Lane changing decision method, apparatus, device, medium and vehicle

Abstract

Embodiments of the present disclosure provide a lane-changing decision method, device, equipment, medium and vehicle. The lane-changing decision method comprises: determining a target lane and a competing vehicle located on the target lane; constructing a plurality of lane-changing acceleration sequences and a plurality of competing acceleration sequences; combining the lane-changing acceleration sequences and the competing acceleration sequences two by two to obtain a plurality of sequence combinations; respectively performing driving simulation based on each sequence combination to determine a single-point lane-changing safety benefit and a single-point competing safety benefit at each time; calculating a global lane-changing benefit of the lane-changing vehicle according to the single-point lane-changing safety benefit, calculating a global competing benefit of the competing vehicle according to the single-point competing safety benefit, and combining the global lane-changing benefit and the global competing benefit into a global benefit pair; selecting a target benefit pair satisfying Nash equilibrium from all global benefit pairs, and determining a lane-changing strategy according to the target benefit pair. The lane-changing decision method provided in the embodiment can make the finally determined lane-changing strategy globally optimal.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of automatic driving, in particular to a lane changing decision method, device, equipment, medium and vehicle. BACKGROUND

[0002] For the vehicle lane changing scene in automatic driving, the existing technology has provided some methods of using game theory to study vehicle competition strategy and then formulating lane changing decision. However, the existing method of formulating lane changing strategy based on game theory only uses game theory to formulate multiple rough strategy pairs, performs rough game result calculation based on the strategy pairs, selects a target income pair satisfying Nash equilibrium, and then determines the lane changing strategy according to the target income pair. However, the lane changing decision obtained by this method may not be accurate, and the lane changing strategy determined based on the lane changing decision may have a high possibility of causing safety hazards. SUMMARY

[0003] To solve the above technical problems, the present disclosure provides a lane changing decision method, device, equipment, medium and vehicle.

[0004] In a first aspect, the present disclosure provides a lane changing decision method, comprising:

[0005] determining a target lane and a competing vehicle located on the target lane according to a lane changing trajectory, the lane changing trajectory being a trajectory planned for a lane changing vehicle to travel from a current lane to the target lane;

[0006] constructing multiple lane changing acceleration sequences for the lane changing vehicle and multiple competing acceleration sequences for the competing vehicle, the lane changing acceleration sequence including selectable accelerations of the lane changing vehicle at each time when traveling along the lane changing trajectory, and the competing acceleration sequence including selectable accelerations of the competing vehicle at the each time;

[0007] combining the multiple lane changing acceleration sequences and the multiple competing acceleration sequences two by two to obtain multiple sequence combinations;

[0008] respectively performing driving simulation based on each sequence combination to determine a single-point lane changing safety income and a single-point competing safety income of the lane changing vehicle at each time before the lane changing vehicle travels to an end point of the lane changing trajectory;

[0009] calculating a global lane changing income of the lane changing vehicle according to the single-point lane changing safety income corresponding to the sequence combination, and calculating a global competing income of the competing vehicle according to the single-point competing safety income corresponding to the sequence combination, and combining the global lane changing income and the global competing income into a global income pair;

[0010] selecting a target income pair satisfying Nash equilibrium from all global income pairs, and determining a lane changing strategy according to the target income pair.

[0011] In a second aspect, the embodiments of the present disclosure provide a lane changing decision device, comprising:

[0012] an object determination unit configured to determine a target lane and a competing vehicle located on the target lane according to a lane changing trajectory, the lane changing trajectory being a trajectory planned for a lane changing vehicle to travel from a current lane to the target lane;

[0013] a sequence construction unit configured to construct a plurality of lane changing acceleration sequences for the lane changing vehicle and a plurality of competing acceleration sequences for the competing vehicle, the lane changing acceleration sequences comprising selectable accelerations of the lane changing vehicle at respective time points when the lane changing vehicle travels along the lane changing trajectory, and the competing acceleration sequences comprising selectable accelerations of the competing vehicle at the respective time points;

[0014] a combination unit configured to combine the plurality of lane changing acceleration sequences and the plurality of competing acceleration sequences two by two to obtain a plurality of sequence combinations;

[0015] a single-point benefit calculation unit configured to respectively perform driving simulation based on the respective sequence combinations to determine single-point lane changing safety benefit and single-point competing safety benefit of the lane changing vehicle at respective time points before the lane changing vehicle travels to an end point of the lane changing trajectory;

[0016] a global benefit pair construction unit configured to calculate a global lane changing benefit of the lane changing vehicle according to the single-point lane changing safety benefit corresponding to the sequence combinations, and calculate a global competing benefit of the competing vehicle according to the single-point competing safety benefit corresponding to the sequence combinations, and combine the global lane changing benefit and the global competing benefit into a global benefit pair;

[0017] a strategy determination unit configured to select a target benefit pair satisfying a Nash equilibrium from all the global benefit pairs, and determine a lane changing strategy according to the target benefit pair.

[0018] In a third aspect, the embodiments of the present disclosure provide a computing device, comprising a processor and a memory, the memory being configured to store a computer program; the computer program, when loaded by the processor, causes the processor to execute the lane changing decision method as described above.

[0019] In a fourth aspect, the embodiments of the present disclosure provide a computer readable storage medium, the storage medium storing a computer program, when the computer program is executed by a processor, causing the processor to implement the lane changing decision method as described above.

[0020] In a fifth aspect, the embodiments of the present disclosure provide an autonomous vehicle, comprising a vehicle control chip, the vehicle control chip being configured to execute the lane changing decision method as described above.

[0021] Compared with the prior art, the technical solutions provided by the embodiments of the present disclosure have the following advantages:

[0022] The lane changing decision method and device provided in the scheme perform driving simulation based on a plurality of lane changing acceleration sequences and a plurality of competitive acceleration sequences, determine a global benefit pair in various possible cases, select a benefit pair conforming to Nash equilibrium as a target benefit pair, and determine a lane changing strategy according to the target benefit pair. That is, the lane changing decision method provided in the embodiment determines a lane changing strategy according to a simulation result after driving simulation is performed by using various possible acceleration sequences. In this way, the finally determined lane changing strategy can be globally optimal. BRIEF DESCRIPTION OF DRAWINGS

[0023] The accompanying drawings, which are incorporated herein and form a part of the specification, illustrate embodiments consistent with the present disclosure and, together with the description, further serve to explain the principles of the disclosure.

[0024] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure or the prior art, the drawings required to be used in the embodiments or prior art description will be briefly introduced below. Obviously, for those skilled in the art, other drawings can also be obtained from these drawings without creative labor, and the drawings are as follows:

[0025] Figure 1 is a lane changing decision method flowchart provided in the embodiments of the present disclosure;

[0026] Figure 2 is a vehicle lane changing scene schematic diagram;

[0027] Figure 3 is a vehicle position relationship schematic diagram at the first time in some cases;

[0028] Figure 4 is a method flowchart for determining a single-point competitive safety benefit at the first time;

[0029] Figure 5 is a vehicle position schematic diagram at the first time in some cases;

[0030] Figure 6 is a vehicle position schematic diagram at the second time in some cases;

[0031] Figure 7 is a vehicle position schematic diagram at the third time in some cases;

[0032] Figure 8 is a vehicle position schematic diagram at the third time in some other cases;

[0033] Figure 9 is a lane changing decision device structure schematic diagram provided in the embodiments of the present disclosure;

[0034] Figure 10 is a structure schematic diagram of a computing device provided in some embodiments of the present disclosure. DETAILED DESCRIPTION

[0035] Embodiments of the present disclosure will be described in more detail with reference to the drawings. Although some embodiments of the present disclosure are shown in the drawings, it is understood that the present disclosure can be implemented in various forms and should not be interpreted as being limited to the embodiments set forth herein, but rather these embodiments are provided so that the present disclosure can be understood more thoroughly and completely. It is understood that the drawings and embodiments of the present disclosure are only for exemplary purposes and are not intended to limit the scope of protection of the present disclosure.

[0036] The term "comprising" and variations thereof as used herein are open-ended, and mean "including but not limited to". The term "based on" means "based, at least in part, on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". Related terms are defined as follows. It is to be noted that the concepts "first", "second", etc. mentioned in the present disclosure are only used to distinguish different apparatuses, modules or units, and do not imply the order or interdependence of the functions performed by these apparatuses, modules or units.

[0037] It is to be noted that the modification of "one" or "multiple" mentioned in the present disclosure is illustrative rather than restrictive, and those skilled in the art should understand that, unless otherwise explicitly indicated in the context, it should be understood as "one or more".

[0038] The embodiments of the present disclosure provide a lane changing decision method for determining whether a lane changing vehicle is safe to change lanes according to a lane changing trajectory, and how to perform lane changing if it is determined that the lane changing vehicle is safe to change lanes according to the lane changing trajectory, i.e. planning the target kinematic state of the lane changing vehicle in the lane changing process.

[0039] The lane changing decision method provided by the embodiments of the present disclosure is executed by a computing device. The computing device can be an execution system in an autonomous vehicle, and can also be a remote server, an edge server or a station server in communication connection with the autonomous vehicle.

[0040] Figure 1 is a flowchart of the lane changing decision method provided by the embodiments of the present disclosure. As shown in Figure 1 The lane changing decision method provided by the embodiments of the present disclosure includes S110-S160.

[0041] S110: determining a target lane and a competing vehicle located on the target lane according to the lane changing trajectory.

[0042] The lane-changing trajectory is a path trajectory planned for the lane-changing vehicle to travel from the current lane to the target lane. The aforementioned lane-changing vehicle is a vehicle that needs to perform lane-changing. The current lane is the lane where the lane-changing vehicle is currently located. The target lane is the lane where the lane-changing vehicle will be located after completing the lane-changing along the lane-changing trajectory.

[0043] According to the provisions of the traffic regulations, the vehicle cannot cross the lane when changing lanes, so in the open road scene, the target lane should be the adjacent lane of the current lane. Of course, if the mandatory provisions of the traffic regulations are not considered and only the road conditions in the actual road scene are considered, especially in the case where the number of vehicles in the road is very small and there is no vehicle in the adjacent lane of the current lane, the target lane can also not be the adjacent lane of the current lane.

[0044] Figure 2 is a schematic diagram of a vehicle lane-changing scene. As shown in Figure 2 , the current road includes three same-direction lanes, which are the outer lane, the middle lane and the inner lane. The lane-changing vehicle is currently driving on the outer lane, and the outer lane is the current lane. According to the lane-changing trajectory of the dotted line, it can be determined that the middle lane is the target lane.

[0045] The competing vehicle is a vehicle driving on the target lane (or will probably drive to the target lane in the future) that can affect the safe lane-changing of the lane-changing vehicle according to the lane-changing trajectory. According to the space-time characteristics, only the vehicle located behind the lane-changing trajectory in the target lane can be determined as the competing vehicle. In the actual scene, the competing vehicle can be the vehicle in front of the lane-changing vehicle, the vehicle with the same front as the lane-changing vehicle, or the vehicle behind the lane-changing vehicle.

[0046] In the actual scene, the target lane can include multiple vehicles that meet the previous position characteristics, that is, multiple vehicles can be used as competing vehicles. In this case, the computing device can respectively use each vehicle as a competing vehicle to perform the lane-changing decision method of the embodiments of the present disclosure.

[0047] S120: Constructing multiple lane-changing acceleration sequences for the lane-changing vehicle, and constructing multiple competing acceleration sequences for the competing vehicle.

[0048] The lane-changing acceleration sequence is a sequence constructed for the lane-changing vehicle, including the selectable acceleration of the lane-changing vehicle at each time when driving along the lane-changing trajectory. In the embodiments of the present disclosure, the computing device can determine the possible acceleration interval of the lane-changing vehicle according to the vehicle type and vehicle characteristics of the lane-changing vehicle. When constructing the lane-changing acceleration sequence, the computing device selects an acceleration in the possible acceleration interval as the element corresponding to the time in the lane-changing acceleration sequence, so as to realize the construction of the lane-changing acceleration sequence.

[0049] For example, the possible acceleration interval of the lane-changing vehicle is -8m / s 2 +5m / s2 If the lane-changing vehicle is in the process of changing lane, the acceleration sequence constructed for the lane-changing vehicle can be [+5, +2, +3, +4, …, +2]. In some embodiments, in order to reduce the number of the acceleration sequences constructed for the lane-changing vehicle, the computing device can assume that the acceleration of the lane-changing vehicle remains unchanged during the process of changing lane, and the resulting acceleration sequence can be similar to [+5, +5, +5, +5, …, +5].

[0050] It should be noted that the plurality of acceleration sequences constructed for the lane-changing vehicle are different from each other. It should also be noted that because the time required for the lane-changing vehicle to travel along the lane-changing trajectory according to each acceleration sequence is different, the length of each acceleration sequence can be different.

[0051] In practical applications, because the time required for the lane-changing vehicle to travel along the lane-changing trajectory according to each acceleration sequence cannot be determined before the simulation of the travel is performed, the length of each acceleration sequence cannot be determined. In specific implementations, the computing device can construct the acceleration sequences for the lane-changing vehicle in the following two ways to ensure that the lane-changing vehicle can travel to the end of the lane-changing trajectory when the simulation is performed based on the length of the acceleration sequence.

[0052] (1) Construct an acceleration sequence long enough. In this case, when the simulation of the travel is performed subsequently, if the lane-changing vehicle travels to the end of the lane-changing trajectory, the simulation is stopped, and the acceleration at the subsequent time in the acceleration sequence is no longer used to continue the simulation.

[0053] (2) Determine the corresponding acceleration at each time during the simulation of the lane-changing travel, and then gradually increase the sequence elements of the acceleration sequence until the lane-changing vehicle travels to the end of the lane-changing trajectory.

[0054] The competing acceleration sequence is constructed for the competing vehicle and includes the sequence of the selectable acceleration of the competing vehicle at each time when the competing vehicle travels along the target lane. The method of constructing the competing acceleration sequence is the same as the method of constructing the aforementioned lane-changing acceleration sequence, which is not repeated here.

[0055] S130: Combine the plurality of lane-changing acceleration sequences and the plurality of competing acceleration sequences two by two to obtain a plurality of sequence combinations.

[0056] In the embodiments of the present disclosure, the combination of the plurality of lane-changing acceleration sequences and the plurality of competing acceleration sequences two by two is to select one sequence from the plurality of lane-changing acceleration sequences, select one sequence from the plurality of competing acceleration sequences, and combine the two sequences into one sequence combination.

[0057] In actual embodiments, the specific process of the computing device to obtain the sequence combination is different according to the different methods of constructing the lane-changing acceleration sequence and the competitive acceleration sequence. If the lane-changing acceleration sequence and the competitive acceleration sequence are constructed by the aforementioned (1), the lane-changing acceleration sequence and the competitive acceleration sequence can be directly combined into the sequence combination. If the lane-changing acceleration sequence and the competitive acceleration sequence are constructed by the aforementioned (2), the identification of the lane-changing acceleration sequence and the identification of the competitive acceleration sequence can be combined into a combined identification, and the corresponding lane-changing acceleration sequence and competitive acceleration sequence are determined using the combined identification in the subsequent.

[0058] S140: Based on each sequence combination, driving simulation is performed to determine the single-point lane-changing safety benefit and the single-point competitive safety benefit of the lane-changing vehicle at each time before the lane-changing vehicle drives to the end of the lane-changing trajectory.

[0059] The driving simulation based on the sequence combination includes: A. Taking the current position and the current speed of the lane-changing vehicle as initial parameters, driving the lane-changing vehicle along the lane-changing trajectory according to the lane-changing acceleration sequence in the sequence combination to perform driving simulation, and determining the real-time speed and real-time position of the lane-changing vehicle at each time when the lane-changing vehicle drives along the lane-changing trajectory; B. Taking the current position and the current speed of the competitive vehicle as initial parameters, driving the competitive vehicle along the target lane according to the competitive acceleration sequence in the sequence combination to perform driving simulation, and determining the real-time speed and real-time position of the competitive vehicle at each time when the competitive vehicle drives along the target lane.

[0060] The current position of the lane-changing vehicle is the position of the lane-changing vehicle at the initial time of driving simulation, and the current speed of the lane-changing vehicle is the driving speed of the lane-changing vehicle at the initial time of driving simulation. The current position of the competitive vehicle is the position of the competitive vehicle at the initial time of driving simulation, and the current speed of the competitive vehicle is the driving speed of the competitive vehicle at the initial time of driving simulation. The current speed and the current position of the lane-changing vehicle, and the current speed and the current position of the competitive vehicle can be determined according to various sensor perception data. The method of determining the aforementioned current position and current speed is a conventional technique in the art, which will not be described here, and can be referred to the existing technical literature in the art.

[0061] The single-point lane-changing safety benefit is the benefit of the lane-changing vehicle at a certain time during driving simulation. The single-point competitive safety benefit is the benefit of the competitive vehicle at a certain time during driving simulation. The aforementioned benefit is the benefit determined by evaluating the safety of the vehicle at a specific time using a pre-set benefit evaluation rule.

[0062] After the implementation speed and real-time position of the lane-changing vehicle and the competing vehicle at a certain time are determined according to the foregoing A and B, the lane-changing vehicle determines the single-point lane-changing safety benefit and the single-point competing safety benefit at a certain time based on the real-time speed and real-time position of the lane-changing vehicle and / or the real-time speed and real-time position of the competing vehicle and the pre-set benefit evaluation rule. How to calculate the single-point lane-changing safety benefit and the single-point competing safety benefit will be described later.

[0063] It should be noted that the method for actually calculating the single-point lane-changing safety benefit and the single-point competing safety benefit is not limited to the method described later, and other methods can also be used. However, it should be noted that no matter which method is used, the size of the single-point lane-changing safety benefit is related to the real-time speed and real-time position of the lane-changing vehicle, and the size of the single-point competing safety benefit is related to the real-time speed and real-time position of the competing vehicle; at some time, the size of the single-point lane-changing safety benefit and the size of the single-point competing safety benefit are both related to the real-time speed and real-time position of the lane-changing vehicle and the real-time speed and real-time position of the competing vehicle.

[0064] When the driving simulation is performed, the computing device can stop the driving simulation according to the real-time position of the lane-changing vehicle and the end point of the lane-changing trajectory. At this time, the computing device obtains the single-point lane-changing safety benefit and the single-point competing safety benefit of the lane-changing vehicle at each time before the lane-changing vehicle drives to the end point of the lane-changing trajectory under each sequence combination.

[0065] S150: The global lane-changing benefit of the lane-changing vehicle is calculated according to the single-point lane-changing safety benefit corresponding to the sequence combination, and the global competing benefit of the competing vehicle is calculated according to the single-point competing safety benefit corresponding to the sequence combination, and the global lane-changing benefit and the global competing benefit are combined into a global benefit pair.

[0066] According to the foregoing description, because the time required for the lane-changing vehicle to pass through the lane-changing trajectory is different due to the different acceleration sizes and arrangement sequences in the lane-changing acceleration sequence and the competing acceleration sequence, the number of the single-point lane-changing safety benefit and the single-point competing safety benefit obtained based on each sequence combination can be different. To avoid that the global lane-changing benefits of each sequence combination cannot be compared horizontally and the global competing benefits of each sequence combination cannot be compared horizontally due to the different numbers, the following method is used to calculate the global lane-changing benefit and the global competing benefit in the embodiments of the present disclosure: the average value of the single-point lane-changing safety benefit at each time corresponding to one sequence combination is calculated, and the average value of the single-point lane-changing safety benefit is taken as the global lane-changing benefit of the lane-changing vehicle under this sequence combination; the average value of the single-point competing safety benefit at each time corresponding to one sequence combination is calculated, and the average value of the single-point competing safety benefit is taken as the global competing benefit of the competing vehicle under this sequence combination.

[0067] After determining the global lane-changing benefit and the global competitive benefit of a sequence combination, the global benefit pair can be obtained by combining the two. The global benefit pair can be represented as (x, y), where x is the global lane-changing benefit and y is the global competitive benefit.

[0068] S160: Select a target benefit pair satisfying the Nash equilibrium from all global benefit pairs, and determine a lane-changing strategy according to the target benefit pair.

[0069] According to the game theory, the target benefit pair satisfying the Nash equilibrium is the benefit pair in which the global lane-changing benefit and the global competitive benefit are both optimal. Therefore, the computing device can traverse all global benefit pairs, determine the global benefit pair in which the maximum global lane-changing benefit and the maximum global competitive benefit are both satisfied, and take the global benefit pair as the target benefit pair.

[0070] After determining the target benefit pair, the computing device determines a lane-changing strategy according to the target benefit pair. The computing device determines the lane-changing strategy according to the target benefit pair, including determining whether to perform lane-changing according to the lane-changing trajectory and how to perform the lane-changing process in the case of determining to perform lane-changing.

[0071] In some embodiments, the computing device determines that the lane-changing vehicle can perform lane-changing according to the lane-changing trajectory after determining that the global lane-changing benefit in the target benefit pair reaches a set threshold. In other embodiments, the computing device determines that the lane-changing vehicle can perform lane-changing according to the lane-changing trajectory only after determining that both the global lane-changing benefit and the global competitive benefit in the target benefit pair reach corresponding set thresholds.

[0072] In the case of determining that the lane-changing vehicle can perform lane-changing, the computing device obtains a target lane-changing acceleration sequence corresponding to the target benefit pair, takes the acceleration in the foregoing acceleration sequence as a target acceleration of the lane-changing vehicle at a corresponding time, and controls the vehicle to travel along the lane-changing trajectory to complete lane-changing.

[0073] By using the lane-changing decision method provided in the embodiments of the present disclosure, the computing device first constructs multiple lane-changing acceleration sequences for the lane-changing vehicle and multiple competitive acceleration sequences for the competitive vehicle, then performs driving simulation based on sequence combinations of the lane-changing acceleration sequences and the competitive acceleration sequences to determine the single-point lane-changing safety benefit and the single-point competitive benefit at each time. Then the computing device calculates the global lane-changing benefit according to the single-point lane-changing safety benefit, calculates the global competitive benefit according to the single-point competitive safety benefit, and constructs a global benefit pair using the global lane-changing benefit and the global competitive benefit to determine a target benefit pair satisfying the Nash equilibrium using the global benefit pair, and finally determines a lane-changing strategy according to the target benefit pair.

[0074] The lane-changing decision-making method provided in this disclosure performs driving simulations based on multiple lane-changing acceleration sequences and multiple competing acceleration sequences. It determines global payoff pairs under various possible conditions, selects payoff pairs conforming to Nash equilibrium as target payoff pairs, and determines lane-changing strategies based on these target payoff pairs. In other words, the lane-changing decision-making method provided in this disclosure determines lane-changing strategies based on simulation results after performing driving simulations using various possible acceleration sequences. Using the lane-changing decision-making method provided in this disclosure can ensure that the final determined lane-changing strategy is globally optimal.

[0075] As mentioned earlier, determining the safety benefits of single-point lane changing and single-point competition at various time points through driving simulations based on different sequence combinations is done based on the real-time speed and position of the lane-changing vehicle, and / or the real-time speed and position of the competing vehicle, as well as pre-defined benefit evaluation rules. At different times, the real-time positions of the lane-changing vehicle and the competing vehicle result in different relative positional characteristics, leading to different calculation methods for the safety benefits of single-point lane changing and single-point competition. Therefore, the following section analyzes the calculation methods for the safety benefits of single-point lane changing and single-point competition at different time points.

[0076] For ease of explanation, the following text divides the lane-changing process into three phases based on the vehicle's position along the lane-changing trajectory: the pre-lane-change phase, the mid-lane-change phase, and the post-lane-change phase. The pre-lane-change phase is when the vehicle is still in its current lane and has not yet crossed the lane lines. During this phase, the vehicle has not yet entered the target lane. The mid-lane-change phase is when the vehicle has crossed the lane lines, with part of its body in the current lane and part in the target lane. The post-lane-change phase is when the vehicle is completely positioned in the target lane.

[0077] Figure 3 This is a schematic diagram of vehicle position relationships at the first moment under certain circumstances. The aforementioned first moment refers to the moment when the lane-changing vehicle is at least partially located in the target lane, that is, the moment during and after the lane-changing period.

[0078] like Figure 3 As shown, in some situations, the lane-changing vehicle is in front of the competing vehicle at the first moment, and there are no other vehicles around affecting the movement of both the lane-changing and competing vehicles. In this case, the single-point competition safety gain at the first moment is determined based on the kinematic states (including real-time speed and real-time position) of the lane-changing vehicle and the competing vehicle at the current moment.

[0079] Figure 4is a flow chart of a method for determining the single-point competitive safety benefit at the first time. As shown in Figure 4 Determining the single-point competitive safety benefit at the first time includes S210-S220.

[0080] S210: performing a driving simulation based on the acceleration of the sequence combination before the first time, to determine a first safety distance and a first actual distance at the first time.

[0081] As previously stated, the first time is the time when the lane-changing vehicle is at least partially located in the target lane. The first safety distance is the ideal distance of the first following vehicle relative to the second following vehicle at the first time, that is, the distance at which the first following vehicle and the second following vehicle still maintain an ideal distance after performing an emergency brake. The first following vehicle is the following vehicle in the lane-changing vehicle and the competitive vehicle, and the second following vehicle is the leading vehicle in the lane-changing vehicle and the competitive vehicle. As shown in Figure 3 the first following vehicle is the competitive vehicle, and the second following vehicle is the lane-changing vehicle. How to determine the first safety distance will be analyzed later.

[0082] The first actual distance is the actual distance between the competitive vehicle and the lane-changing vehicle at the first time. After determining the real-time positions of the lane-changing vehicle and the competitive vehicle at the first time, the first actual distance can be determined according to the real-time positions of the two vehicles.

[0083] S220: determining the single-point lane-changing safety benefit or the single-point competitive safety benefit of the first following vehicle at the first time according to the first safety distance and the first actual distance.

[0084] As shown in Figure 3 the first safety distance and the first actual distance is to determine the single-point competitive safety benefit. Of course, if the first following vehicle is the lane-changing vehicle, and the second following vehicle is the competitive vehicle, then according to the first safety distance and the first actual distance, the single-point lane-changing safety benefit is determined.

[0085] After determining the first safety distance and the first actual distance, the computing device compares the first safety distance and the first actual distance, that is, the single-point competitive safety benefit or the single-point lane-changing safety benefit at the first time can be determined. In some specific applications, the computing device can determine the single-point competitive safety benefit or the single-point lane-changing safety benefit at the first time by using Formula I.

[0086]

[0087] In Formula I, D real is the first actual distance, D ideal is the first ideal distance, l is the additional safety width, which is generally set to 2-5 m, and U is the single-point competitive safety benefit or the single-point lane-changing safety benefit.

[0088] In the scenario as shown in FIG. 2A, there are only the lane-changing vehicle and the target vehicle in the current lane and the target lane, and there is no other vehicle, in which case the lane-changing vehicle will not be affected by other vehicles during the lane-changing process, and thus the single-point lane-changing safety benefit corresponding to the first time instant can be directly set to 1. Figure 3

[0089] In some scenarios, there is a preceding vehicle in the current lane and the target lane, but the distance between the preceding vehicle and the lane-changing vehicle is greater than a set threshold (e.g., greater than 100 m), in which case the preceding vehicle will also not affect the lane-changing of the lane-changing vehicle, and thus the single-point lane-changing safety benefit corresponding to the first time instant can also be directly set to 1.

[0090] Of course, if the competing vehicle is located in front of the lane-changing vehicle at the first time instant, and there is no preceding vehicle or the preceding vehicle is far away from the lane-changing vehicle, the single-point competing safety benefit corresponding to the first time instant can be directly set to 1.

[0091] Figure 5 FIG. 2A is a schematic diagram of vehicle positions at the first time instant in some cases. As shown in FIG. 2A, the target lane includes the competing vehicle and the first preceding vehicle. Figure 5

[0092] At the first time instant, the lane-changing vehicle travels to the side or directly behind the first preceding vehicle and is close to the lane-changing vehicle. In this case, the first preceding vehicle has an impact on the single-point lane-changing safety benefit of the lane-changing vehicle at the first time instant. Therefore, in addition to the aforementioned S210-S220, determining the single-point lane-changing safety benefit and the single-point competing safety benefit at each time instant also includes S230-S250.

[0093] S230: Obtain the current speed and the current position of the first preceding vehicle.

[0094] The current speed of the first preceding vehicle is the speed of the first preceding vehicle at the initial time instant of the driving simulation, and the current position of the first preceding vehicle is the position of the first preceding vehicle at the initial time instant of the driving simulation.

[0095] S240: Perform driving simulation based on the current speed and the current position of the first preceding vehicle and the acceleration of the sequence combination before the first time instant to determine the second safety distance and the second actual distance at the first time instant.

[0096] ​​The second safe distance is the ideal distance between the second rear vehicle and the first front vehicle; that is, the distance at which the second rear vehicle and the first front vehicle still maintain the ideal distance after emergency braking. How to determine the second safe distance will be analyzed in more detail later.

[0097] The second actual distance is the actual distance between the second vehicle behind and the first vehicle in front at the first moment. After determining the real-time positions of the second vehicle behind and the first vehicle in front at the first moment, the second actual distance can be determined based on their real-time positions.

[0098] In this embodiment of the disclosure, the computing device assumes that when the lane-changing vehicle performs a lane change, the first vehicle in front always maintains a constant speed, that is, the speed of the first vehicle in front is always its current speed during the driving simulation. In this case, the real-time position of the first vehicle in front can be determined based on its current speed and current position, and the second actual distance can be determined based on this real-time position.

[0099] S250: Based on the second safe distance and the second actual distance, determine the single-point lane-changing safety benefit or single-point competition safety benefit of the second following vehicle at the first moment.

[0100] The method for calculating the single-point lane-changing safety gain or single-point competition safety gain of the second following vehicle at the first moment is the same as that described above (specifically, the same as Formula 1 above), and will not be repeated here.

[0101] exist Figure 5 In the scenario shown, the second following vehicle is a lane-changing vehicle, and the benefit calculated based on the second safe distance and the second actual distance is the single-point lane-changing safety benefit. In other scenarios, the second following vehicle can be a competing vehicle, and the benefit calculated based on the second safe distance and the second actual distance is the single-point competition safety benefit.

[0102] In this embodiment, it is assumed that the first vehicle in front maintains a constant speed, and the second safe distance and the second actual distance are determined. In some solutions, if the environmental characteristic signals in front of the first vehicle in front can be obtained and the acceleration characteristics of the first vehicle in front can be predicted, driving simulation can be performed based on the predicted acceleration characteristics to determine the real-time position and real-time speed of the first vehicle in front at the first moment, and then the second safe distance and the second actual distance can be determined.

[0103] The computing device executes the aforementioned S230-S250, considering the impact of the adjacent vehicle in the target lane on the driving safety of the second vehicle behind at the first moment, so that the lane-changing decision method can predict more accurately. Figure 5The prediction of the single-point lane-changing safety benefit or the single-point competition safety benefit in the illustrated scenario makes the lane-changing decision more accurate.

[0104] In actual implementation, if the competition vehicle is preceded by a first preceding vehicle, the distance between the competition vehicle and the first preceding vehicle before the lane-changing period can also be considered to determine the benefit of the competition vehicle in the lane-changing period. Correspondingly, in the embodiments of the present disclosure, the computing device can also perform S260-S270.

[0105] S260: based on the current speed and the current position of the first preceding vehicle and the acceleration of the competition acceleration sequence before the second time, performing driving simulation to determine a third safety distance and a third actual distance at the second time.

[0106] The second time is a time when the lane-changing vehicle is only driving in the current lane, that is, a time within the aforementioned lane-changing period. The second time is earlier than the first time.

[0107] The third safety distance is an ideal distance of the competition vehicle relative to the first preceding vehicle at the second time, that is, a distance at which the competition vehicle and the first preceding vehicle still maintain an ideal distance after performing emergency braking.

[0108] The following analyzes how to determine the third safety distance at the second time. In some embodiments, the method of determining the third safety distance at the second time includes S261-S263.

[0109] S261: obtaining a reaction time parameter and a braking characteristic parameter.

[0110] The reaction time parameter is a parameter representing the reaction time of a typical driver. The reaction time parameter can include a braking reaction parameter and a defensive driving reaction time parameter.

[0111] The braking reaction parameter is the time required for a typical driver to start timing from seeing the situation of the preceding vehicle and determining that braking operation needs to be performed to actually stepping on the brake pedal in the case of needing to brake. Generally, the typical reaction time parameter is 0.8s-1.0s.

[0112] The defensive driving reaction time parameter is a time parameter of a typical driver performing defensive driving in a normal driving situation, which is represented as the time taken by the driver of the following vehicle to pass a certain position after the preceding vehicle starts timing.

[0113] The braking characteristic parameter is a parameter representing the typical braking characteristics of the vehicle, and the braking characteristic parameter includes a braking deceleration growth time and a braking deceleration. The braking deceleration growth time is the time required from the driver stepping on the brake pedal to trigger the vehicle braking to the actual occurrence of a specific braking deceleration. The braking deceleration growth time is generally 0.1-0.2s.

[0114] Braking deceleration is the typical deceleration that the vehicle can reach when the brake device is working, which is generally 6-8 m / s 2 .

[0115] S262: Determine the real-time speed of the competing vehicle at the second time based on the acceleration of the competing acceleration sequence before the second time.

[0116] The computing device determines the real-time speed at the second time based on the acceleration of the competing acceleration sequence before the second time, taking the initial speed of the competing vehicle as the integral initial point, integrating the acceleration of the competing acceleration sequence before the second time, and taking the integral result as the real-time speed at the second time.

[0117] S263: Calculate the third safety distance according to the real-time speed of the competing vehicle, the current speed of the first preceding vehicle, the reaction time parameter and the braking characteristic parameter.

[0118] After determining the real-time speed of the competing vehicle, the computing device then calculates the third safety distance according to the real-time speed of the competing vehicle, the current speed of the first preceding vehicle, the reaction time parameter and the braking characteristic parameter.

[0119] Through analysis of a large number of driving characteristics, the current model for determining the distance between the preceding and following vehicles includes a linear normal driving distance model and a braking distance model.

[0120] The normal driving distance model is a distance model under the condition that the speed difference between the preceding and following vehicles is small and both vehicles are driving normally, which adopts the formula t = V m t d + l, where V m is the real-time speed of the following vehicle, t d is the defensive driving reaction time parameter, and l is the additional safety width.

[0121] The braking distance model is a model for the distance required from when the following driver sees the condition of the preceding vehicle and determines that braking needs to be performed to when the control speed of the vehicle is the same as the speed of the preceding vehicle, which adopts the formula , where V f is the speed of the preceding vehicle, τ is the braking reaction parameter of a typical driver, t i is the braking deceleration growth time, and a is the braking deceleration of the following vehicle.

[0122] The normal driving distance model does not consider the speed of the preceding vehicle, and the braking distance model is not sensitive to the speed of the following vehicle. By integrating the advantages and disadvantages of the two models, the two models are fused to obtain a fused safety distance model, and the third safety distance is calculated using the fused safety distance model. The third safety distance calculated based on the fused distance model is represented by formula two.

[0123]

[0124] In the second formula, D c is the third safety distance, q1 and q2 are preset weighting coefficients, q1+q2=1. V j is the real-time speed of the competing vehicle, t d and τ are reaction time parameters, V1 is the current speed of the first preceding vehicle, t i and a are braking characteristic parameters, and l is the additional safety width.

[0125] According to the fusion distance model, if the real-time speed of the competing vehicle is greater than the current speed of the first preceding vehicle, the third safety distance is determined by simultaneously considering the normal driving distance model and the braking distance model; if the real-time speed of the competing vehicle is less than or equal to the current speed of the first preceding vehicle, the third safety distance is calculated by only using the normal driving distance model.

[0126] Of course, the third safety distance can also be calculated based on other models in the embodiments of the present disclosure, and is not limited to the foregoing methods and models.

[0127] The third actual distance is the actual distance between the competing vehicle and the first preceding vehicle at the second time. After determining the real-time position of the competing vehicle and the real-time position of the first preceding vehicle at the second time, the second actual distance between the two can be determined according to the real-time positions of the two.

[0128] S270: According to the third safety distance and the third actual distance, determine the single-point competing safety benefit of the competing vehicle at the second time.

[0129] The method of calculating the single-point competing safety benefit of the competing vehicle at the second time according to the third safety distance and the third actual distance is the same as the foregoing (specifically, the foregoing formula one), which will not be repeated here.

[0130] The foregoing embodiments consider the case where the first preceding vehicle is driving on the target lane, and determine the single-point competing safety benefit of the competing vehicle at the second time. In some cases, there is no first preceding vehicle before the target lane, and at this time, according to formula one, the computing device can determine that the single-point competing safety benefit of the competing vehicle at the second time is 1.

[0131] Figure 6 is a schematic diagram of the vehicle position at the second time in some cases. As Figure 6 shown, in some cases, there is a second preceding vehicle located before the lane-changing vehicle on the current lane, and the second preceding vehicle is close to the current vehicle, affecting the safe lane-changing of the lane-changing vehicle. In this case, the computing device determines the single-point lane-changing speed and the single-point competing safety benefit at each time, including S310-S330.

[0132] S310: Obtain the current speed and the current position of the second preceding vehicle.

[0133] The current speed of the second preceding vehicle is the speed of the second preceding vehicle at the initial time of performing the driving simulation, and the current position of the second preceding vehicle is the position of the second preceding vehicle at the initial time of performing the driving simulation.

[0134] S320: Perform driving simulation based on the current speed and the current position of the second preceding vehicle, and the acceleration of the lane-changing acceleration sequence before the second time, to determine the fourth safety distance and the fourth actual distance at the second time.

[0135] The fourth safety distance is the ideal distance between the lane-changing vehicle and the second preceding vehicle, and the fourth actual distance is the actual distance between the lane-changing vehicle and the second preceding vehicle.

[0136] The computing device performs the process of S320 in the same way as the execution process of S260 described above, except that the current speed and the current position of the first preceding vehicle are replaced by the current speed and the current position of the second preceding vehicle, and the acceleration of the competing acceleration sequence before the second time is replaced by the acceleration of the lane-changing acceleration sequence before the second time.

[0137] S330: Determine the single-point lane-changing safety benefit of the competing vehicle at the third time according to the fourth safety distance and the fourth actual distance.

[0138] The method for calculating the single-point competing safety benefit of the competing vehicle at the second time according to the fourth safety distance and the fourth actual distance is the same as the method described above (specifically, the method described in Formula I above), and will not be repeated here.

[0139] The computing device performs the aforementioned S310-S330, taking into account the influence of the preceding vehicle in the current lane on the driving safety of the lane-changing vehicle at the second time, so that the lane-changing decision method can more accurately predict Figure 6 the situation at a specific time in the scenario shown, and then make a more accurate lane-changing decision.

[0140] Figure 7 is a schematic diagram of the vehicle position at the third time in some cases, Figure 8 is a schematic diagram of the vehicle position at the third time in some other cases. The aforementioned third time is the time when the lane-changing vehicle is located in both the current lane and the target lane.

[0141] As shown in Figure 7 and Figure 8 , in some cases, there is a first preceding vehicle in front of the competing vehicle on the target lane, and a second competing vehicle in front of the lane-changing vehicle on the current lane. In addition, in Figure 7In the case shown, the lane-changing vehicle is located in front of the competing vehicle and behind the first and second preceding vehicles at the third time instant. As Figure 8 As shown, the competing vehicle is located behind the first preceding vehicle and the lane-changing vehicle is located behind the competing vehicle and the second preceding vehicle at the third time instant.

[0142] In the case shown, the lane-changing vehicle is located in front of the competing vehicle and behind the first and second preceding vehicles at the third time instant. As Figure 7 and Figure 8 In the case shown, the lane-changing vehicle is located in front of the competing vehicle and behind the first and second preceding vehicles at the third time instant. As

[0143] S410: Obtain the current speed and current position of the first and second preceding vehicles, respectively.

[0144] The current speed of the first preceding vehicle is the speed of the first preceding vehicle at the initial time instant of the driving simulation, and the current position of the first preceding vehicle is the position of the first preceding vehicle at the initial time instant of the driving simulation. The current speed of the second preceding vehicle is the driving speed of the second preceding vehicle at the initial time instant of the driving simulation, and the current position of the second preceding vehicle is the position of the second preceding vehicle at the initial time instant of the driving simulation.

[0145] S420: Based on the current speed and current position of the first preceding vehicle, sequence the acceleration before the third time instant to perform driving simulation, and determine the fifth safety distance, the fifth actual distance, the sixth safety distance, and the sixth actual distance at the third time instant.

[0146] The fifth safety distance is the ideal distance of the first following vehicle relative to the second following vehicle, the fifth actual distance is the actual distance of the first following vehicle relative to the second following vehicle, the sixth safety distance is the ideal distance of the second following vehicle relative to the first preceding vehicle, and the sixth actual distance is the actual distance of the second following vehicle relative to the first preceding vehicle. The first following vehicle is the following vehicle in the lane-changing vehicle and the competing vehicle, and the second following vehicle is the preceding vehicle in the lane-changing vehicle and the competing vehicle.

[0147] The calculation process of the fifth safety distance and the sixth safety distance will be analyzed later. The calculation method of the fifth actual distance and the sixth actual distance is described above, and will not be repeated here.

[0148] S430: Based on the current speed and current position of the second preceding vehicle, sequence the acceleration before the third time instant in the lane-changing acceleration sequence to perform driving simulation, and determine the seventh safety distance and the seventh actual distance at the third time instant.

[0149] The seventh safety distance is an ideal distance of the lane-changing vehicle from the second preceding vehicle, and the seventh actual distance is an actual distance between the lane-changing vehicle and the second preceding vehicle. The calculation of the seventh safety distance will be analyzed later. The calculation method of the seventh actual distance is described above, and will not be repeated here

[0150] S440: determining whether the lane-changing vehicle is the first following vehicle at the third time; if yes, performing S450; if no, performing S460.

[0151] S450: calculating the first sub-single-point lane-changing safety benefit of the lane-changing vehicle at the third time according to the fifth safety distance and the fifth actual distance, and calculating the single-point competitive safety benefit at the third time according to the sixth safety distance and the sixth actual distance.

[0152] S460: calculating the first sub-single-point lane-changing safety benefit of the lane-changing vehicle at the third time according to the sixth safety distance and the sixth actual distance, and calculating the single-point competitive safety benefit according to the fifth safety distance and the fifth actual distance.

[0153] S470: calculating the second sub-single-point lane-changing safety benefit of the lane-changing vehicle at the third time according to the seventh safety distance and the seventh actual distance.

[0154] S480: calculating the average of the first sub-single-point lane-changing safety benefit and the second sub-single-point lane-changing safety benefit as the single-point lane-changing safety benefit of the lane-changing vehicle at the third time.

[0155] The method of calculating the first sub-single-point lane-changing safety benefit according to the fifth safety distance and the fifth actual distance, calculating the first sub-single-point lane-changing safety benefit according to the sixth safety distance and the sixth actual distance, and calculating the second sub-single-point lane-changing safety benefit according to the seventh safety distance and the seventh actual distance can be referred to the description of S220 above, and will not be repeated here.

[0156] Similar to the description of S210-S250 above, in the actual scene, the lane-changing vehicle at the third time can be the first following vehicle or the second following vehicle. If the lane-changing vehicle is the first following vehicle, its single-point lane-changing safety benefit is related to the fifth safety distance and the fifth actual distance; if the lane-changing vehicle is the second following vehicle, its single-point lane-changing safety benefit is related to the sixth safety distance and the sixth actual distance.

[0157] Regardless of whether the lane-changing vehicle is the first following vehicle or the second following vehicle, there are two vehicles in front of it at the third time, which affect its safety, that is, its single-point lane-changing safety benefit at the third time. Therefore, the average of the first sub-single-point lane-changing safety benefit and the second sub-single-point lane-changing safety benefit is calculated as the single-point lane-changing safety benefit of the lane-changing vehicle at the third time.

[0158] By adopting S410-S480, the computing device realizes the calculation of the single-point competitive safety benefit at the third time in the case where the first preceding vehicle and the second preceding vehicle appear at the same time, so that the lane-changing decision is accurate in the case as Figure 7 or Figure 8 the case.

[0159] The following takes the case shown in FIG. 5 as an example to analyze how to calculate the fifth safety distance, the sixth safety distance and the seventh safety distance. Figure 7

[0160] In some embodiments, in order to obtain the fifth safety distance, in addition to the aforementioned current speed and current position of the first preceding vehicle, and the acceleration sequence before the third time, the lane-changing feature parameter, the reaction time parameter and the brake feature parameter also need to be considered.

[0161] The lane-changing feature parameter is a parameter for characterizing the features of the lane-changing vehicle in the lane-changing process. In specific implementation, the lane-changing feature parameter can include the lane-changing time and the lane-changing orientation angle. The lane-changing time is the time required for the lane-changing vehicle to perform lane changing, and for the sake of convenience, the lane-changing time is set as a constant (actually the average lane-changing time of the lane-changing vehicle). The lane-changing orientation angle is the angle of the pointing direction of the lane-changing vehicle in the lane-changing process relative to the direction of the lane, and in actual implementation, the lane-changing angle is also set as a constant (actually the maximum steering angle of the lane-changing vehicle). The reaction time parameter and the brake feature parameter are as described above, and are not repeated here.

[0162] The determination of the fifth safety distance at the third time in the foregoing S420 includes S421-S423.

[0163] S421: calculating the real-time speed of the lane-changing vehicle at the third time based on the acceleration in the lane-changing acceleration sequence before the third time;

[0164] S422: calculating the real-time speed of the competing vehicle at the third time based on the acceleration in the competing acceleration sequence before the third time;

[0165] S423: calculating the fifth safety distance according to the real-time speed of the lane-changing vehicle, the speed of the competing vehicle, the lane-changing feature parameter, the reaction time parameter and the brake feature parameter.

[0166] In specific embodiments, the lane-changing feature parameter includes the lane-changing duration, and S423 can be performed according to Formula Three.

[0167]

[0168] In Formula Three, D5 is the sixth safety distance, q1 and q2 are preset weighting coefficients, q1+q2=1, V h ​V is the real-time speed of the lane-changing vehicle, t j V is the real-time speed of the lane-changing vehicle, L is the length of the lane-changing vehicle, t lc t is the lane-changing duration, t d and τ is the reaction time parameter, t i and a is the braking characteristic parameter, l is the additional safety width.

[0169] In the aforementioned Formula Three, the length L of the lane-changing vehicle is also considered when calculating the fifth safety distance. In other embodiments, the length L of the lane-changing vehicle can not be considered, and a default value can be used instead of the length of the vehicle.

[0170] In some embodiments, determining the sixth safety distance at the third time includes S424-S425.

[0171] S424: calculating the real-time speed of the lane-changing vehicle at the third time based on the accelerations in the lane-changing acceleration sequence before the third time.

[0172] The execution process of S424 is an integral calculation process based on the current speed of the lane-changing vehicle and the accelerations in the lane-changing acceleration sequence before the third time, which will not be described here.

[0173] S425: calculating the sixth safety distance according to the real-time speed of the lane-changing vehicle, the current speed of the first preceding vehicle, the lane-changing characteristic parameter, the reaction time parameter, and the braking characteristic parameter.

[0174] In specific implementations, the lane-changing characteristic parameter includes the lane-changing duration and the lane-changing pointing angle. The corresponding execution process of S425 can be represented by Formula Four.

[0175]

[0176] D6 is the sixth safety distance, q1 and q2 are preset weighting coefficients, q1+q2=1, V h V is the real-time speed of the lane-changing vehicle at the third time, V1 is the current speed of the first preceding vehicle, L is the length of the lane-changing vehicle, W1 is the width of the first preceding vehicle, t lc t is the lane-changing duration, θ is the lane-changing pointing angle, t d and τ is the reaction time parameter, t i and a is the braking characteristic parameter, l is the additional safety width.

[0177] The length of the lane-changing vehicle and the width W1 of the first preceding vehicle, as well as the lane-changing pointing angle θ, are considered in the aforementioned Formula Four. In other embodiments, the length L of the lane-changing vehicle, the width W1 of the first preceding vehicle, and the lane-changing pointing angle θ can not be considered, and a default value can be used instead of

[0178] In other embodiments, the computing device can also not consider the lateral movement of the lane-changing vehicle (i.e. not consider its movement in the direction perpendicular to the lane direction), assume it is moving along the road extension direction, and consider a sixth safety distance, i.e. calculate the sixth safety distance using the aforementioned fusion safety distance model and corresponding data parameters.

[0179] In some embodiments, the aforementioned S470 determining the seventh safety distance at the third time can include S471-S472.

[0180] S471: calculating the real-time speed of the lane-changing vehicle at the third time based on the accelerations in the lane-changing acceleration sequence before the third time.

[0181] S472: calculating the seventh safety distance according to the real-time speed of the lane-changing vehicle, the current speed of the second preceding vehicle, the lane-changing feature parameter, the reaction time parameter, and the braking feature parameter.

[0182] In specific implementations, the lane-changing feature parameter includes the lane-changing duration and the lane-changing pointing angle. S472 can be calculated using Formula Five.

[0183]

[0184] In Formula Five, D7 is the sixth safety distance, q1 and q2 are preset weighting coefficients, q1 + q2 = 1, V h is the real-time speed of the lane-changing vehicle at the third time, V2 is the current speed of the second preceding vehicle, L is the length of the lane-changing vehicle, W2 is the width of the second preceding vehicle, t lc is the lane-changing duration, θ is the lane-changing pointing angle, t d and τ are the reaction time parameter, t i and a are the braking feature parameter, and l is the additional safety width.

[0185] By comparing Formula Five and Formula One, the method for determining the seventh safety distance only considers the lane-changing time, the length L of the lane-changing vehicle, and the width W2 of the second preceding vehicle when the real-time speed of the lane-changing vehicle is greater than the real-time speed of the second preceding vehicle, compared to the aforementioned fusion safety distance model. So that the determined seventh safety distance is more in line with the actual situation. Of course, in other embodiments, the lane-changing feature parameter, the length of the lane-changing vehicle, and the width of the second preceding vehicle can not be considered, and the fusion safety distance model can be directly used to calculate the seventh safety distance.

[0186] The first safety distance at the first time is mentioned above, and the calculation method of the first safety distance is described below. In the case that the lane-changing vehicle is the first following vehicle: if the first time is located in the lane-changing middle period, the calculation method of the first safety distance is the same as that of the fifth safety distance, except that the corresponding parameters are replaced adaptively; and if the first time is located in the lane-changing post period, the calculation method of the first safety distance is the same as that of the third safety distance. In the case that the lane-changing vehicle is the second following vehicle: if the first time is located in the lane-changing middle period, the calculation method of the first safety distance is the same as that of the sixth safety distance; and if the first time is located in the lane-changing post period, the calculation method of the first safety distance is the same as that of the third safety distance.

[0187] The second safety distance at the first time is mentioned above, and the calculation method of the second safety distance is described below. In the case that the lane-changing vehicle is the first following vehicle: the calculation method of the second safety distance is the same as that of the third safety distance. In the case that the lane-changing vehicle is the second following vehicle: if the first time is located in the lane-changing post period, the calculation method of the second safety distance is the same as that of the sixth safety distance; and if the first time is located in the lane-changing post period, the calculation method of the second safety distance is the same as that of the third safety distance.

[0188] The fourth safety distance at the second time is mentioned above, and the calculation method of the fourth safety distance is the same as that of the third safety distance.

[0189] It should be noted that in the above embodiment, the electronic device only performs one driving simulation for one sequence combination, and the calculation of the real-time speed and the real-time position at each time is realized, without the need to perform multiple times. The "driving simulation based on XXXX at different times" in the above for one sequence combination is only for the convenience of description.

[0190] In some embodiments of the present disclosure, in addition to performing S110-S160 described above, the computing device can further perform S170.

[0191] S170: determining a single-point lane-changing acceleration benefit according to the acceleration in the lane-changing acceleration sequence and the acceleration threshold value; and determining a single-point competitive acceleration benefit according to the acceleration in the competitive acceleration sequence and the acceleration threshold value.

[0192] According to the actual driving experience, in the process of driving a vehicle, in order to avoid unnecessary energy consumption and improve the running stability of the vehicle as much as possible, the vehicle should be slowed down as much as possible to avoid braking. In order to achieve the foregoing purpose, in the embodiments of the present disclosure, the computing device can also determine the single-point lane-changing acceleration benefit of the acceleration in the lane-changing acceleration sequence and the single-point competition acceleration benefit of the acceleration in the competition acceleration sequence according to the pre-set acceleration threshold (which is actually a deceleration threshold).

[0193] In the case of performing the foregoing S160, S150 specifically includes S151: calculating a global lane-changing benefit according to the single-point lane-changing safety benefit and the single-point lane-changing acceleration benefit corresponding to the sequence combination; and calculating a global competition benefit according to the single-point competition safety benefit and the single-point competition acceleration benefit corresponding to the sequence combination.

[0194] According to the single-point lane-changing safety benefit and the single-point lane-changing acceleration benefit to calculate the global lane-changing benefit is to add each single-point lane-changing safety benefit and single-point lane-changing acceleration benefit to obtain a single-point lane-changing benefit, and to take the average value of the single-point lane-changing benefit as the global lane-changing benefit. Similarly, according to the single-point competition safety benefit and the single-point competition acceleration benefit to calculate the global lane-changing benefit is to add each single-point lane-changing safety benefit and single-point competition acceleration benefit to obtain a single-point competition benefit, and to take the average value of the single-point competition benefit as the global competition benefit.

[0195] In actual implementation, in addition to considering the safety benefit between vehicles due to distance, it should also be avoided that the vehicle has a collision accident. The foregoing use of single-point lane-changing safety benefit and single-point competition safety benefit does not reflect the vehicle collision accident. In order to solve this problem, in some embodiments of the present disclosure, the computing device can also perform S170-S180.

[0196] S170: when performing driving simulation, determining whether a vehicle collision accident occurs; if so, performing S180.

[0197] S180: determining the single-point traffic rule benefit of the vehicle causing the accident.

[0198] In different periods during the lane-changing process of the lane-changing vehicle, in the case of a vehicle collision accident, the corresponding vehicle causing the accident is different.

[0199] (1) In the period before lane-changing, if the lane-changing vehicle collides with the second preceding vehicle, the vehicle causing the accident is the lane-changing vehicle; if the competition vehicle collides with the first preceding vehicle, the vehicle causing the accident is the competition vehicle.

[0200] (2) During the lane change period, if the lane-changing vehicle rear-ends the second vehicle in front, the vehicle at fault is the lane-changing vehicle; if the competing vehicle rear-ends the first vehicle in front, the vehicle at fault is the competing vehicle; if the lane-changing vehicle and the competing vehicle have a minor collision, the vehicle at fault is the lane-changing vehicle.

[0201] (3) During the period after a lane change, if the lane-changing vehicle rear-ends the first vehicle in front or the competing vehicle, the vehicle at fault is the lane-changing vehicle; if the competing vehicle rear-ends the first vehicle in front or the lane-changing vehicle, the vehicle at fault is the competing vehicle.

[0202] Based on the aforementioned traffic regulations, the single-point traffic regulation benefit of the vehicle involved in the accident can be determined.

[0203] When executing the aforementioned S170-S180, S150 specifically includes S152: when the vehicle involved in the accident is a lane-changing vehicle, calculate the global lane-changing benefit based on the single-point lane-changing safety benefit and single-point traffic regulation benefit corresponding to the sequence combination; and when the vehicle involved in the accident is a competing vehicle, calculate the global competition benefit based on the single-point competition safety benefit and traffic regulation benefit corresponding to the sequence combination.

[0204] By determining whether a collision occurs during the driving simulation, the single-point traffic rule benefit of the offending vehicle is determined. Based on the single-point traffic rule benefit, the global lane-changing benefit and global competition benefit are calculated so that the subsequent global benefit pairs include information about traffic accidents. This allows for the exclusion of global benefit pairs that have resulted in traffic accidents as target benefit pairs as much as possible.

[0205] In practice, S160 and S170-S180 do not conflict and can therefore be executed simultaneously. In the corresponding S153, the global lane change benefit is calculated by simultaneously considering the safety benefit of a single lane change, the acceleration benefit of a single lane change, and the corresponding traffic rule benefit of a single point, as well as the global competition benefit by simultaneously considering the safety benefit of a single point competition, the acceleration benefit of a single point competition, and the corresponding traffic rule benefit of a single point.

[0206] This disclosure also provides a lane-changing decision-making device corresponding to the aforementioned lane-changing decision-making method. Figure 9 This is a schematic diagram of the lane-changing decision-making device provided in an embodiment of this disclosure. Figure 9 As shown, the lane-changing decision-making device 900 includes an object determination unit 901, a sequence construction unit 902, a combination unit 903, a single-point revenue calculation unit 904, a global revenue pair construction unit 905, and a strategy determination unit 906.

[0207] The object determination unit 901 is used to determine the target lane and the competing vehicles located in the target lane based on the lane-changing trajectory. The lane-changing trajectory is the trajectory planned for the lane-changing vehicle to travel from the current lane to the target lane.

[0208] The sequence constructing unit 902 is configured to construct a plurality of lane-changing acceleration sequences for the lane-changing vehicle, and a plurality of competing acceleration sequences for the competing vehicle, the lane-changing acceleration sequences including optional accelerations of the lane-changing vehicle at each time instant along the lane-changing trajectory, and the competing acceleration sequences including optional accelerations of the competing vehicle at each time instant.

[0209] The combining unit 903 is configured to combine the plurality of lane-changing acceleration sequences and the plurality of competing acceleration sequences two by two to obtain a plurality of sequence combinations.

[0210] The single-point benefit calculating unit 904 is configured to respectively perform driving simulation based on each sequence combination to determine a single-point lane-changing safety benefit and a single-point competing safety benefit of the lane-changing vehicle at each time instant before the lane-changing vehicle drives to the end of the lane-changing trajectory.

[0211] The global benefit pair constructing unit 905 is configured to calculate a global lane-changing benefit of the lane-changing vehicle according to the single-point lane-changing safety benefits corresponding to the sequence combinations, and calculate a global competing benefit of the competing vehicle according to the single-point competing safety benefits corresponding to the sequence combinations, and combine the global lane-changing benefit and the global competing benefit as a global benefit pair.

[0212] The strategy determining unit 906 is configured to select a target benefit pair satisfying Nash equilibrium from all the global benefit pairs, and determine a lane-changing strategy according to the target benefit pair.

[0213] In some embodiments, the single-point benefit calculating unit 904 includes a first time instant benefit calculating sub-unit configured to perform driving simulation based on the accelerations of the sequence combination before a first time instant to determine a first safety distance and a first actual distance at the first time instant, and determine a single-point lane-changing safety benefit or a single-point competing safety benefit of a first following vehicle at the first time instant according to the first safety distance and the first actual distance, wherein the first time instant is a time instant when the lane-changing vehicle is at least partially located in the target lane, the first safety distance is an ideal distance of the first following vehicle relative to a first preceding vehicle, the first actual distance is an actual distance between the lane-changing vehicle and the competing vehicle, the first following vehicle is a following vehicle among the lane-changing vehicle and the competing vehicle, and the second following vehicle is a preceding vehicle among the lane-changing vehicle and the competing vehicle.

[0214] In some embodiments, the target lane includes a first preceding vehicle; the device further includes a preceding vehicle feature acquisition unit configured to acquire a current speed and a current position of the first preceding vehicle; the first time point benefit calculation sub-unit is further configured to determine a second safety distance and a second actual distance at the first time point based on the current speed and the current position of the first preceding vehicle and the acceleration of the sequence of combined accelerations before the first time point; and determine the single-point lane-changing safety benefit or the single-point competitive safety benefit of the second following vehicle at the first time point according to the second safety distance and the second actual distance; wherein the second safety distance is an ideal distance of the second following vehicle relative to the first preceding vehicle, and the second actual distance is an actual distance between the second following vehicle and the first preceding vehicle.

[0215] In some embodiments, the single-point benefit calculation unit 904 further includes a second time point benefit calculation sub-unit configured to determine a third safety distance and a third actual distance at a second time point based on the current speed and the current position of the first preceding vehicle and the acceleration of the sequence of competitive accelerations before the second time point; and determine the single-point competitive safety benefit of the competitive vehicle at the second time point according to the third safety distance and the third actual distance; wherein the second time point is a time point when the lane-changing vehicle is only located in the current lane, the third safety distance is an ideal distance of the competitive vehicle relative to the first preceding vehicle, and the third actual distance is an actual distance between the competitive vehicle and the first preceding vehicle.

[0216] In some embodiments, the lane-changing decision device 900 further includes a related parameter acquisition unit configured to acquire a reaction time parameter and a braking characteristic parameter, the reaction time parameter being a parameter for characterizing the driving reaction time of a typical driver, and the braking characteristic parameter being a parameter for characterizing the typical braking characteristics of a vehicle; the second time point benefit calculation sub-unit determines the real-time speed of the competitive vehicle at the second time point based on the acceleration of the sequence of competitive accelerations before the second time point; and calculates the third safety distance according to the real-time speed of the competitive vehicle, the current speed of the first preceding vehicle, the reaction time parameter, and the braking characteristic parameter.

[0217] In some embodiments, the second time point benefit calculation sub-unit calculates the third safety distance using the following formula:

[0218]

[0219] wherein D c is the third safety distance, q1 and q2 are preset weighting coefficients, q1 + q2 = 1, V j is the real-time speed of the competitive vehicle, t d and τ are the reaction time parameter, V1 is the current speed of the first preceding vehicle, t i and a are the braking characteristic parameter, and l is the additional safety width.

[0220] In some embodiments, the current lane includes a second preceding vehicle located in front of the lane-changing vehicle; the device further includes: a preceding vehicle feature acquisition unit configured to acquire a current speed and a current position of the second preceding vehicle; the single-point benefit calculation unit 904 further includes: a second time point benefit calculation sub-unit configured to perform a driving simulation based on the current speed and the current position of the second preceding vehicle and an acceleration of the lane-changing acceleration sequence before the second time point, to determine a fourth safety distance and a fourth actual distance at the second time point; and determine a single-point lane-changing safety benefit of the competing vehicle at the second time point according to the fourth safety distance and the fourth actual distance; wherein the second time point is a time point when the lane-changing vehicle is only in the current lane, the fourth safety distance is an ideal distance of the lane-changing vehicle from the second preceding vehicle, and the fourth actual distance is an actual distance between the lane-changing vehicle and the second preceding vehicle.

[0221] In some embodiments, the target lane includes a first preceding vehicle in front of the competing vehicle, and the current lane includes a second preceding vehicle in front of the lane-changing vehicle; the device further includes a preceding vehicle feature acquisition unit configured to acquire the current speed and the current position of the first preceding vehicle and the second preceding vehicle, respectively; the single-point benefit calculation unit 904 further includes a third time point benefit calculation sub-unit configured to perform driving simulation based on the current speed and the current position of the first preceding vehicle and the acceleration of the sequence before the third time point, to determine a fifth safety distance, a fifth actual distance, a sixth safety distance, and a sixth actual distance at the third time point; perform driving simulation based on the current speed and the current position of the second preceding vehicle and the acceleration of the sequence before the third time point in the sequence of the lane-changing acceleration sequence, to determine a seventh safety distance and a seventh actual distance at the third time point, the seventh safety distance being an ideal distance between the lane-changing vehicle and the second preceding vehicle, and the seventh actual distance being an actual distance between the lane-changing vehicle and the second preceding vehicle; in the case where the lane-changing vehicle is the first following vehicle, calculate a first sub-single-point lane-changing safety benefit at the third time point according to the fifth safety distance and the fifth actual distance; or, in the case where the lane-changing vehicle is the second following vehicle, calculate a first sub-single-point lane-changing safety benefit at the third time point according to the sixth safety distance and the geographical actual distance; calculate a second sub-single-point lane-changing safety benefit at the third time point according to the seventh safety distance and the seventh actual distance; and obtain an average value of the first sub-single-point lane-changing safety benefit and the second sub-single-point lane-changing safety benefit as a single-point lane-changing safety benefit of the lane-changing vehicle at the third time point; wherein the third time point is a time point when the lane-changing vehicle is located in the current lane and the target lane at the same time; the fifth safety distance is an ideal distance between the first following vehicle and the second following vehicle, the fifth actual distance is an actual distance between the first following vehicle and the second following vehicle, the sixth safety distance is an ideal distance between the second following vehicle and the first preceding vehicle, the sixth actual distance is an actual distance between the second following vehicle and the first preceding vehicle, the first following vehicle is a following vehicle in the competing vehicle and the lane-changing vehicle, and the second following vehicle is a preceding vehicle in the competing vehicle and the lane-changing vehicle; and

[0222] In some embodiments, the lane-changing decision device 900 further comprises a relevant parameter obtaining unit configured to obtain a lane-changing feature parameter, a reaction time parameter, and a braking feature parameter, the lane-changing feature parameter being a parameter for characterizing a lane-changing feature of the lane-changing vehicle, the reaction time parameter being a parameter for characterizing a typical braking reaction time of a driver, and the braking feature parameter being a parameter for characterizing a typical braking feature of the vehicle; in the case that the lane-changing vehicle is the second following vehicle, the third-time benefit calculation subunit calculates a real-time speed of the lane-changing vehicle at the third time based on accelerations before the third time in the lane-changing acceleration sequence; calculates a real-time speed of the competing vehicle at the third time based on accelerations before the third time in the competing acceleration sequence; and calculates the fifth safety distance according to the real-time speed of the lane-changing vehicle, the speed of the competing vehicle, the lane-changing feature parameter, the reaction time parameter, and the braking feature parameter.

[0223] In some embodiments, the lane-changing feature parameter comprises a lane-changing duration.

[0224] The third-time benefit calculation subunit calculates the fifth safety distance by using the following formula:

[0225] wherein D5 is the sixth safety distance, q1 and q2 are preset weighting coefficients, q1 + q2 = 1, V h is the real-time speed of the lane-changing vehicle at the third time, V j is the real-time speed of the lane-changing vehicle, L is the length of the lane-changing vehicle, t lc is the lane-changing duration, t d and τ is the reaction time parameter, t i and a is the braking feature parameter, and l is the additional safety width.

[0226] In some embodiments, the lane-changing decision device 900 further comprises:

[0227] the relevant parameter obtaining unit is configured to obtain a lane-changing feature parameter, a reaction time parameter, and a braking feature parameter, the lane-changing feature parameter being a parameter for characterizing a lane-changing feature of the lane-changing vehicle, the reaction time parameter being a parameter for characterizing a typical braking reaction time of a driver, and the braking feature parameter being a parameter for characterizing a typical braking feature of the vehicle;

[0228] in the case that the lane-changing vehicle is the second following vehicle, the third-time benefit calculation subunit calculates a real-time speed of the lane-changing vehicle at the third time based on accelerations before the third time in the lane-changing acceleration sequence; calculates a real-time speed of the competing vehicle at the third time based on accelerations before the third time in the competing acceleration sequence; and calculates the sixth safety distance according to the real-time speed of the lane-changing vehicle, the current speed of the first preceding vehicle, the lane-changing feature parameter, the reaction time parameter, and the braking feature parameter.

[0229] In some embodiments, the lane-changing feature parameter comprises a lane-changing duration and a lane-changing pointing angle; and the third-time benefit calculation subunit calculates the sixth safety distance by using the following formula:

[0230] wherein D6 is the sixth safety distance, q1 and q2 are preset weighting coefficients, q1 + q2 = 1, V h is the real-time speed of the lane-changing vehicle at the third time, V1 is the current speed of the first preceding vehicle, L is the length of the lane-changing vehicle, W1 is the width of the first preceding vehicle, t lc is the lane-changing duration, θ is the lane-changing pointing angle, t d and τ is the reaction time parameter, t i and a is the braking characteristic parameter, and l is the additional safety width.

[0231] In some embodiments, the lane-changing decision device 900 comprises a relevant parameter acquisition unit configured to acquire a lane-changing characteristic parameter, a reaction time parameter, and a braking characteristic parameter, the lane-changing characteristic parameter being a parameter for characterizing a lane-changing characteristic of the lane-changing vehicle, the reaction time parameter being a parameter for characterizing a typical braking reaction time of a driver, and the braking characteristic parameter being a parameter for characterizing a typical braking characteristic of the vehicle; a third-time benefit calculation sub-unit configured to calculate a real-time speed of the lane-changing vehicle at the third time based on the accelerations in the lane-changing acceleration sequence before the third time; and a seventh safety distance calculation unit configured to calculate a seventh safety distance based on the real-time speed of the lane-changing vehicle, a current speed of the second preceding vehicle, the lane-changing characteristic parameter, the reaction time parameter, and the braking characteristic parameter.

[0232] In some embodiments, the lane-changing characteristic parameter comprises a lane-changing duration and a lane-changing pointing angle; and the seventh safety distance calculation unit is configured to calculate the seventh safety distance according to the following formula

[0233] wherein D7 is the seventh safety distance, q1 and q2 are preset weighting coefficients, q1 + q2 = 1, V h is the real-time speed of the lane-changing vehicle at the third time, V2 is the current speed of the second preceding vehicle, L is the length of the lane-changing vehicle, W2 is the width of the second preceding vehicle, t lc is the lane-changing duration, θ is the lane-changing pointing angle, t d and τ is the reaction time parameter, t i and a is the braking characteristic parameter, and l is the additional safety width.

[0234] In some embodiments, the lane-changing decision device 900 further comprises an acceleration benefit acquisition unit configured to determine a single-point lane-changing acceleration benefit based on the accelerations in the lane-changing acceleration sequence and an acceleration threshold value; and determine a single-point competitive acceleration benefit based on the accelerations in the competitive acceleration sequence and the acceleration threshold value.

[0235] The global benefit pair construction unit 905 calculates global lane-changing benefits according to the single-point lane-changing safety benefits and single-point lane-changing acceleration benefits corresponding to the sequence combination, and calculates global competition benefits according to the single-point competition safety benefits and single-point competition acceleration benefits corresponding to the sequence combination.

[0236] In some embodiments, the lane-changing decision device 900 further comprises a collision judgment unit and a single-point traffic rule benefit acquisition unit. The collision judgment unit is configured to determine whether a vehicle collision accident occurs when performing the driving simulation; the single-point traffic rule benefit acquisition unit is configured to determine the single-point traffic rule benefit of the vehicle causing the accident in the case of determining that the vehicle collision accident occurs; and the global benefit pair construction unit 905 comprises: calculating global lane-changing benefits according to the single-point lane-changing safety benefits and single-point traffic rule benefits corresponding to the sequence combination in the case of the vehicle causing the accident being the lane-changing vehicle; and calculating global competition benefits according to the single-point competition safety benefits and traffic rule benefits corresponding to the sequence combination in the case of the vehicle causing the accident being the competition vehicle.

[0237] 1. A lane-changing decision method, comprising:

[0238] determining a target lane and a competition vehicle located on the target lane according to a lane-changing trajectory, the lane-changing trajectory being a trajectory planned for a lane-changing vehicle to travel from a current lane to the target lane;

[0239] constructing a plurality of lane-changing acceleration sequences for the lane-changing vehicle and a plurality of competition acceleration sequences for the competition vehicle, the lane-changing acceleration sequence comprising selectable accelerations of the lane-changing vehicle at each time when the lane-changing vehicle travels along the lane-changing trajectory, and the competition acceleration sequence comprising selectable accelerations of the competition vehicle at the each time;

[0240] combining the plurality of lane-changing acceleration sequences and the plurality of competition acceleration sequences two by two to obtain a plurality of sequence combinations;

[0241] performing driving simulation based on each sequence combination respectively to determine single-point lane-changing safety benefits and single-point competition safety benefits of the lane-changing vehicle before the lane-changing vehicle travels to an end point of the lane-changing trajectory;

[0242] calculating global lane-changing benefits of the lane-changing vehicle according to the single-point lane-changing safety benefits corresponding to the sequence combination, and calculating global competition benefits of the competition vehicle according to the single-point competition safety benefits corresponding to the sequence combination, and combining the global lane-changing benefits and the global competition benefits into a global benefit pair;

[0243] selecting a target benefit pair satisfying Nash equilibrium from all the global benefit pairs, and determining a lane-changing strategy according to the target benefit pair.

[0244] 2. The method of 1, wherein the determining of the single-point lane-changing safety benefits and the single-point competition safety benefits of the lane-changing vehicle before the lane-changing vehicle travels to the end point of the lane-changing trajectory comprises:

[0245] determining a first safety distance and a first actual distance of the first time point based on the acceleration sequence before the first time point;

[0246] determining a single-point lane-changing safety benefit or a single-point competition safety benefit of the first follower vehicle at the first time point according to the first safety distance and the first actual distance;

[0247] wherein the first time point is a time point when the lane-changing vehicle is at least partially located in the target lane, the first safety distance is an ideal distance of the first follower vehicle relative to the first leader vehicle, the first actual distance is an actual distance between the lane-changing vehicle and the competition vehicle, the first follower vehicle is a follower vehicle among the lane-changing vehicle and the competition vehicle, and the second follower vehicle is a leader vehicle among the lane-changing vehicle and the competition vehicle.

[0248] 3. The method of 2, wherein the target lane comprises the first leader vehicle; the method further comprises: obtaining a current speed and a current position of the first leader vehicle;

[0249] The determining of the single-point lane-changing safety benefit and the single-point competition safety benefit of the lane-changing vehicle at each time point before the lane-changing vehicle reaches the end point of the lane-changing trajectory further comprises:

[0250] determining a second safety distance and a second actual distance of the first time point based on the current speed and the current position of the first leader vehicle and the acceleration sequence before the first time point;

[0251] determining a single-point lane-changing safety benefit or a single-point competition safety benefit of the second follower vehicle at the first time point according to the second safety distance and the second actual distance;

[0252] wherein the second safety distance is an ideal distance of the second follower vehicle relative to the first leader vehicle, and the second actual distance is an actual distance between the second follower vehicle and the first leader vehicle.

[0253] 4. The method of 3, wherein the determining of the single-point lane-changing safety benefit and the single-point competition safety benefit of the lane-changing vehicle at each time point before the lane-changing vehicle reaches the end point of the lane-changing trajectory further comprises:

[0254] determining a third safety distance and a third actual distance of the second time point based on the current speed and the current position of the first leader vehicle and the acceleration of the competition acceleration sequence before the second time point;

[0255] determining a single-point competition safety benefit of the competition vehicle at the second time point according to the third safety distance and the third actual distance;

[0256] The second time is a time when the lane-changing vehicle is only in the current lane, and the third safety distance is an ideal distance of the competing vehicle relative to the first preceding vehicle, and the third actual distance is an actual distance between the competing vehicle and the first preceding vehicle.

[0257] 5. The method of 4, further comprising: obtaining a reaction time parameter and a braking characteristic parameter, the reaction time parameter being a parameter for characterizing a typical driver's driving reaction time, and the braking characteristic parameter being a parameter for characterizing a typical braking characteristic of the vehicle;

[0258] The determining the third safety distance at the second time comprises:

[0259] Determining a real-time speed of the competing vehicle at the second time based on the acceleration of the competing acceleration sequence before the second time;

[0260] Calculating the third safety distance according to the real-time speed of the competing vehicle, a current speed of the first preceding vehicle, the reaction time parameter, and the braking characteristic parameter.

[0261] 6. The method of 5, wherein the calculating the third safety distance according to the real-time speed of the competing vehicle, the current speed of the first preceding vehicle, the reaction time parameter, and the braking characteristic parameter comprises:

[0262]

[0263] wherein D c is the third safety distance, q1 and q2 are preset weighting coefficients, q1 + q2 = 1, V j is the real-time speed of the competing vehicle, t d and τ are the reaction time parameter, V1 is the current speed of the first preceding vehicle, t i and a are the braking characteristic parameter, and l is the additional safety width.

[0264] 18. The apparatus of 17, wherein the single-point benefit calculation unit comprises:

[0265] a first-time benefit calculation sub-unit configured to perform driving simulation based on the sequence combination of the accelerations before the first time, to determine a first safety distance and a first actual distance at the first time, and to determine a single-point lane-changing safety benefit or a single-point competing safety benefit of the first following vehicle at the first time according to the first safety distance and the first actual distance.

[0266] The first time is a time when the lane-changing vehicle is at least partially in the target lane, the first safety distance is an ideal distance of the first following vehicle relative to the first preceding vehicle, the first actual distance is an actual distance between the lane-changing vehicle and the competing vehicle, the first following vehicle is a following vehicle among the lane-changing vehicle and the competing vehicle, and the second following vehicle is a preceding vehicle among the lane-changing vehicle and the competing vehicle.

[0267] 19. The apparatus according to 2, wherein the target lane comprises a first preceding vehicle; the apparatus further comprises a preceding vehicle feature acquisition unit, configured to acquire a current speed and a current position of the first preceding vehicle.

[0268] The first time point benefit calculation sub-unit is further configured to determine a second safety distance and a second actual distance at the first time point based on the current speed and the current position of the first preceding vehicle and the acceleration of the sequence combination before the first time point, and determine the single-point lane-changing safety benefit or the single-point competition safety benefit of the second following vehicle at the first time point according to the second safety distance and the second actual distance.

[0269] The second safety distance is an ideal distance of the second following vehicle relative to the first preceding vehicle, and the second actual distance is an actual distance of the second following vehicle relative to the first preceding vehicle.

[0270] 20. The apparatus according to 19, wherein the single-point benefit calculation unit further comprises:

[0271] The second time point benefit calculation sub-unit is configured to determine a third safety distance and a third actual distance at the second time point based on the current speed and the current position of the first preceding vehicle and the acceleration of the competition acceleration sequence before the second time point, and determine the single-point competition safety benefit of the competition vehicle at the second time point according to the third safety distance and the third actual distance.

[0272] The second time point is a time point when the lane-changing vehicle is only located in the current lane, the third safety distance is an ideal distance of the competition vehicle relative to the first preceding vehicle, and the third actual distance is an actual distance of the competition vehicle relative to the first preceding vehicle.

[0273] 21. The apparatus according to 20, further comprising:

[0274] The related parameter acquisition unit is configured to acquire a reaction time parameter and a brake characteristic parameter, the reaction time parameter being a parameter for characterizing a driving reaction time of a typical driver, and the brake characteristic parameter being a parameter for characterizing a typical brake characteristic of a vehicle.

[0275] The second time point benefit calculation sub-unit is configured to determine a real-time speed of the competition vehicle at the second time point based on the acceleration of the competition acceleration sequence before the second time point, and calculate the third safety distance according to the real-time speed of the competition vehicle, the current speed of the first preceding vehicle, the reaction time parameter and the brake characteristic parameter.

[0276] 22. The apparatus according to 21, wherein the second time point benefit calculation sub-unit calculates the third safety distance according to the following formula:

[0277]

[0278] wherein D c is the third safety distance, q1 and q2 are preset weighting coefficients, q1 + q2 = 1, V j is the real-time speed of the competing vehicle, t d and τ are reaction time parameters, V1 is the current speed of the first preceding vehicle, t i and a is a braking characteristic parameter, and l is an additional safety width.

[0279] 23. The apparatus according to claim 17, wherein the current lane includes a second preceding vehicle located in front of the lane-changing vehicle; the apparatus further comprising: a preceding vehicle feature acquisition unit, configured to acquire a current speed and a current position of the second preceding vehicle.

[0280] The single-point benefit calculation unit further comprises:

[0281] a second time instant benefit calculation sub-unit, configured to perform driving simulation based on the current speed and the current position of the second preceding vehicle and the acceleration of the lane-changing acceleration sequence before the second time instant, to determine a fourth safety distance and a fourth actual distance at the second time instant, and to determine a single-point lane-changing safety benefit of the competing vehicle at the second time instant according to the fourth safety distance and the fourth actual distance.

[0282] wherein the second time instant is a time instant when the lane-changing vehicle is only located in the current lane, the fourth safety distance is an ideal distance of the lane-changing vehicle from the second preceding vehicle, and the fourth actual distance is an actual distance between the lane-changing vehicle and the second preceding vehicle.

[0283] 24. The apparatus according to claim 17, wherein the target lane includes a first preceding vehicle located in front of the competing vehicle, and the current lane includes a second preceding vehicle located in front of the lane-changing vehicle.

[0284] The apparatus further comprises: a preceding vehicle feature acquisition unit, configured to acquire current speeds and current positions of the first preceding vehicle and the second preceding vehicle, respectively; and the single-point benefit calculation unit further comprises:

[0285] The third time benefit calculation subunit is configured to: based on the current speed and the current position of the first preceding vehicle, perform driving simulation by sequentially combining the accelerations before the third time in the lane-changing acceleration sequence, to determine the fifth safety distance, the fifth actual distance, the sixth safety distance and the sixth actual distance at the third time; based on the current speed and the current position of the second preceding vehicle, perform driving simulation by sequentially combining the accelerations before the third time in the lane-changing acceleration sequence, to determine the seventh safety distance and the seventh actual distance at the third time, the seventh safety distance being the ideal distance between the lane-changing vehicle and the second preceding vehicle, and the seventh actual distance being the actual distance between the lane-changing vehicle and the second preceding vehicle; in the case that the lane-changing vehicle is the first following vehicle, calculate the first sub-point lane-changing safety benefit at the third time according to the fifth safety distance and the fifth actual distance; or in the case that the lane-changing vehicle is the second following vehicle, calculate the first sub-point lane-changing safety benefit at the third time according to the sixth safety distance and the sixth actual distance; calculate the second sub-point lane-changing safety benefit at the third time according to the seventh safety distance and the seventh actual distance; and obtain the average of the first sub-point lane-changing safety benefit and the second sub-point lane-changing safety benefit as the point lane-changing safety benefit of the lane-changing vehicle at the third time.

[0286] In the formula, the third time is the time when the lane-changing vehicle is located in the current lane and the target lane at the same time; the fifth safety distance is the ideal distance between the first following vehicle and the second following vehicle, the fifth actual distance is the actual distance between the first following vehicle and the second following vehicle, the sixth safety distance is the ideal distance between the second following vehicle and the first preceding vehicle, the sixth actual distance is the actual distance between the second following vehicle and the first preceding vehicle, and the first following vehicle is the following vehicle in the lane-changing vehicle and the competing vehicle, and the second following vehicle is the preceding vehicle in the lane-changing vehicle and the competing vehicle.

[0287] 25. The apparatus of 24, further comprising:

[0288] The related parameter acquisition unit is configured to acquire a lane-changing feature parameter, a reaction time parameter and a braking feature parameter, the lane-changing feature parameter being a parameter for characterizing the lane-changing feature of the lane-changing vehicle, the reaction time parameter being a parameter for characterizing the braking reaction time of a typical driver, and the braking feature parameter being a parameter for characterizing the typical braking feature of the vehicle.

[0289] In the case that the lane-changing vehicle is the second following vehicle, the third time benefit calculation subunit calculates the real-time speed of the lane-changing vehicle at the third time based on the accelerations before the third time in the lane-changing acceleration sequence; calculates the real-time speed of the competing vehicle at the third time based on the accelerations before the third time in the competing acceleration sequence; and calculates the fifth safety distance according to the real-time speed of the lane-changing vehicle, the speed of the competing vehicle, the lane-changing feature parameter, the reaction time parameter and the braking feature parameter.

[0290] 26. The apparatus of claim 25, wherein the lane-changing characteristic parameter comprises a lane-changing duration.

[0291] The third-time benefit calculation subunit calculates the fifth safety distance using the following formula:

[0292] where D5 is the fifth safety distance, q1 and q2 are preset weighting coefficients, q1 + q2 = 1, V h is the real-time speed of the lane-changing vehicle at the third time, V j is the real-time speed of the lane-changing vehicle, L is the length of the lane-changing vehicle, t lc is the lane-changing duration, t d and τ are reaction time parameters, t i and a are braking characteristic parameters, and l is an additional safety width.

[0293] 27. The apparatus of claim 24, further comprising:

[0294] a related parameter acquisition unit configured to acquire a lane-changing characteristic parameter, a reaction time parameter, and a braking characteristic parameter, the lane-changing characteristic parameter being a parameter for characterizing a lane-changing characteristic of the lane-changing vehicle, the reaction time parameter being a parameter for characterizing a braking reaction time of a typical driver, and the braking characteristic parameter being a parameter for characterizing a typical braking characteristic of the vehicle.

[0295] In a case where the lane-changing vehicle is a second following vehicle, the third-time benefit calculation subunit calculates the real-time speed of the lane-changing vehicle at the third time based on accelerations before the third time in the lane-changing acceleration sequence, and calculates the sixth safety distance based on the real-time speed of the lane-changing vehicle, the current speed of the first preceding vehicle, the lane-changing characteristic parameter, the reaction time parameter, and the braking characteristic parameter.

[0296] 28. The apparatus of claim 11, wherein the lane-changing characteristic parameter comprises a lane-changing duration and a lane-changing pointing angle.

[0297] The third-time benefit calculation subunit calculates the sixth safety distance using the following formula

[0298] where D6 is the sixth safety distance, q1 and q2 are preset weighting coefficients, q1 + q2 = 1, V h is the real-time speed of the lane-changing vehicle at the third time, V1 is the current speed of the first preceding vehicle, L is the length of the lane-changing vehicle, W1 is the width of the first preceding vehicle, t lc is the lane-changing duration, θ is the lane-changing pointing angle, t d and τ are reaction time parameters, t i and a are braking characteristic parameters, and l is an additional safety width.

[0299] 29. The apparatus of claim 24, further comprising:

[0300] a parameter acquisition unit configured to acquire a lane-changing feature parameter, a reaction time parameter, and a braking feature parameter, the lane-changing feature parameter being a parameter for representing a lane-changing feature of a lane-changing vehicle, the reaction time parameter being a parameter for representing a braking reaction time of a typical driver, and the braking feature parameter being a parameter for representing a typical braking feature of a vehicle;

[0301] the third-time benefit calculation subunit calculates a real-time speed of the lane-changing vehicle at the third time based on the accelerations in the lane-changing acceleration sequence before the third time, and calculates a seventh safety distance based on the real-time speed of the lane-changing vehicle, the current speed of the second preceding vehicle, the lane-changing feature parameter, the reaction time parameter, and the braking feature parameter.

[0302] 30. The apparatus according to claim 29, wherein the lane-changing feature parameter comprises a lane-changing duration and a lane-changing pointing angle.

[0303] The third-time benefit calculation subunit calculates the seventh safety distance by using the following formula

[0304] wherein D7 is the seventh safety distance, q1 and q2 are preset weighting coefficients, q1 + q2 = 1, V h is the real-time speed of the lane-changing vehicle at the third time, V2 is the current speed of the second preceding vehicle, L is the length of the lane-changing vehicle, W2 is the width of the second preceding vehicle, t lc is the lane-changing duration, θ is the lane-changing pointing angle, t d and τ is the reaction time parameter, t i and a is the braking feature parameter, and l is an additional safety width.

[0305] 31. The apparatus according to any one of claims 17-30, further comprising:

[0306] an acceleration benefit acquisition unit configured to determine a single-point lane-changing acceleration benefit based on the accelerations in the lane-changing acceleration sequence and an acceleration threshold value, and determine a single-point competitive acceleration benefit based on the accelerations in the competitive acceleration sequence and the acceleration threshold value.

[0307] The global benefit pair construction unit calculates a global lane-changing benefit based on the single-point lane-changing safety benefit and the single-point lane-changing acceleration benefit corresponding to the sequence combination, and calculates a global competitive benefit based on the single-point competitive safety benefit and the single-point competitive acceleration benefit corresponding to the sequence combination.

[0308] 32. The apparatus according to any one of claims 17-30, further comprising:

[0309] a collision judgment unit configured to determine whether a vehicle collision accident occurs when the driving simulation is performed.

[0310] The single-point intersection rule benefit acquisition unit is configured to determine a single-point intersection rule benefit of a vehicle involved in a traffic accident when it is determined that the traffic accident occurs.

[0311] The global benefit pair construction unit includes: in a case where the vehicle involved in the traffic accident is a lane-changing vehicle, calculating a global lane-changing benefit according to a single-point lane-changing safety benefit and a single-point intersection rule benefit corresponding to the sequence combination; and in a case where the vehicle involved in the traffic accident is a competing vehicle, calculating a global competing benefit according to a single-point competing safety benefit and an intersection rule benefit corresponding to the sequence combination.

[0312] The disclosure embodiments further provide a computing device including a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, the lane-changing decision method of any of the above embodiments can be implemented.

[0313] Figure 10 is a structural schematic diagram of a computing device provided by some embodiments of the disclosure. The following will be specifically referred to Figure 10 which shows a structural schematic diagram suitable for implementing the computing device 1000 in the embodiments of the disclosure. Figure 10 The computing device shown is merely an example, and should not bring any limitation to the functions and use range of the embodiments of the disclosure.

[0314] As shown in Figure 10 , the computing device 1000 can include a processing device 1001 (such as a central processor, a graphics processor, etc.) which can perform various appropriate actions and processes according to programs stored in a read-only memory ROM 1002 or loaded into a random access memory RAM 1003 from a storage device 1008. In the RAM 1003, various programs and data required for the operation of the computing device 1000 are also stored. The processing device 1001, the ROM 1002, and the RAM 1003 are connected to each other through a bus 1004. An input / output I / O interface 1005 is also connected to the bus 1004.

[0315] Generally, the following devices can be connected to the I / O interface 1005: an input device 1006 including an accelerometer, a gyroscope, etc.; an output device 1007 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; a storage device 1008 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. The communication device 1009 can allow the computing device 1000 to communicate with other devices wirelessly or by wire to exchange data. Although Figure 10 The computing device 1000 is shown with various devices, but it should be understood that all the shown devices are not required to be implemented or possessed. More or fewer devices can be alternatively implemented or possessed.

[0316] In particular, the processes described above with reference to the flowcharts can be implemented as a computer software program according to embodiments of the present disclosure. For example, embodiments of the present disclosure include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for executing the methods illustrated by the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network by the communication device 1009, or installed from the storage device 1008, or installed from the ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the methods of embodiments of the present disclosure are executed.

[0317] It should be noted that the computer-readable medium described above in the present disclosure can be a computer-readable signal medium or a computer-readable storage medium or any combination thereof. The computer-readable storage medium can be, for example but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or apparatus, or any suitable combination thereof. More specific examples of the computer-readable storage medium can include, but are not limited to, an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In the present disclosure, the computer-readable storage medium can be any tangible medium that contains or stores a program used by or in connection with an instruction execution system, apparatus, or device. In the present disclosure, the computer-readable signal medium can include a data signal propagated in baseband or propagated as a carrier wave in a propagated data signal, in which the computer-readable program code is carried. Such a propagated data signal can take a variety of forms, including but not limited to electro-magnetic, optical, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium that can be used to carry or store program code for use by or in connection with an instruction execution system, apparatus, or device. The program code contained in the computer-readable medium can be transmitted by any suitable medium, including but not limited to wire, cable, optical fiber, RF (radio frequency), or any suitable combination thereof.

[0318] In some embodiments, the client, server, and / or other components or processes can communicate information using any known or later developed form of computer readable media. Computer readable media includes both volatile and nonvolatile media, removable and non-removable media, and computer storage media and communication media. Computer storage media includes volatile and non- volatile, removable and non-removable media implemented in any method or technology for storage of information such as computer readable instructions, data structures, program modules or other data. The system memory, the removable storage, and the non-removable storage are all computer storage media examples (i.e., memory storage.) Communication media typically embodies computer readable instructions, data structures, program modules or other data in a modulated data signal such as a carrier wave or other transport mechanism and includes any information delivery media. The term "modulated data signal" means a signal that has one or more of its characteristics changed or set in a manner so as to encode information in the signal. By way of example, and not limitation, communication media includes wired media such as twisted pair, coaxial, fiber optic, wave guides, and other wired or wired media and wireless media such as acoustic, radio-frequency, infrared, and other wireless media. Thus, the computer readable medium can comprise a computer readable storage medium (devices) and / or a computer readable communication medium (modulated data signals), and / or a combination of computer readable storage medium and computer readable communication medium.

[0319] The computer readable medium described above can be included within the computing device described above; or can exist exclusively on the outside of the computing device.

[0320] The computer readable medium described above carries one or more programs which, when executed by the computing device, cause the computing device to: determine a target lane and a competing vehicle located on the target lane according to a lane-changing trajectory, the lane-changing trajectory being a trajectory planned for a lane-changing vehicle to travel from a current lane to the target lane; construct a plurality of lane-changing acceleration sequences for the lane-changing vehicle and a plurality of competing acceleration sequences for the competing vehicle, the lane-changing acceleration sequences comprising selectable accelerations of the lane-changing vehicle at respective time instants along the lane-changing trajectory, and the competing acceleration sequences comprising selectable accelerations of the competing vehicle at the respective time instants; combine the plurality of lane-changing acceleration sequences and the plurality of competing acceleration sequences two by two to obtain a plurality of sequence combinations; respectively perform driving simulation based on each sequence combination to determine a single-point lane-changing safety benefit and a single-point competing safety benefit of the lane-changing vehicle at each time instant before the lane-changing vehicle reaches an end point of the lane-changing trajectory; calculate a global lane-changing benefit of the lane-changing vehicle according to the single-point lane-changing safety benefit corresponding to the sequence combination, and calculate a global competing benefit of the competing vehicle according to the single-point competing safety benefit corresponding to the sequence combination, and combine the global lane-changing benefit and the global competing benefit into a global benefit pair; select a target benefit pair satisfying Nash equilibrium from all global benefit pairs, and determine a lane-changing strategy according to the target benefit pair.

[0321] Computer program code for carrying out operations of the present disclosure can be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code can execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection can be made to an external computer (for example, through the Internet using an Internet Service Provider).

[0322] The computer program instructions can also be loaded onto a computer or other programmable information processing apparatus to cause a series of operations to be performed on the computer or other programmable information processing apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable information processing apparatus implement the functions / acts specified in the flowchart and / or block diagram block or blocks.

[0323] The units described in the embodiments of the present disclosure can be implemented by hardware, software, or a combination of hardware and software. In some cases, the names of the units do not constitute a limitation on the units themselves.

[0324] The functions described in this specification can be implemented in part or in whole through one or more hardware logic components. For example, and without limitation, illustrative types of hardware logic components that can be used include Field-programmable Gate Arrays (FPGAs), Program-specific Integrated Circuits (ASICs), Program-specific Standard Products (ASSPs), System-on-a-chip systems (SOCs), Complex Programmable Logic Devices (CPLDs), etc.

[0325] In the context of this disclosure, a machine-readable medium can be a tangible medium that contains or stores a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of the machine-readable storage medium will include an electrical connection based on one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0326] The embodiments of the present disclosure further provide a computer readable storage medium, and the computer program is stored in the computer readable storage medium. When the computer program is executed by a processor, the method of any one of the preceding method embodiments can be implemented, and the execution manner and beneficial effects are similar, which will not be described here again.

[0327] In addition, in a fifth aspect, the embodiments of the present disclosure provide a vehicle, comprising a vehicle-mounted control chip and a plurality of interactive display screens, the vehicle-mounted control chip is configured to execute the lane changing decision method as described above, and control at least two of the plurality of interactive display screens to independently display a text input interface. The vehicle-mounted control chip described above can be a central control chip in the vehicle, or an entertainment system control chip independent of the central control chip, or other chips, and the embodiments of the present disclosure do not make special limitations; more preferably, the vehicle-mounted control chip described above is a control chip specially used for controlling the work of each interactive display screen in the intelligent cockpit system of the vehicle.

[0328] It should be noted that, in this document, relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another entity or action, without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without more limitations, an element defined by the statement "comprising a" does not exclude the existence of additional identical elements in the process, method, article, or apparatus that includes the element.

[0329] The foregoing is merely illustrative of the various implementations of the present disclosure and the general principles thereof. Numerous modifications can be made to these illustrations, and equivalents can be substituted therefor, without departing from the scope of the present disclosure. The specific embodiments commensurate with the specific application are intended to be illustrative only and not limiting of the scope of the application as set forth in the following claims.

Claims

1. A lane-changing decision-making method, characterized in that, include: The target lane and competing vehicles in the target lane are determined based on the lane change trajectory, which is the trajectory planned for the lane-changing vehicle to travel from the current lane to the target lane. Multiple lane-changing acceleration sequences are constructed for lane-changing vehicles, and multiple competition acceleration sequences are constructed for competing vehicles. The lane-changing acceleration sequences include selectable accelerations of the lane-changing vehicles at various times as they travel along the lane-changing trajectory, and the competition acceleration sequences include selectable accelerations of the competing vehicles at said various times. Multiple lane-changing acceleration sequences and multiple competing acceleration sequences are combined in pairs to obtain multiple sequence combinations; Based on each sequence combination, driving simulations are performed to determine the single-point lane-changing safety gain and single-point competition safety gain of the lane-changing vehicle at each time before it reaches the end of the lane-changing trajectory. The global lane-changing benefit of the lane-changing vehicle is calculated based on the single-point lane-changing safety benefit corresponding to the sequence combination, and the global competition benefit of the competing vehicle is calculated based on the single-point competition safety benefit corresponding to the sequence combination. The global lane-changing benefit and the global competition benefit are then combined into a global benefit pair. Select the target payoff pair that satisfies Nash equilibrium from all global payoff pairs, and determine the lane-changing strategy based on the target payoff pair; The determination of the single-point lane-changing safety gain and single-point competition safety gain at each time point before the lane-changing vehicle reaches the end of the lane-changing trajectory includes: Based on the acceleration of the sequence combination before the first moment, a driving simulation is performed to determine the first safe distance and the first actual distance at the first moment. Based on the first safe distance and the first actual distance, determine the single-point lane change safety benefit or single-point competition safety benefit of the first following vehicle at the first moment; Wherein, the first moment is the moment when the lane-changing vehicle is at least partially in the target lane, the first safe distance is the ideal distance between the first rear vehicle and the first front vehicle, the first actual distance is the actual distance between the lane-changing vehicle and the competing vehicle, the first rear vehicle is the rearmost vehicle among the lane-changing vehicles and the competing vehicles, and the second rear vehicle is the frontmost vehicle among the lane-changing vehicles and the competing vehicles.

2. The method according to claim 1, characterized in that, The target lane includes the first preceding vehicle; the method further includes: obtaining the current speed and current position of the first preceding vehicle; The determination of the single-point lane-changing safety gain and single-point competition safety gain at each time point before the lane-changing vehicle reaches the end of the lane-changing trajectory also includes: Based on the current speed and position of the first vehicle in front, and the acceleration of the sequence combination before the first moment, a driving simulation is performed to determine the second safe distance and the second actual distance at the first moment. Based on the second safe distance and the second actual distance, determine the single-point lane-changing safety benefit or single-point competition safety benefit of the second following vehicle at the first moment; The second safe distance is the ideal distance between the second rear vehicle and the first front vehicle, and the second actual distance is the actual distance between the second rear vehicle and the first front vehicle.

3. The method according to claim 2, characterized in that, The determination of the single-point lane-changing safety gain and single-point competition safety gain at each time point before the lane-changing vehicle reaches the end of the lane-changing trajectory also includes: Based on the current speed and position of the first vehicle in front, and the acceleration of the competing acceleration sequence before the second moment, a driving simulation is performed to determine the third safe distance and the third actual distance at the second moment. Based on the third safe distance and the third actual distance, determine the single-point competitive safety gain of the competing vehicle at the second moment; The second moment is when the lane-changing vehicle is only in the current lane, the third safe distance is the ideal distance between the competing vehicle and the first vehicle in front, and the third actual distance is the actual distance between the competing vehicle and the first vehicle in front.

4. The method according to claim 3, characterized in that, The method further includes: acquiring reaction time parameters and braking characteristic parameters, wherein the reaction time parameters are parameters used to characterize the typical driving reaction time of a driver, and the braking characteristic parameters are parameters that characterize the typical braking characteristics of a vehicle; The determination of the third safe distance at the second moment includes: Based on the acceleration sequence of the competition before the second moment, the real-time speed of the competing vehicles at the second moment is determined; The third safe distance is calculated based on the real-time speed of the competing vehicle, the current speed of the first vehicle ahead, reaction time parameters, and braking characteristic parameters.

5. The method according to claim 4, characterized in that, The calculation of the third safe distance based on the real-time speed of the competing vehicle, the current speed of the first preceding vehicle, reaction time parameters, and braking characteristic parameters includes: ， in As the third safe distance, and These are the preset weighting coefficients. , To compete for the real-time speed of vehicles, and For reaction time parameters, The current speed of the first vehicle in front. and These are braking characteristic parameters. For extra security width.

6. The method according to claim 1, characterized in that, The current lane includes a second preceding vehicle located before the lane-changing vehicle; the method further includes: Get the current speed and current position of the second vehicle in front; The determination of the single-point lane-changing safety gain and single-point competition safety gain at each time point before the lane-changing vehicle reaches the end of the lane-changing trajectory includes: Based on the current speed and position of the second preceding vehicle, and the acceleration sequence of lane-changing acceleration before the second moment, a driving simulation is performed to determine the fourth safe distance and the fourth actual distance at the second moment. Determine the single-point lane change safety gain of the competing vehicle at the second moment based on the fourth safe distance and the fourth actual distance; The second moment is when the lane-changing vehicle is only in the current lane, the fourth safe distance is the ideal distance between the lane-changing vehicle and the second preceding vehicle, and the fourth actual distance is the actual distance between the lane-changing vehicle and the second preceding vehicle.

7. The method according to claim 1, characterized in that, The target lane includes the first preceding vehicle ahead of the competing vehicle, and the current lane includes the second preceding vehicle ahead of the lane-changing vehicle; The method further includes: obtaining the current speed and current position of the first vehicle in front and the second vehicle in front, respectively; The determination of the single-point lane-changing safety gain and single-point competition safety gain at each time point before the lane-changing vehicle reaches the end of the lane-changing trajectory includes: Based on the current speed and position of the first preceding vehicle, the sequence combination performs a driving simulation using accelerations prior to the third moment to determine the fifth safe distance, fifth actual distance, sixth safe distance, and sixth actual distance at the third moment; the third moment is the moment when the lane-changing vehicle is simultaneously located in the current lane and the target lane; the fifth safe distance is the ideal distance between the first following vehicle and the second following vehicle, the fifth actual distance is the actual distance between the first following vehicle and the second following vehicle, the sixth safe distance is the ideal distance between the second following vehicle and the first preceding vehicle, and the sixth actual distance is the actual distance between the second following vehicle and the first preceding vehicle; the first following vehicle is the following vehicle among the lane-changing vehicle and the competing vehicle, and the second following vehicle is the preceding vehicle among the lane-changing vehicle and the competing vehicle; and... Based on the current speed and position of the second preceding vehicle, the acceleration of the lane-changing acceleration sequence in the sequence combination before the third moment is used to simulate driving and determine the seventh safe distance and the seventh actual distance at the third moment. The seventh safe distance is the ideal distance between the lane-changing vehicle and the second preceding vehicle, and the seventh actual distance is the actual distance between the lane-changing vehicle and the second preceding vehicle. If the lane-changing vehicle is the first following vehicle, calculate the first sub-single-point lane-changing safety benefit at the third time based on the fifth safety distance and the fifth actual distance; or, if the lane-changing vehicle is the second following vehicle, calculate the first sub-single-point lane-changing safety benefit at the third time based on the sixth safety distance and the geographical actual distance. Calculate the safety benefits of the second sub-single-point lane change at the third moment based on the seventh safe distance and the seventh actual distance; Calculate the average of the first and second sub-single-point lane change safety benefits, and use this average as the single-point lane change safety benefit for the lane-changing vehicle at the third time step.

8. The method according to claim 7, characterized in that, The method further includes: acquiring lane-changing characteristic parameters, reaction time parameters, and braking characteristic parameters, wherein the lane-changing characteristic parameters are parameters used to characterize the lane-changing characteristics of the vehicle, the reaction time parameters are parameters used to characterize the braking reaction time of a typical driver, and the braking characteristic parameters are parameters used to characterize the typical braking characteristics of the vehicle. When the vehicle changing lanes is the second vehicle following it, determining the fifth safe distance at the third moment includes: Calculate the real-time speed of the lane-changing vehicle at the third moment based on the acceleration before the third moment in the lane-changing acceleration sequence; Calculate the real-time speed of the competing vehicles at the third moment based on the accelerations before the third moment in the competitive acceleration sequence; The fifth safe distance is calculated based on the real-time speed of the vehicle changing lanes, the speed of competing vehicles, lane-changing characteristic parameters, reaction time parameters, and braking characteristic parameters.

9. The method according to claim 8, characterized in that, Lane-changing characteristic parameters include lane-changing duration; The calculation of the fifth safety distance based on the real-time speed of the lane-changing vehicle, the speed of the competing vehicle, lane-changing characteristic parameters, reaction time parameters, and braking characteristic parameters includes: in, The sixth safe distance, and These are the preset weighting coefficients. , The real-time speed of the lane-changing vehicle at the third moment. The real-time speed of vehicles changing lanes. For the length of vehicles changing lanes, For lane change duration, and For reaction time parameters, and These are braking characteristic parameters. For extra security width.

10. The method according to claim 7, characterized in that, The method further includes: acquiring lane-changing characteristic parameters, reaction time parameters, and braking characteristic parameters, wherein the lane-changing characteristic parameters are parameters used to characterize the lane-changing characteristics of the vehicle, the reaction time parameters are parameters used to characterize the braking reaction time of a typical driver, and the braking characteristic parameters are parameters used to characterize the typical braking characteristics of the vehicle. When the vehicle changing lanes is the second vehicle following it, determining the sixth safe distance at the third moment includes: Calculate the real-time speed of the lane-changing vehicle at the third moment based on the acceleration before the third moment in the lane-changing acceleration sequence; The sixth safe distance is calculated based on the real-time speed of the vehicle changing lanes, the current speed of the vehicle in front, lane-changing characteristic parameters, reaction time parameters, and braking characteristic parameters.

11. The method according to claim 10, characterized in that, Lane-changing characteristic parameters include lane-changing duration and lane-changing direction angle; The calculation of the sixth safety distance based on the real-time speed of the lane-changing vehicle, the current speed of the first vehicle ahead, lane-changing characteristic parameters, reaction time parameters, and braking characteristic parameters includes: in, The sixth safe distance, and These are the preset weighting coefficients. , The real-time speed of the lane-changing vehicle at the third moment. The current speed of the first vehicle in front. For the length of vehicles changing lanes, The width of the first vehicle in front. For lane change duration, To change lane direction angle, and For reaction time parameters, and These are braking characteristic parameters. For extra security width.

12. The method according to claim 7, characterized in that, The method further includes: acquiring lane-changing characteristic parameters, reaction time parameters, and braking characteristic parameters, wherein the lane-changing characteristic parameters are parameters used to characterize the lane-changing characteristics of the vehicle, the reaction time parameters are parameters used to characterize the braking reaction time of a typical driver, and the braking characteristic parameters are parameters used to characterize the typical braking characteristics of the vehicle. The determination of the seventh safe distance at the third moment includes: Calculate the real-time speed of the lane-changing vehicle at the third moment based on the acceleration before the third moment in the lane-changing acceleration sequence; The seventh safe distance is calculated based on the real-time speed of the vehicle changing lanes, the current speed of the second vehicle ahead, lane-changing characteristic parameters, reaction time parameters, and braking characteristic parameters.

13. The method according to claim 12, characterized in that, Lane-changing characteristic parameters include lane-changing duration and lane-changing direction angle; The calculation of the seventh safe distance based on the real-time speed of the lane-changing vehicle, the current speed of the second preceding vehicle, lane-changing characteristic parameters, reaction time parameters, and braking characteristic parameters includes: ； in, The sixth safe distance, and These are the preset weighting coefficients. , The real-time speed of the lane-changing vehicle at the third moment. Let L be the current speed of the second vehicle in front, and L be the length of the vehicle changing lanes. The width of the second vehicle in front. For lane change duration, To change lane direction angle, and For reaction time parameters, and These are braking characteristic parameters. For extra security width.

14. The method according to any one of claims 1-13, characterized in that, Also includes: Determine the single-point lane change acceleration benefit based on the acceleration and acceleration threshold in the lane change acceleration sequence; Furthermore, the single-point competitive acceleration gain is determined based on the acceleration and acceleration threshold in the competitive acceleration sequence; The calculation of the global lane-changing benefit of a lane-changing vehicle based on the single-point lane-changing safety benefit corresponding to the sequence combination includes: calculating the global lane-changing benefit based on the single-point lane-changing safety benefit and the single-point lane-changing acceleration benefit corresponding to the sequence combination; The calculation of the global competitive advantage of competing vehicles based on the single-point competitive safety advantage corresponding to the sequence combination includes: calculating the global competitive advantage based on the single-point competitive safety advantage and the single-point competitive acceleration advantage corresponding to the sequence combination.

15. The method according to any one of claims 1-13, characterized in that, When performing driving simulation, the method further includes: Determine if a vehicle collision has occurred; In cases where a vehicle collision has been confirmed, determine the single-point traffic regulation benefit of the vehicle at fault. When the vehicle involved in the accident is a lane-changing vehicle, the global lane-changing benefit of the lane-changing vehicle is calculated based on the single-point lane-changing safety benefit corresponding to the sequence combination, including: calculating the global lane-changing benefit based on the single-point lane-changing safety benefit and the single-point traffic regulation benefit corresponding to the sequence combination. When the vehicle involved in the accident is a competing vehicle, the global lane-changing benefit of the lane-changing vehicle is calculated based on the single-point competitive safety benefit corresponding to the sequence combination, including: calculating the global competitive benefit based on the single-point competitive safety benefit and traffic regulation benefit corresponding to the sequence combination.

16. A lane-changing decision-making device, characterized in that, include: The object determination unit is used to determine the target lane and the competing vehicles located in the target lane based on the lane-changing trajectory. The lane-changing trajectory is the trajectory planned for the lane-changing vehicle to travel from the current lane to the target lane. A sequence construction unit is used to construct multiple lane-changing acceleration sequences for lane-changing vehicles and multiple competition acceleration sequences for competing vehicles. The lane-changing acceleration sequences include selectable accelerations of the lane-changing vehicles at various times as they travel along the lane-changing trajectory, and the competition acceleration sequences include selectable accelerations of the competing vehicles at said various times. The combination unit is used to combine multiple lane-changing acceleration sequences and multiple competing acceleration sequences in pairs to obtain multiple sequence combinations; The single-point benefit calculation unit is used to perform driving simulations based on each sequence combination to determine the single-point lane-changing safety benefit and single-point competition safety benefit of the lane-changing vehicle at each time before it reaches the end of the lane-changing trajectory. The global benefit pair construction unit is used to calculate the global lane-changing benefit of lane-changing vehicles based on the single-point lane-changing safety benefit corresponding to the sequence combination, and to calculate the global competition benefit of competing vehicles based on the single-point competition safety benefit corresponding to the sequence combination, and to combine the global lane-changing benefit and the global competition benefit into a global benefit pair. The strategy determination unit is used to select the target payoff pair that satisfies Nash equilibrium from all global payoff pairs, and to determine the lane-changing strategy based on the target payoff pair. The single-point revenue calculation unit includes: The first-moment benefit calculation subunit is used to perform driving simulation based on the acceleration of the sequence combination before the first moment, determine the first safe distance and the first actual distance at the first moment; and, based on the first safe distance and the first actual distance, determine the single-point lane change safety benefit or single-point competition safety benefit of the first following vehicle at the first moment. Wherein, the first moment is the moment when the lane-changing vehicle is at least partially in the target lane, the first safe distance is the ideal distance between the first rear vehicle and the first front vehicle, the first actual distance is the actual distance between the lane-changing vehicle and the competing vehicle, the first rear vehicle is the rearmost vehicle among the lane-changing vehicles and the competing vehicles, and the second rear vehicle is the frontmost vehicle among the lane-changing vehicles and the competing vehicles.

17. The apparatus according to claim 16, characterized in that, The target lane includes a first preceding vehicle; the device further includes: a preceding vehicle feature acquisition unit, used to acquire the current speed and current position of the first preceding vehicle; The first-moment benefit calculation subunit is also used to perform driving simulation based on the current speed and current position of the first preceding vehicle and the acceleration of the sequence combination before the first moment, to determine the second safe distance and the second actual distance at the first moment; and to determine the single-point lane change safety benefit or single-point competition safety benefit of the second following vehicle at the first moment based on the second safe distance and the second actual distance. The second safe distance is the ideal distance between the second rear vehicle and the first front vehicle, and the second actual distance is the actual distance between the second rear vehicle and the first front vehicle.

18. The apparatus according to claim 17, characterized in that, The single-point revenue calculation unit also includes: The second-moment benefit calculation subunit performs driving simulation based on the current speed and current position of the first preceding vehicle and the acceleration of the competition acceleration sequence before the second moment to determine the third safe distance and the third actual distance at the second moment; and, based on the third safe distance and the third actual distance, determines the single-point competition safety benefit of the competing vehicle at the second moment. The second moment is when the lane-changing vehicle is only in the current lane, the third safe distance is the ideal distance between the competing vehicle and the first vehicle in front, and the third actual distance is the actual distance between the competing vehicle and the first vehicle in front.

19. The apparatus according to claim 18, characterized in that, Also includes: The relevant parameter acquisition unit is used to acquire reaction time parameters and braking characteristic parameters. The reaction time parameters are used to characterize the typical driving reaction time of a driver, and the braking characteristic parameters are used to characterize the typical braking characteristics of a vehicle. The second-moment benefit calculation subunit determines the real-time speed of the competing vehicle at the second moment based on the acceleration sequence prior to the second moment; and calculates the third safety distance based on the real-time speed of the competing vehicle, the current speed of the first preceding vehicle, reaction time parameters, and braking characteristic parameters.

20. The apparatus according to claim 19, characterized in that, The second-time profit calculation subunit calculates the third safety distance using the following formula: ， in As the third safe distance, and These are the preset weighting coefficients. , To compete for the real-time speed of vehicles, and For reaction time parameters, The current speed of the first vehicle in front. and These are braking characteristic parameters. For extra security width.

21. The apparatus according to claim 16, characterized in that, The current lane includes a second preceding vehicle located ahead of the lane-changing vehicle; the device further includes: a preceding vehicle feature acquisition unit for acquiring the current speed and current position of the second preceding vehicle; The single-point revenue calculation unit also includes: The second-moment benefit calculation subunit is used to perform driving simulation based on the current speed and current position of the second preceding vehicle and the acceleration of the lane-changing acceleration sequence before the second moment, to determine the fourth safe distance and the fourth actual distance at the second moment; and, based on the fourth safe distance and the fourth actual distance, to determine the single-point lane-changing safety benefit of the competing vehicle at the second moment. The second moment is when the lane-changing vehicle is only in the current lane, the fourth safe distance is the ideal distance between the lane-changing vehicle and the second preceding vehicle, and the fourth actual distance is the actual distance between the lane-changing vehicle and the second preceding vehicle.

22. The apparatus according to claim 16, characterized in that, The target lane includes the first preceding vehicle ahead of the competing vehicle, and the current lane includes the second preceding vehicle ahead of the lane-changing vehicle; The device further includes: a leading vehicle feature acquisition unit, used to acquire the current speed and current position of the first leading vehicle and the second leading vehicle respectively; the single-point revenue calculation unit further includes: The third-moment benefit calculation subunit is used to simulate driving based on the current speed and position of the first preceding vehicle, and the acceleration of the sequence combination before the third moment, to determine the fifth safe distance, fifth actual distance, sixth safe distance, and sixth actual distance at the third moment; based on the current speed and position of the second preceding vehicle, and the acceleration of the lane-changing acceleration sequence in the sequence combination before the third moment, to determine the seventh safe distance and seventh actual distance at the third moment, where the seventh safe distance is the ideal distance between the lane-changing vehicle and the second preceding vehicle, and the seventh actual distance is the actual distance between the lane-changing vehicle and the second preceding vehicle; when the lane-changing vehicle is the first following vehicle, the first sub-single-point lane-changing safety benefit at the third moment is calculated based on the fifth safe distance and the fifth actual distance; or, when the lane-changing vehicle is the second following vehicle, the first sub-single-point lane-changing safety benefit at the third moment is calculated based on the sixth safe distance and the geographical actual distance; the second sub-single-point lane-changing safety benefit at the third moment is calculated based on the seventh safe distance and the seventh actual distance; and the average of the first sub-single-point lane-changing safety benefit and the second sub-single-point lane-changing safety benefit is calculated as the single-point lane-changing safety benefit of the lane-changing vehicle at the third moment; The third moment is when the lane-changing vehicle is simultaneously located in the current lane and the target lane; the fifth safe distance is the ideal distance between the first rear vehicle and the second rear vehicle, the fifth actual distance is the actual distance between the first rear vehicle and the second rear vehicle, the sixth safe distance is the ideal distance between the second rear vehicle and the first front vehicle, the sixth actual distance is the actual distance between the second rear vehicle and the first front vehicle, the first rear vehicle is the rearmost vehicle among lane-changing vehicles and competing vehicles, and the second rear vehicle is the frontmost vehicle among lane-changing vehicles and competing vehicles.

23. The apparatus according to claim 22, characterized in that, Also includes: The relevant parameter acquisition unit is used to acquire lane change characteristic parameters, reaction time parameters, and braking characteristic parameters. The lane change characteristic parameters are used to characterize the lane change characteristics of the vehicle, the reaction time parameters are used to characterize the braking reaction time of a typical driver, and the braking characteristic parameters are used to characterize the typical braking characteristics of the vehicle. When the lane-changing vehicle is the second following vehicle, the third-time benefit calculation subunit calculates the real-time speed of the lane-changing vehicle at the third time based on the acceleration in the lane-changing acceleration sequence before the third time; and calculates the real-time speed of the competing vehicle at the third time based on the acceleration in the competition acceleration sequence before the third time. The fifth safety distance is calculated based on the real-time speed of the lane-changing vehicle, the speed of the competing vehicle, lane-changing characteristic parameters, reaction time parameters, and braking characteristic parameters.

24. The apparatus according to claim 23, characterized in that, Lane-changing characteristic parameters include lane-changing duration; The third-time profit calculation subunit calculates the fifth safety distance using the following formula: ; in, The sixth safe distance, and These are the preset weighting coefficients. , The real-time speed of the lane-changing vehicle at the third moment. The real-time speed of vehicles changing lanes. For the length of vehicles changing lanes, For lane change duration, and For reaction time parameters, and These are braking characteristic parameters. For extra security width.

25. The apparatus according to claim 22, characterized in that, Also includes: The relevant parameter acquisition unit is used to acquire lane change characteristic parameters, reaction time parameters, and braking characteristic parameters. The lane change characteristic parameters are used to characterize the lane change characteristics of the vehicle, the reaction time parameters are used to characterize the braking reaction time of a typical driver, and the braking characteristic parameters are used to characterize the typical braking characteristics of the vehicle. When the lane-changing vehicle is the second following vehicle, the third-time benefit calculation subunit calculates the real-time speed of the lane-changing vehicle at the third time based on the acceleration in the lane-changing acceleration sequence before the third time; and calculates the sixth safety distance based on the real-time speed of the lane-changing vehicle, the current speed of the first preceding vehicle, lane-changing characteristic parameters, reaction time parameters, and braking characteristic parameters.

26. The apparatus according to claim 25, characterized in that, Lane-changing characteristic parameters include lane-changing duration and lane-changing direction angle; The third-time profit calculation subunit calculates the sixth safety distance using the following formula. ; in, The sixth safe distance, and These are the preset weighting coefficients. , The real-time speed of the lane-changing vehicle at the third moment. The current speed of the first vehicle in front. For the length of vehicles changing lanes, The width of the first vehicle in front. For lane change duration, To change lane direction angle, and For reaction time parameters, and These are braking characteristic parameters. For extra security width.

27. The apparatus according to claim 22, characterized in that, Also includes: The relevant parameter acquisition unit is used to acquire lane change characteristic parameters, reaction time parameters, and braking characteristic parameters. The lane change characteristic parameters are used to characterize the lane change characteristics of the vehicle, the reaction time parameters are used to characterize the braking reaction time of a typical driver, and the braking characteristic parameters are used to characterize the typical braking characteristics of the vehicle. The third-moment revenue calculation subunit calculates the real-time speed of the lane-changing vehicle at the third moment based on the acceleration in the lane-changing acceleration sequence before the third moment; The seventh safe distance is calculated based on the real-time speed of the vehicle changing lanes, the current speed of the second vehicle ahead, lane-changing characteristic parameters, reaction time parameters, and braking characteristic parameters.

28. The apparatus according to claim 27, characterized in that, Lane-changing characteristic parameters include lane-changing duration and lane-changing direction angle; The third-time profit calculation subunit calculates the seventh safety distance using the following formula. ; in, The seventh safe distance, and These are the preset weighting coefficients. , The real-time speed of the lane-changing vehicle at the third moment. Let L be the current speed of the second vehicle in front, and L be the length of the vehicle changing lanes. The width of the second vehicle in front. For lane change duration, To change lane direction angle, and For reaction time parameters, and These are braking characteristic parameters. For extra security width.

29. The apparatus according to any one of claims 16-28, characterized in that, Also includes: The acceleration benefit acquisition unit is used to determine the single-point lane change acceleration benefit based on the acceleration and acceleration threshold in the lane change acceleration sequence. Furthermore, the single-point competitive acceleration gain is determined based on the acceleration and acceleration threshold in the competitive acceleration sequence; The global benefit pair construction unit calculates the global lane change benefit based on the single-point lane change safety benefit and single-point lane change acceleration benefit corresponding to the sequence combination. And calculate the global competition benefit based on the single-point competition security benefit and single-point competition acceleration benefit corresponding to the sequence combination.

30. The apparatus according to any one of claims 16-28, characterized in that, Also includes: The collision detection unit is used to determine whether a vehicle collision has occurred during driving simulation. The single-point traffic regulation benefit acquisition unit is used to determine the single-point traffic regulation benefit of the offending vehicle when a vehicle collision accident is determined to have occurred. The global benefit construction unit, when the vehicle involved in the accident is a lane-changing vehicle, includes: calculating the global lane-changing benefit based on the single-point lane-changing safety benefit and single-point traffic regulation benefit corresponding to the sequence combination; Furthermore, when the vehicle involved in the accident is a competing vehicle, the global competitive benefit is calculated based on the single-point competitive safety benefit and traffic regulation benefit corresponding to the sequence combination.

31. A computing device, characterized in that, Includes a processor and a memory, the memory being used to store computer programs; When the computer program is loaded by the processor, it causes the processor to execute the lane-changing decision method as described in any one of claims 1-15.

32. A computer-readable storage medium, characterized in that, The storage medium stores a computer program that, when executed by a processor, causes the processor to implement the lane-changing decision method as described in any one of claims 1-15.

33. An autonomous driving vehicle, characterized in that, It includes an on-board control chip, which is used to perform the lane-changing decision method as described in any one of claims 1-15.

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