion and the higher the vehicle speed, the longer the lane-changing distance.

[0238] The lane-change-free driving area planning module receives the map spatial matrix, lane change distance, and target lane, and plans the area where the vehicle does not need to change lanes. When the vehicle is in the lane-change-free driving area, it will take priority to drive in the current lane and does not need to change lanes.

[0239] After obtaining the expanded map space matrix, the reachable destination road area planning module plans the reachable destination road area. When the vehicle is in the reachable destination road area, it can drive to the target lane at the end of the route without the need for the map navigation module to replan the route.

[0240] The node mileage calculation module is used to determine the distance between the vehicle's current location and the node where a lane change is required, based on the vehicle's current location, the road area where no lane change is required, and the road area where the destination can be reached.

[0241] refer to Figure 13 As shown, the lane change behavior decision module includes a lane change intention planning submodule, a lane change permission flag determination submodule, a lane change urgency planning submodule, a lane change instruction determination submodule, and a lane change completion calculation submodule.

[0242] The local trajectory planning module is used to determine whether there is a lane change intention; if so, it determines the lane change navigation planning route based on the vehicle's current position, the vehicle's perceived road information, and the lane change intention; if not, it determines the navigation planning route within the vehicle's current positioning lane based on the vehicle's current position and the vehicle's perceived road information.

[0243] The vehicle speed planning module receives the set speed, high-precision map information, driving area planning results, and lane change behavior decision results set by the driver through the human-machine interaction device, calculates the current target speed of the vehicle and the target distance of the target speed, and sends it to the straight-ahead control subsystem.

[0244] like Figure 15 As shown, the execution control subsystem is used to control vehicle movement. The execution control subsystem includes a steering control module, a longitudinal control module, and a headlight control module. When the system is in a "partially enabled" state and the system function is enabled in a "laterally open" state, or the system is in a "navigation enabled" state, the steering control module receives the center point of the driving trajectory generated by the local trajectory planning module, calculates the target steering wheel angle (or target steering wheel torque) of the chassis steering system based on the vehicle speed, and outputs it to the vehicle chassis actuators to control the vehicle to travel along the target centerline. When the system is in a "partially enabled" state and the system function is enabled in a "longitudinal open" state, or the system is in a "navigation enabled" state, the longitudinal control module receives the target speed and target distance generated by the speed planning module, receives information from the vehicle's drive system to calculate the expected acceleration (deceleration), and outputs it to the vehicle chassis actuators to control the vehicle to reach the target speed at the target distance. The vehicle lighting control module receives turn signal control commands generated by the decision planning subsystem and control commands issued by the driver through the turn signal lever. After making a decision, it sends a steering control signal to the vehicle chassis actuator to control the corresponding turn signal to illuminate.

[0245] This disclosure also provides a vehicle control method:

[0246] A1. A vehicle control method, comprising:

[0247] The vehicle's current lane is determined based on its current location, map information, and road information perceived by the vehicle.

[0248] Based on the vehicle's current lane, the vehicle's current location, the destination location, the map information, and the vehicle's perceived road information, lane navigation planning information is determined;

[0249] Vehicle driving is controlled based on the lane navigation planning information.

[0250] A2. According to the vehicle control method described in A1, the lane navigation planning information includes lane-level navigation planning route information; determining the lane navigation planning information based on the vehicle's current positioning lane, the vehicle's current location, the destination location, the map information, and the vehicle's perceived road information includes:

[0251] Based on the vehicle's current lane, the vehicle's current location, the destination location, and the map information, a road area where lane changing is not required is determined;

[0252] Based on the road areas where lane changes are not required, the reachable road areas are determined.

[0253] Based on the vehicle's current lane, the road area where lane changing is not required, the road area where the destination can be reached, the map information, and the road information perceived by the vehicle, a lane changing behavior decision is determined.

[0254] The lane-level navigation planning route is determined based on the vehicle's current location, the road information perceived by the vehicle, and the lane change behavior decision.

[0255] A3. According to the vehicle control method described in A2, determining the lane-changing behavior decision based on the vehicle's current positioning lane, the road area where lane changing is not required, the road area where the destination can be reached, the map information, and the vehicle's perceived road information includes:

[0256] The lane change intention is determined based on at least one of the following: the road area where lane change is not required, the road area where the destination can be reached, the vehicle-sensed road information, and the vehicle's current lane.

[0257] The lane change permission sign position is determined based on the map information and the vehicle-perceived road information.

[0258] The lane change instruction is determined based on the lane change intention and the lane change permission flag.

[0259] A4. According to the vehicle control method described in A3, determining the lane-changing intention based on at least one of the road area where lane changing is not required, the road area where the destination can be reached, and the vehicle's perceived road information, and the vehicle's current positioning lane, includes:

[0260] Determine the relative positional relationship between the vehicle's current positioning lane, the road area where lane changes are not required, and the road area leading to the destination;

[0261] If the vehicle's current lane is located within the reachable destination road area and is on the first side of the road area where lane changing is not required, an intention to change lanes to the second side is generated; if the vehicle's current lane is located within the reachable destination road area and is on the second side of the road area where lane changing is not required, an intention to change lanes to the first side is generated.

[0262] In this case, the first side is the left side and the second side is the right side; or the first side is the right side and the second side is the left side.

[0263] A5. The vehicle control method according to A3, wherein determining the lane-changing intention based on at least one of the road area where lane changing is not required, the road area where the destination can be reached, and the vehicle-perceived road information, and the vehicle's current positioning lane, includes:

[0264] Determine whether the vehicle's current lane is located within the area of ​​the road where lane changing is not required;

[0265] If so, determine whether there is a vehicle with a speed lower than the preset speed in front of the vehicle's current positioning lane in the vehicle's perceived road information;

[0266] If there is a vehicle with a speed lower than a preset speed in front of the vehicle's current positioning lane in the vehicle's perceived road information, determine the speed limit of the first lane of the vehicle's current positioning lane and whether the speed of the vehicle in the first lane is greater than the vehicle's current speed.

[0267] If the speed limit of the first lane of the vehicle's current positioning lane and the speed of the vehicles in the first lane are greater than the vehicle's current speed, and the distance between the vehicle's current position and the lane change node in the map information is greater than the first expected distance, a lane change intention instruction to the first lane is generated.

[0268] Wherein, the first side is either the left or the right side; the first expected distance is an integer multiple of the lane change distance.

[0269] A6. The vehicle control method according to A5 further includes:

[0270] Based on the vehicle-sensed road information within a preset time period from the current time, the traffic congestion status on both sides of the vehicle's current positioning lane is determined, and the lane change distance is determined based on the traffic congestion status.

[0271] A7. According to the vehicle control method described in A3, the step of determining the lane change permission marker based on the map information and the vehicle-perceived road information includes:

[0272] Based on the map information, determine whether the lane line on either side of the vehicle's current positioning lane is a dashed line and its length is greater than a preset length value;

[0273] If so, when the distance between the vehicle's current lane and the vehicle in the adjacent lane along the direction of travel is greater than the second expected distance, a lane change permission sign is generated for that side.

[0274] A8. According to the vehicle control method described in A3, the step of determining the lane change command based on the lane change intention and the lane change permission flag includes:

[0275] After obtaining the lane change intention, if the lane change intention and the lane change permission flag are in the same direction, a lane change instruction in the same direction as the lane change intention is generated.

[0276] A9. The vehicle control method according to A8 further includes:

[0277] After obtaining the lane change intention, if the lane change intention is not in the same direction as the lane change permission flag, wait for the lane change to proceed until the lane change intention is in the same direction as the lane change permission flag, and then generate a lane change command in the same direction as the lane change intention.

[0278] A10. The vehicle control method according to A9 further includes:

[0279] Monitor the vehicle's movement trajectory and compare it with the lane-level navigation planned route to determine the lane change completion rate;

[0280] The lane change result is determined based on the lane line change information on both sides of the vehicle and the lane change completion rate.

[0281] The urgency of the lane change is determined based on at least one of the following: the waiting time for the lane change, the result of the previous lane change, and the distance between the vehicle's current position and the lane change node in the map information.

[0282] The lane change confirmation time is determined based on the urgency of the lane change, and the lane change confirmation time refers to the time between obtaining the lane change intention and generating the lane change command.

[0283] A11. According to the vehicle control method described in A3, determining the lane-level navigation planning route based on at least one of the vehicle's current position, the vehicle's perceived road information, and the lane-changing behavior decision includes:

[0284] Determine if there is an intention to change lanes;

[0285] If so, the lane change navigation planning route is determined based on the vehicle's current location, the vehicle's perceived road information, and the lane change intention;

[0286] If not, determine the navigation route within the vehicle's current positioning lane based on the vehicle's current location and the road information perceived by the vehicle.

[0287] A12. According to the vehicle control method described in A3, the lane navigation planning information includes vehicle speed planning information; the step of determining the lane navigation planning information based on the vehicle's current positioning lane, the vehicle's current position, the destination position, the map information, and the vehicle's perceived road information further includes:

[0288] Determine if there is an intention to change lanes;

[0289] If there is no intention to change lanes, the distance between the vehicle's current position and the destination is determined based on the vehicle's current position, the road area where lane changing is not required, and the road area where the destination can be reached; speed planning information is determined based on the speed limit corresponding to the current lane and the distance between the vehicle's current position and the destination.

[0290] A13. According to the vehicle control method described in A10, the lane navigation planning information includes vehicle speed planning information; the step of determining the lane navigation planning information based on the vehicle's current positioning lane, the vehicle's current position, the destination position, the map information, and the vehicle's perceived road information further includes:

[0291] Determine if there is an intention to change lanes;

[0292] If there is an intention to change lanes, speed planning information is determined based on at least one of the urgency of the lane change, the waiting time for the lane change, the road information perceived by the vehicle, and the distance between the vehicle's current position and the node where the lane change is required.

[0293] A14. The vehicle control method according to A1 further includes:

[0294] The system status is determined based on the input signals, system function enable status, system fault diagnosis information, and driver takeover diagnosis information.

[0295] The method of controlling vehicle driving based on the lane navigation planning information includes: controlling vehicle driving based on the system status and the lane navigation planning information.

[0296] B1. A vehicle control device, comprising:

[0297] The lane positioning module is used to determine the vehicle's current positioning lane based on the vehicle's current location, map information, and road information perceived by the vehicle.

[0298] The lane navigation planning information determination module is used to determine lane navigation planning information based on the vehicle's current positioning lane, the vehicle's current location, the destination location, the map information, and the vehicle's perceived road information.

[0299] The control module is used to control the vehicle's movement based on the lane navigation planning information.

[0300] C1. An electronic device, comprising: a processor and a memory;

[0301] The processor executes the steps of the method as described in any one of A1 to A14 by invoking a program or instruction stored in the memory.

[0302] D1. A computer-readable storage medium storing a program or instructions that cause a computer to perform the steps of the method as described in any one of A1 to A14.

[0303] E1. A vehicle, characterized in that it includes the electronic equipment described in C1.

[0304] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0305] The above description is merely a specific embodiment of this disclosure, enabling those skilled in the art to understand or implement it. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this disclosure. Therefore, this disclosure is not to be limited to the embodiments described herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A vehicle control method, characterized in that, include: The vehicle's current lane is determined based on its current location, map information, and road information perceived by the vehicle. Based on the vehicle's current lane, the vehicle's current location, the destination location, the map information, and the vehicle's perceived road information, lane navigation planning information is determined; Vehicle driving is controlled based on the lane navigation planning information; The lane navigation planning information includes lane-level navigation planning route information; the process of determining lane navigation planning information based on the vehicle's current positioning lane, the vehicle's current location, the destination location, the map information, and the vehicle's perceived road information includes: Based on the vehicle's current lane, the vehicle's current location, the destination location, and the map information, a road area where lane changing is not required is determined; Based on the road areas where lane changes are not required, the reachable road areas are determined. Based on the vehicle's current lane, the road area where lane changing is not required, the road area where the destination can be reached, the map information, and the road information perceived by the vehicle, a lane changing behavior decision is determined. The lane-level navigation planning route is determined based on the vehicle's current location, the road information perceived by the vehicle, and the lane change behavior decision.

2. The vehicle control method according to claim 1, characterized in that, The process of determining lane-changing behavior decisions based on the vehicle's current lane, the road area where lane changing is not required, the road area leading to the destination, the map information, and the vehicle's perceived road information includes: The lane change intention is determined based on at least one of the following: the road area where lane change is not required, the road area where the destination can be reached, the vehicle-sensed road information, and the vehicle's current lane. The lane change permission sign position is determined based on the map information and the vehicle-perceived road information. The lane change instruction is determined based on the lane change intention and the lane change permission flag.

3. The vehicle control method according to claim 2, characterized in that, The determination of lane-changing intent based on at least one of the following: the road area where lane changing is not required, the road area where the destination can be reached, the vehicle-perceived road information, and the vehicle's current lane, includes: Determine the relative positional relationship between the vehicle's current positioning lane, the road area where lane changes are not required, and the road area leading to the destination; If the vehicle's current lane is located within the reachable destination road area and is on the first side of the road area where lane changing is not required, an intention to change lanes to the second side is generated; if the vehicle's current lane is located within the reachable destination road area and is on the second side of the road area where lane changing is not required, an intention to change lanes to the first side is generated. In this case, the first side is the left side and the second side is the right side; or the first side is the right side and the second side is the left side.

4. The vehicle control method according to claim 2, characterized in that, The determination of lane-changing intent based on at least one of the following: the road area where lane changing is not required, the road area where the destination can be reached, the vehicle-perceived road information, and the vehicle's current lane, includes: Determine whether the vehicle's current lane is located within the area of ​​the road where lane changing is not required; If so, determine whether there is a vehicle with a speed lower than the preset speed in front of the vehicle's current positioning lane in the vehicle's perceived road information; If there is a vehicle with a speed lower than a preset speed in front of the vehicle's current positioning lane in the vehicle's perceived road information, determine the speed limit of the first lane of the vehicle's current positioning lane and whether the speed of the vehicle in the first lane is greater than the vehicle's current speed. If the speed limit of the first lane of the vehicle's current positioning lane and the speed of the vehicles in the first lane are greater than the vehicle's current speed, and the distance between the vehicle's current position and the lane change node in the map information is greater than the first expected distance, a lane change intention instruction to the first lane is generated. Wherein, the first side is either the left or the right side; the first expected distance is an integer multiple of the lane change distance.

5. The vehicle control method according to claim 4, characterized in that, Also includes: Based on the vehicle-sensed road information within a preset time period from the current time, the traffic congestion status on both sides of the vehicle's current positioning lane is determined, and the lane change distance is determined based on the traffic congestion status.

6. The vehicle control method according to claim 2, characterized in that, The process of determining the lane change permission marker based on the map information and the vehicle-perceived road information includes: Based on the map information, determine whether the lane line on either side of the vehicle's current positioning lane is a dashed line and its length is greater than a preset length value; If so, when the distance between the vehicle's current lane and the vehicle in the adjacent lane along the direction of travel is greater than the second expected distance, a lane change permission sign is generated for that side.

7. The vehicle control method according to claim 2, characterized in that, The process of determining the lane change instruction based on the lane change intention and the lane change permission flag includes: After obtaining the lane change intention, if the lane change intention and the lane change permission flag are in the same direction, a lane change instruction in the same direction as the lane change intention is generated.

8. The vehicle control method according to claim 7, characterized in that, Also includes: After obtaining the lane change intention, if the lane change intention is not in the same direction as the lane change permission flag, wait for the lane change to proceed until the lane change intention is in the same direction as the lane change permission flag, and then generate a lane change command in the same direction as the lane change intention.

9. The vehicle control method according to claim 8, characterized in that, Also includes: Monitor the vehicle's movement trajectory and compare it with the lane-level navigation planned route to determine the lane change completion rate; The lane change result is determined based on the lane line change information on both sides of the vehicle and the lane change completion rate. The urgency of the lane change is determined based on at least one of the following: the waiting time for the lane change, the result of the previous lane change, and the distance between the vehicle's current position and the lane change node in the map information. The lane change confirmation time is determined based on the urgency of the lane change, and the lane change confirmation time refers to the time between obtaining the lane change intention and generating the lane change command.

10. The vehicle control method according to claim 2, characterized in that, The process of determining a lane-level navigation planning route based on at least one of the vehicle's current location, the vehicle's perceived road information, and the lane-changing behavior decision includes: Determine if there is an intention to change lanes; If so, the lane change navigation planning route is determined based on the vehicle's current location, the vehicle's perceived road information, and the lane change intention; If not, determine the navigation route within the vehicle's current positioning lane based on the vehicle's current location and the road information perceived by the vehicle.

11. The vehicle control method according to claim 2, characterized in that, The lane navigation planning information includes vehicle speed planning information; the process of determining lane navigation planning information based on the vehicle's current positioning lane, the vehicle's current location, the destination location, the map information, and the vehicle's perceived road information further includes: Determine if there is an intention to change lanes; If there is no intention to change lanes, the distance between the vehicle's current position and the destination is determined based on the vehicle's current position, the road area where lane changing is not required, and the road area where the destination can be reached; speed planning information is determined based on the speed limit corresponding to the current lane and the distance between the vehicle's current position and the destination.

12. The vehicle control method according to claim 9, characterized in that, The lane navigation planning information includes vehicle speed planning information; the process of determining lane navigation planning information based on the vehicle's current positioning lane, the vehicle's current location, the destination location, the map information, and the vehicle's perceived road information further includes: Determine if there is an intention to change lanes; If there is an intention to change lanes, speed planning information is determined based on at least one of the urgency of the lane change, the waiting time for the lane change, the road information perceived by the vehicle, and the distance between the vehicle's current position and the node where the lane change is required.

13. The vehicle control method according to claim 1, characterized in that, Also includes: The system status is determined based on the input signals, system function enable status, system fault diagnosis information, and driver takeover diagnosis information. The method of controlling vehicle driving based on the lane navigation planning information includes: controlling vehicle driving based on the system status and the lane navigation planning information.

14. A vehicle control device, characterized in that, include: The lane positioning module is used to determine the vehicle's current positioning lane based on the vehicle's current location, map information, and road information perceived by the vehicle. The lane navigation planning information determination module is used to determine lane navigation planning information based on the vehicle's current positioning lane, the vehicle's current location, the destination location, the map information, and the vehicle's perceived road information. The control module is used to control the vehicle's movement based on the lane navigation planning information; The lane navigation planning information includes lane-level navigation planning route information; the process of determining lane navigation planning information based on the vehicle's current positioning lane, the vehicle's current location, the destination location, the map information, and the vehicle's perceived road information includes: Based on the vehicle's current lane, the vehicle's current location, the destination location, and the map information, a road area where lane changing is not required is determined; Based on the road areas where lane changes are not required, the reachable road areas are determined. Based on the vehicle's current lane, the road area where lane changing is not required, the road area where the destination can be reached, the map information, and the road information perceived by the vehicle, a lane changing behavior decision is determined. The lane-level navigation planning route is determined based on the vehicle's current location, the road information perceived by the vehicle, and the lane change behavior decision.

15. An electronic device, characterized in that, include: Processor and memory; The processor executes the steps of the method as described in any one of claims 1 to 13 by invoking programs or instructions stored in the memory.

16. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a program or instructions that cause a computer to perform the steps of the method as described in any one of claims 1 to 13.

17. A vehicle, characterized in that, Includes the electronic device as described in claim 15.

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