Vehicle lane-changing obstacle-avoiding method and vehicle

Abstract

The application relates to a vehicle lane-changing obstacle-avoiding method and a vehicle. The method comprises the following steps: when it is monitored that the ego vehicle has a lane-changing demand, obtaining lane-changing intervals of adjacent lanes according to vehicle positions on the adjacent lanes and obstacle positions on a current lane where the ego vehicle is located; determining corresponding lane-changing regions according to positions of front vehicles and / or positions of rear vehicles of each lane-changing interval; obtaining speed planning curves of the ego vehicle to reach the corresponding lane-changing regions according to speed information and vehicle positions of the ego vehicle and vehicles on the adjacent lanes; screening each lane-changing interval according to a preset screening rule, and determining a corresponding target lane-changing interval in each lane-changing interval, so that the ego vehicle changes lanes to a corresponding target lane-changing region according to the corresponding speed planning curve. The scheme provided by the application can actively find a more suitable target lane-changing interval, and change lanes according to the corresponding speed planning curve, so that the lane-changing process is safe and comfortable.

Description

Technical Field

[0001] This application relates to the field of autonomous driving technology, and in particular to a vehicle lane changing and obstacle avoidance method and vehicle. Background Technology

[0002] When a vehicle is traveling in the current lane, if there are static obstacles such as traffic cones or disabled vehicles, or dynamic obstacles moving at low speeds, the vehicle needs to avoid colliding with the obstacles by slowing down, stopping, or changing lanes.

[0003] In related technologies, when a vehicle uses autonomous driving, it often decides whether to change lanes to avoid obstacles based solely on its current position, whether there is a gap in the adjacent lane, and whether there is a risk of collision when changing lanes at the current moment. If the current position does not allow for obstacle avoidance by changing lanes, the vehicle often has no choice but to slow down, brake, and eventually stop to avoid the obstacle.

[0004] However, the above-mentioned lane-changing method is relatively passive. It can only successfully change lanes when the nearest gap meets the conditions. It cannot actively accelerate or decelerate to find a suitable lane-changing position, resulting in a very low success rate of lane changing, which affects traffic efficiency and user riding experience. Summary of the Invention

[0005] To address or partially address the problems existing in related technologies, this application provides a vehicle lane-changing obstacle avoidance method and vehicle, which can actively find a more suitable target lane-changing interval and change lanes according to the corresponding speed planning curve, making the lane-changing process safe and comfortable.

[0006] The first aspect of this application provides a method for vehicle lane changing and obstacle avoidance, which includes:

[0007] When a lane-changing requirement is detected, the variable lane intervals of the adjacent lanes are obtained based on the positions of vehicles in the adjacent lanes and the positions of obstacles in the current lane where the vehicle is located. The corresponding lane-changing areas are determined based on the positions of the preceding and / or following vehicles in each variable lane interval. Speed ​​planning curves for the vehicle to reach the corresponding lane-changing area are obtained based on the speed information and positions of the vehicle and vehicles in the adjacent lanes. Each variable lane interval is filtered according to a preset filtering rule, and a corresponding target lane-changing interval is determined within each variable lane interval, so that the vehicle can change lanes to the corresponding target lane-changing area according to the corresponding speed planning curve.

[0008] In some implementations, when a lane-changing need is detected, obtaining the reversible lane interval of the adjacent lanes based on the positions of vehicles in adjacent lanes and the positions of obstacles in the current lane where the vehicle is located includes:

[0009] When a static obstacle or a dynamic obstacle with a speed less than a preset speed threshold is detected in the current lane along the vehicle's direction of travel, it is determined that the vehicle has a lane change requirement; based on the positions of vehicles in adjacent lanes and the position of the obstacle in the current lane, the corresponding interval in the adjacent lane is determined; when the interval is greater than a preset distance threshold, the interval is determined to be a lane change interval.

[0010] In some implementations, determining the corresponding lane-changing area based on the position of the preceding vehicle and / or the position of the following vehicle at each of the variable lane intervals includes:

[0011] When the variable lane interval is between the preceding and following vehicles, the front and rear boundaries of the corresponding lane-changing area are obtained based on the positions of the preceding and following vehicles and a preset safety distance; and / or, when the variable lane interval is before the following vehicle and there is no preceding vehicle, the rear boundary of the corresponding lane-changing area is obtained based on the position of the following vehicle and a preset safety distance; and / or, when the variable lane interval is after the preceding vehicle and there is no following vehicle, the front boundary of the corresponding lane-changing area is obtained based on the position of the preceding vehicle and a preset safety distance.

[0012] In some implementations, the preset safe distance includes a safe following distance and / or a safe overtaking distance; the front boundary of the lane change area is located at the position where the rear of the preceding vehicle extends backward by the safe following distance; the rear boundary of the lane change area is located at the position where the front of the following vehicle extends forward by the safe overtaking distance.

[0013] In some implementations, when the variable lane interval is between a preceding vehicle and a following vehicle, the endpoint of the speed planning curve is located at a designated position within the corresponding lane change area; and / or, when the variable lane interval is before a following vehicle and there is no preceding vehicle, the endpoint of the speed planning curve is located at the rear boundary of the corresponding lane change area; and / or, when the variable lane interval is after a preceding vehicle and there is no following vehicle, the endpoint of the speed planning curve is located at the front boundary of the corresponding lane change area.

[0014] In some implementations, the step of filtering each of the variable lane intervals according to a preset filtering rule and determining the corresponding target lane interval among each of the variable lane intervals includes:

[0015] The remaining distance between the vehicle and the obstacle when the vehicle reaches the reference area of ​​the corresponding lane change area is obtained respectively; the variable lane intervals are sorted according to the corresponding remaining distances; the variable lane interval corresponding to the largest remaining distance is selected as the target lane change interval.

[0016] In some embodiments, the method further includes: when the remaining distance corresponding to all the variable lane intervals is less than 0, decelerating according to the current distance between the vehicle and the obstacle.

[0017] A second aspect of this application provides a vehicle comprising:

[0018] The interval acquisition module is used to acquire the reversible lane interval of the adjacent lanes based on the positions of vehicles in the adjacent lanes and the positions of obstacles in the current lane where the vehicle is located when the vehicle is detected to have a lane change requirement.

[0019] The area determination module is used to determine the corresponding lane changing area based on the position of the preceding vehicle and / or the position of the following vehicle in each of the variable lane intervals.

[0020] The speed planning module is used to obtain the speed planning curve of the vehicle to the corresponding lane change area based on the speed information and position of the vehicle and the vehicles in the adjacent lanes.

[0021] The target filtering module is used to filter each of the variable lane intervals according to preset filtering rules, and determine the corresponding target lane changing interval in each of the variable lane intervals, so that the vehicle changes lanes to the corresponding target lane changing area according to the corresponding speed planning curve.

[0022] A third aspect of this application provides a vehicle, comprising:

[0023] Processor; and

[0024] A memory that stores executable code, which, when executed by the processor, causes the processor to perform the method described above.

[0025] A fourth aspect of this application provides a computer-readable storage medium having executable code stored thereon, which, when executed by a processor of a vehicle, causes the processor to perform the method described above.

[0026] The technical solution provided in this application may include the following beneficial effects:

[0027] The vehicle lane-changing obstacle avoidance method of this application fully utilizes information such as the position and speed of vehicles in adjacent lanes to proactively select suitable target lane-changing intervals from various lane-changing gaps, thereby avoiding obstacles more safely and flexibly. Furthermore, by proactively selecting more suitable target lane-changing intervals, the vehicle has more time and distance to adjust its speed, making lane changes during autonomous driving more comfortable and safer. Compared to related technologies that can only passively select the nearest gap for lane changing, the vehicle lane-changing obstacle avoidance method of this application is more flexible and maneuverable, and improves the passenger experience. In addition, when there are no safe lane-changing intervals, the vehicle can make a deceleration and braking decision earlier, and the longer braking distance ensures comfortable braking, allowing the vehicle to avoid obstacles in a timely manner.

[0028] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0029] The above and other objects, features and advantages of this application will become more apparent from the following description of exemplary embodiments of this application in conjunction with the accompanying drawings, wherein the same reference numerals generally represent the same components in the exemplary embodiments of this application.

[0030] Figure 1 This is a flowchart illustrating the vehicle lane-changing obstacle avoidance method shown in this application;

[0031] Figure 2 This is a diagram showing the spacing between adjacent lanes around the vehicle.

[0032] Figure 3 This is another schematic diagram of the vehicle lane-changing obstacle avoidance method shown in this application;

[0033] Figure 4 Based on Figure 2 A schematic diagram of relevant parameters during the lane-changing process of a vehicle;

[0034] Figure 5 This is a schematic diagram of the vehicle structure shown in this application;

[0035] Figure 6 This is another structural schematic diagram of the vehicle shown in this application;

[0036] Figure 7 This is a schematic diagram of the vehicle structure shown in this application. Detailed Implementation

[0037] Embodiments of this application will now be described in more detail with reference to the accompanying drawings. While embodiments of this application are shown in the drawings, it should be understood that this application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to make this application more thorough and complete, and to fully convey the scope of this application to those skilled in the art.

[0038] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0039] It should be understood that although the terms "first," "second," "third," etc., may be used in this application to describe various information, such information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this application, first information may also be referred to as third information, and similarly, third information may also be referred to as first information. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0040] In related technologies, autonomous vehicles can only successfully change lanes when the traffic flow in the adjacent lane meets the requirements. They cannot actively find a suitable position to change lanes, resulting in a low success rate for lane changes, which affects traffic efficiency and the user's riding experience.

[0041] To address the aforementioned issues, this application provides a vehicle lane-changing obstacle avoidance method that can proactively find a more suitable target lane-changing interval and change lanes according to the corresponding speed planning curve, making the lane-changing process safe and comfortable.

[0042] The technical solution of this application is described in detail below with reference to the accompanying drawings.

[0043] Figure 1 This is a flowchart illustrating the vehicle lane-changing obstacle avoidance method shown in this application; Figure 2 This is a diagram showing the spacing between adjacent lanes around the vehicle.

[0044] See Figure 1 and Figure 2 This application discloses a vehicle lane-changing obstacle avoidance method, which includes:

[0045] S110: When a lane change requirement is detected, the reversible lane interval of the adjacent lanes is obtained based on the positions of vehicles in the adjacent lanes and the positions of obstacles in the current lane where the vehicle is located.

[0046] When a vehicle is traveling in its current lane, various monitoring devices installed on the vehicle, such as cameras, lidar, and millimeter-wave radar, can monitor the surrounding environment in real time, including road conditions in the current lane and adjacent lanes. It's understandable that if there is a static obstacle (i.e., a stationary obstacle) or an obstacle moving at a speed lower than a preset speed threshold (e.g., selected from 5 km / h to 20 km / h, such as 5 km / h, 10 km / h, 15 km / h, and 20 km / h), continuing to travel at the current speed in the current lane risks colliding with the obstacle. Therefore, if the vehicle can safely change lanes to an adjacent lane in a timely manner, it can avoid a collision.

[0047] In this step, when the vehicle needs to change lanes, its monitoring equipment can monitor the traffic conditions of adjacent lanes in real time, thereby obtaining the relative positions of vehicles in adjacent lanes within the monitoring range. It can also obtain the positions of obstacles within the monitoring range. There may be adjacent lanes to the left or right of the current lane, or both. By obtaining the positions of vehicles in all adjacent lanes within the monitoring range, the vehicle can further determine the distribution of each lane change interval in the corresponding adjacent lanes.

[0048] It is understandable that in the same lane, there is a gap between two adjacent vehicles, and this gap forms a segment, which is divided into two parts by a vehicle in front and a vehicle behind. Due to the limitations of the vehicle's monitoring range, when a segment is detected containing only a vehicle in front, the empty section behind that vehicle is also considered a segment; or when a segment is detected containing only a vehicle behind, the empty section in front of that vehicle is also considered a segment. Here, an empty section refers to a section of road within the corresponding range where there are no objects.

[0049] In some implementations, the system determines whether an interval is a reversible lane interval based on preset conditions. For example, the preset condition could be that the length of a single interval must be greater than a preset distance threshold. This preset distance threshold can be designed based on vehicle length and safety distance. That is, the length of the lane-changing interval needs to accommodate the vehicle's length while also allowing for a safety distance to avoid rear-end collisions after the vehicle changes lanes. In this step, the specific length of the distance between two adjacent vehicles can be determined based on their positions in adjacent lanes, thus filtering out reversible lane intervals from the available intervals.

[0050] S120, determine the corresponding lane-changing area according to the position of the preceding vehicle and / or the following vehicle in each lane-changing interval.

[0051] Once the variable lane intervals on the corresponding adjacent lanes are determined, the lane-changing area within each variable lane interval is further determined. The lane-changing area refers to the travel area of ​​the vehicle after changing lanes from its current lane to the variable lane interval. It can be understood that before changing lanes, the vehicle and all vehicles in the adjacent lanes continue to travel in their respective lanes; after the vehicle completes the lane change, it will continue to travel in the corresponding adjacent lane, and the travel area of ​​the vehicle in the adjacent lane is the lane-changing area of ​​that variable lane interval. For ease of explanation below, this embodiment classifies intervals based on the dividing endpoints of single-segment intervals. For example, intervals with only following vehicles and no preceding vehicles are considered the first type of interval; intervals with both preceding and following vehicles are considered the second type of interval; and intervals with only preceding vehicles and no following vehicles are considered the third type of interval. It can be understood that the same vehicle has different definitions depending on the type of interval used as the dividing point. For example, a vehicle might be a following vehicle in the first type of interval, but a preceding vehicle in the second type of interval. In this step, depending on the different types of variable lane intervals, lane-changing areas can be divided according to preset rules based on the specific positions of the vehicles in front and / or behind.

[0052] S130: Based on the speed information and vehicle position of the vehicle and vehicles in the adjacent lanes, the speed planning curve for the vehicle to reach the corresponding lane change area is obtained.

[0053] In this step, the vehicle's speed information and the speed information of other vehicles within the monitoring range can be acquired in real time using the monitoring and computing devices installed on the vehicle. The speed information includes, but is not limited to, the vehicle's speed, acceleration, and jerk. Based on the speed planning curve algorithm in related technologies, speed planning curves for the vehicle to travel from the current lane to different lane-changing areas can be obtained. That is, when step S110 obtains, for example, four lane-changing intervals, each of the four intervals determines its respective lane-changing area according to step S120, and this step can correspondingly obtain four speed planning curves. Each speed planning curve represents the speed planning for the vehicle to travel from the current lane to the corresponding lane-changing area, enabling the vehicle to complete the lane change safely and promptly.

[0054] S140: Filter each variable lane interval according to preset filtering rules, and determine the corresponding target lane change interval in each variable lane interval so that the vehicle can change lanes to the corresponding target lane change area according to the corresponding speed planning curve.

[0055] It is understandable that when the number of reversible lane intervals is greater than one, one needs to be selected as the target lane change interval. This selection can be based on preset filtering rules to identify the optimal target lane change interval for the vehicle to use. Once the target lane change interval is determined, its corresponding lane change area becomes the target lane change area. The vehicle can then perform autonomous driving based on the corresponding speed planning curve, accelerating or decelerating appropriately to reach the target lane change area of ​​the target lane change interval in a timely manner, thereby completing the lane change from the current lane to the adjacent lane and continuing to travel in the adjacent lane.

[0056] As this example demonstrates, the vehicle lane-changing obstacle avoidance method of this application, by fully utilizing information such as the position and speed of vehicles in adjacent lanes, can proactively and promptly select suitable target lane-changing intervals from various lane-changing intervals for lane changing. This allows for safer and more flexible obstacle avoidance. Furthermore, by proactively selecting more suitable target lane-changing intervals, the vehicle has more time and distance to adjust its speed, making lane changing during autonomous driving more comfortable and safer. Compared to related technologies that can only passively select the nearest gap for lane changing, the vehicle lane-changing obstacle avoidance method of this application is more flexible and maneuverable, and improves the passenger experience.

[0057] Figure 3 This is another schematic diagram of the vehicle lane-changing obstacle avoidance method shown in this application. Figure 4 Based on Figure 2 A schematic diagram illustrating the relevant parameters of the lane-changing process. For ease of description, [the diagram is shown below]. Figure 2 Using the vehicle's driving direction as a reference, the position and driving direction of each related vehicle are set. In other embodiments, when the vehicle's driving direction changes, the position and driving direction of other vehicles are adjusted accordingly.

[0058] See Figures 2 to 4 This application discloses a vehicle lane-changing obstacle avoidance method, which includes:

[0059] S210: Obtain environmental information around the vehicle. When a static obstacle or a dynamic obstacle with a speed less than a preset speed threshold is detected in the current lane along the vehicle's driving direction, it is determined that the vehicle has a lane change requirement.

[0060] Understandable, such as Figure 2As shown, along the vehicle's driving direction, while the vehicle continues autonomous driving in its current lane, various monitoring devices on the vehicle monitor the surrounding road conditions in real time. When an obstacle is detected in the current lane along the driving direction, the distance between the obstacle and the vehicle, as well as the obstacle's current speed, can be obtained. When the obstacle's speed is 0, it is considered a static obstacle; when the obstacle's speed is greater than 0, it is considered a dynamic obstacle. It can be understood that based on the vehicle's speed, the real-time changes in the distance between the vehicle and the obstacle, and the obstacle's speed, the risk of a future collision can be determined. Based on this, when a collision risk is determined according to relevant calculations, a lane change is required. Conversely, when no collision risk is determined, the vehicle can continue driving in its current lane.

[0061] S220: Determine the interval between adjacent lanes based on the positions of vehicles in adjacent lanes and the positions of obstacles in the current lane; when the interval is greater than a preset distance threshold, determine the corresponding interval as a variable lane interval.

[0062] like Figure 2 As shown, for example, if the current lane of the vehicle has an adjacent lane to its right, and the two lanes are clearly separated by lane lines, and the vehicle detects three vehicles traveling in the adjacent lane, namely car A, car B, and car C. According to the relevant description of step S110 above, the adjacent lanes of the current frame can be divided into four intervals, which are, in sequential order, the first interval G1, the second interval G2, the third interval G3, and the fourth interval G4. According to the description in step S120, the first interval belongs to the aforementioned first type of interval, the second and third intervals belong to the second type of interval, and the fourth interval belongs to the third type of interval.

[0063] Furthermore, based on the vehicle's direction of travel, the vehicle ahead of a single interval is designated as the "forward vehicle," and the vehicle behind the interval is designated as the "rear vehicle." For example, the first interval G1 is divided by a blank road segment and the following vehicle A; the second interval G2 is divided by the preceding vehicle A and the following vehicle B; the fourth interval G4 is divided by the preceding vehicle C and the blank road segment, and so on. Taking the vehicle's direction of travel as the length direction, the length of the second interval can be determined by measuring the distance between the rear of vehicle A and the front of vehicle B; similarly, the length of the third interval can be measured. The first and fourth intervals resemble rays, and their corresponding lengths are infinitely large.

[0064] The length of each interval is compared with a preset distance threshold to determine whether the interval can be a candidate for a reversible lane interval. The preset distance threshold can be the sum of a preset safe distance and the vehicle length. For example, if the safe distance is 4 to 6 meters and the vehicle length is 2 to 4 meters, then the preset distance threshold could be 6 to 10 meters. This is merely an example and not a limitation.

[0065] It is understandable that if none of the intervals are reversible intervals, the subsequent steps will not be executed, and step S210 will be executed again to wait for an appropriate lane-changing opportunity; or when a preset emergency braking scenario is triggered, the vehicle will perform emergency braking in a timely manner.

[0066] Step S230: Determine the corresponding lane-changing area based on the position of the preceding vehicle and / or the following vehicle in each lane-changing interval.

[0067] In this step, the corresponding lane-changing areas are determined according to different types of variable lane intervals. It can be understood that by determining the range of the lane-changing areas within each variable lane interval, the lane-changing endpoint of the vehicle can be more accurately determined. Based on this, it is necessary to determine the boundaries of the corresponding lane-changing areas according to different types of variable lane intervals in order to determine the actual range of the lane-changing areas. Specifically, lane-changing area B has a front boundary J1 and / or a rear boundary J2. It can be understood that lane-changing areas belonging to the first type of interval only have a rear boundary, lane-changing areas belonging to the second type of interval have both front and rear boundaries, and lane-changing areas belonging to the third type of interval only have a front boundary.

[0068] In some implementations, a single reversible lane interval can be divided into a safety protection zone and a lane-changing zone. The boundary between the safety protection zone and the lane-changing zone is the boundary of the lane-changing zone. In some implementations, depending on the corresponding interval type, the safety protection zone of a single reversible lane interval includes a safe following zone S1 and / or a safe overtaking zone S2. The safe following zone S1 is located before the lane-changing zone B, and there is a front boundary J1 between them; the safe overtaking zone S2 is located after the lane-changing zone B, and there is a rear boundary J2 between them.

[0069] In some implementations, the total length of the safety protection zone needs to conform to a preset safety distance. Specifically, the safe following zone is located behind the vehicle in front, and has a corresponding safe following distance. By setting a safe following distance, it is used to prevent the vehicle from rear-ending the vehicle in front after completing a lane change. The length of the safe following zone can be, for example, 2 to 3 meters; this is just an example. The safe overtaking zone is located in front of the vehicle behind, and has a corresponding safe overtaking distance. By setting a safe overtaking distance, it is used to prevent the vehicle from being rear-ended by the vehicle behind after completing a lane change. The length of the safe overtaking zone can be, for example, 2 to 3 meters; this is just an example. In other words, depending on the corresponding interval type, the total length of the safety protection zone includes the safe following distance and / or the safe overtaking distance. Correspondingly, the front boundary of the lane change zone is located at the position where the rear of the vehicle in front extends backward by a safe following distance; the rear boundary of the lane change zone is located at the position where the front of the vehicle behind extends forward by a safe overtaking distance.

[0070] In summary, the safety protection zone serves as the area to prevent rear-end collisions between your vehicle and other vehicles, while the lane-changing area is the area outside the safety protection zone. When your vehicle changes lanes to an adjacent lane, it should travel within the lane-changing area and maintain a safe distance from both the vehicle in front and the vehicle behind, using the safety protection zone as a buffer.

[0071] The following sections will introduce the methods for determining the front and / or rear boundaries of the lane-changing area for different lane-changing interval types.

[0072] In some implementations, when the variable lane interval is located between a preceding vehicle and a following vehicle, the front and rear boundaries of the corresponding lane-changing area are obtained based on the positions of the preceding and following vehicles and a preset safety distance. It can be understood that when the variable lane interval in this example belongs to the second type of interval, the lane-changing area simultaneously has both a front and rear boundary. For example... Figure 4 The second interval G2 shown has a lane change area B with a front boundary J1 and a rear boundary J2. Starting from the rear of the preceding vehicle A, extending a safe following distance, for example 3 meters behind vehicle A, will find the front boundary of the corresponding lane change area. Similarly, starting from the front of the following vehicle B, extending a safe overtaking distance, for example 2 meters in front of vehicle B, will find the rear boundary of the lane change area of ​​the second interval.

[0073] In some implementations, when the lane change interval is located before the following vehicle and there is no preceding vehicle, the rear boundary of the corresponding lane change area is obtained based on the position of the following vehicle and a preset safety distance. For example... Figure 4The first interval G1 shown belongs to the first type of interval. Assuming that the first interval is a lane-changing interval, the first interval G1 only has a rear boundary J2 and no front boundary. Accordingly, in order to quickly determine the position of the rear boundary, starting from the position of the front of the following vehicle A, extend a safe overtaking distance, for example, 2 meters in front of vehicle A, and the rear boundary J2 of the lane-changing area B of the first interval G1 can be found.

[0074] In some implementations, when the lane change interval is located behind a vehicle in front and there are no vehicles behind it, the leading edge of the corresponding lane change area is obtained based on the position of the vehicle in front and a preset safety distance. For example... Figure 4 The fourth interval G4 shown belongs to the third type of interval. Assuming that the fourth interval is a lane-changing interval, it only has a front boundary J1 and no rear boundary. Accordingly, in order to quickly determine the position of the front boundary, starting from the rear position of the following vehicle C, extending a safe following distance, for example, 3 meters behind vehicle C, will find the front boundary of the lane-changing area of ​​the fourth interval.

[0075] Step S240: Based on the speed information and position of the vehicle and the vehicles in the adjacent lanes, obtain the speed planning curve for the vehicle to reach the corresponding lane change area.

[0076] After determining the lane-changing areas within each variable lane interval according to the above steps, the endpoint positions within each lane-changing area can be further determined. This facilitates the planning of speed curves for the vehicle starting from its current position, for example, the center of the vehicle's body, and reaching each endpoint. Figure 4 As shown, curve Q1 is the speed planning curve for the vehicle to reach the lane change area of ​​the first interval G1, curve Q2 is the speed planning curve for the vehicle to reach the lane change area of ​​the second interval G2, curve Q3 is the speed planning curve for the vehicle to reach the lane change area of ​​the third interval G3, and curve Q4 is the speed planning curve for the vehicle to reach the lane change area of ​​the fourth interval G4.

[0077] In some implementations, the endpoint of the corresponding lane-change area is set according to different types of intervals. For example, for the second type of interval, in one specific implementation, when the variable lane interval is between the preceding and following vehicles, the endpoint of the speed planning curve is located at a designated position in the corresponding lane-change area, such as the midpoint of the lane-change area. Alternatively, when the variable lane interval is in front of the vehicle, the endpoint of the speed planning curve is located at a designated position in the corresponding lane-change area, such as the rear boundary of the lane-change area; when the variable lane interval is behind the vehicle, the endpoint of the speed planning curve is located at a designated position in the corresponding lane-change area, such as the front boundary of the lane-change area. This design ensures that the endpoint is set as close as possible to the vehicle, facilitating a quick lane change.

[0078] For example, for the first type of interval, in one specific implementation, when the variable lane interval is located before the following vehicle and there is no preceding vehicle, the endpoint of the speed planning curve is located at the rear boundary of the corresponding lane change area. For example, for the third type of interval, in one specific implementation, when the variable lane interval is located after the preceding vehicle and there is no following vehicle, the endpoint of the speed planning curve is located at the front boundary of the corresponding lane change area.

[0079] Step S250: Obtain the remaining distance between the vehicle and the obstacle when the vehicle reaches the reference area of ​​the corresponding lane change area; sort the variable lane intervals according to the corresponding remaining distances; filter the variable lane interval corresponding to the maximum remaining distance as the target lane change interval, so that the vehicle can change lanes to the corresponding target lane change area according to the corresponding speed planning curve.

[0080] It can be understood that for each lane-change area, extending horizontally along the corresponding endpoint towards the current lane where the vehicle is located will yield the center of the reference area C in the current lane. In other words, the lane-change area is the region located in the adjacent lane, while the reference area is the region located in the current lane. Optionally, the length of the reference area can be designed to be the average length of the vehicle body.

[0081] like Figure 4 The remaining distance L corresponding to the third interval G3 is shown. After determining the reference area C corresponding to the lane change area B in the third interval G3, the remaining distance L is the distance between the edge of a single reference area and the edge of the obstacle. For example, the specific remaining distance can be obtained by subtracting the position of the edge of a single reference area from the position of the edge of the obstacle.

[0082] It should be noted that the reference area may be covered by obstacles, for example, the edge of the reference area may be in front of the edge of an obstacle. In this case, according to the above calculation method, the remaining distance value may be less than 0, i.e., negative. Obviously, a negative remaining distance means that the vehicle will collide with the obstacle during the lane change, that is, the corresponding lane change area is not a usable area for actual lane changing. Therefore, it is necessary to filter the target lane change intervals from the variable lane intervals with positive remaining distances. In other words, by further filtering the variable lane intervals based on the remaining distance in this step, the safety of the selected target lane change intervals can be ensured.

[0083] Based on the remaining clearance values, this step sorts the corresponding variable lane intervals. Clearly, the larger the remaining clearance, the farther the vehicle is from the obstacle, providing sufficient length for speed adjustments, resulting in a safer and more comfortable lane change. Therefore, the variable lane interval corresponding to the largest remaining clearance can be selected as the final target lane change interval. Accordingly, the lane change area within this target lane change interval is the target lane change area.

[0084] After determining the target lane change area, the vehicle first reaches the reference area along the current lane according to the speed planning curve, and then changes lanes to the corresponding target lane change area. The vehicle can adjust its speed according to the corresponding speed planning curve to smoothly change lanes from the current lane to the adjacent lane, safely avoiding obstacles while ensuring a comfortable lane change process.

[0085] Step S260: When the remaining distance corresponding to all variable lane intervals is less than 0, decelerate according to the current distance between the vehicle and the obstacle.

[0086] It is understandable that even though the length of the variable lane interval is greater than the preset distance threshold, if the corresponding remaining interval is negative, it indicates that a collision with an obstacle will occur. Therefore, when the remaining interval corresponding to all variable lane intervals is less than 0, it means that there is currently no suitable target lane interval for changing lanes.

[0087] To prevent collisions with obstacles ahead, the vehicle slows down in its current lane and comes to a stop as needed. During this deceleration process, the vehicle can repeat these steps, actively seeking opportunities to change lanes based on real-time road condition monitoring, allowing it to safely avoid obstacles.

[0088] In other embodiments, the suitability of the corresponding variable lane spacing for lane changing can be determined based on whether each speed planning curve obtained in step S240 passes through an obstacle. If the speed planning curve passes through an obstacle, the corresponding variable lane spacing is unsuitable for lane changing; otherwise, it is not. For example, Figure 4 The speed planning curve Q1 shown clearly passes through the obstacle position. In step S250, the first interval G1 is not involved in the sorting, and the step of calculating the corresponding remaining interval can be omitted.

[0089] In other words, when there is a safe lane change interval, the vehicle can actively accelerate or decelerate to reach the safe lane change interval, thereby changing lanes and avoiding obstacles in the current lane; when there is no safe lane change interval, the vehicle can also make a deceleration and braking decision earlier, and the longer braking distance can ensure comfortable braking.

[0090] As this example illustrates, the vehicle lane-changing obstacle avoidance method of this application can, when a lane change is required, filter out variable lane intervals based on a preset distance threshold, then determine the lane-changing area corresponding to each variable lane interval to accurately plan the corresponding speed planning curve; finally, it filters out the optimal target lane-changing interval based on the remaining gap for lane changing. This design allows the vehicle to actively filter out more suitable lane-changing targets in a diverse manner, without being limited to changing lanes in the nearest gap in the adjacent lane. This ensures safety while selecting a more comfortable lane-changing path, improving the user experience. Furthermore, when no suitable target lane-changing interval is currently available, deceleration can be selected as an emergency obstacle avoidance method to ensure the driving safety of autonomous driving.

[0091] Corresponding to the aforementioned application function implementation method embodiments, this application also provides a vehicle and corresponding embodiments.

[0092] Figure 5 This is a schematic diagram of the vehicle structure shown in this application.

[0093] See Figure 5 The vehicle shown in this application includes an interval acquisition module 510, an area determination module 520, a speed planning module 530, and a target selection module 540, wherein:

[0094] The interval acquisition module 510 is used to acquire the lane change interval of adjacent lanes based on the positions of vehicles in adjacent lanes and the positions of obstacles in the current lane where the vehicle is located when the vehicle detects that it needs to change lanes.

[0095] The area determination module 520 is used to determine the corresponding lane change area based on the position of the preceding vehicle and / or the position of the following vehicle in each lane change interval.

[0096] The speed planning module 530 is used to obtain the speed planning curve of the vehicle to reach the corresponding lane change area based on the speed information and position of the vehicle and the vehicles in the adjacent lanes.

[0097] The target filtering module 540 is used to filter each variable lane interval according to preset filtering rules, and determine the corresponding target lane changing interval in each variable lane interval, so that the vehicle can change lanes to the corresponding target lane changing area according to the corresponding speed planning curve.

[0098] See Figure 6 In one specific embodiment, the vehicle further includes a road condition monitoring module 550, which monitors road condition information of the current lane and adjacent lanes to obtain the corresponding vehicle position and speed, as well as the position and speed of obstacles. Specifically, when the monitoring module detects a static obstacle or a dynamic obstacle with a speed less than a preset speed threshold in the current lane along the vehicle's direction of travel, it determines that the vehicle needs to change lanes.

[0099] In one specific implementation, the interval acquisition module 510 is used to determine the interval on the adjacent lane based on the vehicle positions on the adjacent lanes and the obstacle positions on the current lane; when the interval is greater than a preset distance threshold, the interval is determined to be a variable lane interval.

[0100] In one specific embodiment, the area determination module 520 includes a boundary determination module 521. The boundary determination module is used to: when the variable lane interval is between a preceding vehicle and a following vehicle, obtain the front and rear boundaries of the corresponding lane-changing area based on the positions of the preceding and following vehicles and a preset safety distance; and / or when the variable lane interval is before a following vehicle and there is no preceding vehicle, obtain the rear boundary of the corresponding lane-changing area based on the position of the following vehicle and a preset safety distance; and / or when the variable lane interval is after a preceding vehicle and there is no following vehicle, obtain the front boundary of the corresponding lane-changing area based on the position of the preceding vehicle and a preset safety distance. The preset safety distance includes a safe following distance and / or a safe overtaking distance; the front boundary of the lane-changing area is located at the position where the rear of the preceding vehicle extends backward by a safe following distance; and the rear boundary of the lane-changing area is located at the position where the front of the following vehicle extends forward by a safe overtaking distance.

[0101] In one specific implementation, the speed planning module 530 is used to obtain a speed planning curve based on the endpoint of the corresponding lane change area, as well as the speed information and vehicle positions of the vehicle and vehicles in adjacent lanes. Specifically, when the variable lane interval is between the preceding and following vehicles, the endpoint of the speed planning curve is located at a specified position within the corresponding lane change area; and / or when the variable lane interval is before the following vehicle and there is no preceding vehicle, the endpoint of the speed planning curve is located at the rear boundary of the corresponding lane change area; and / or when the variable lane interval is after the preceding vehicle and there is no following vehicle, the endpoint of the speed planning curve is located at the front boundary of the corresponding lane change area.

[0102] In one specific implementation, the target filtering module 540 further includes a spacing calculation module 541 and an interval filtering module 542. The spacing calculation module is used to obtain the remaining spacing between the vehicle and the obstacle when the vehicle reaches the reference area of ​​the corresponding lane change area. The interval filtering module 542 is used to sort the variable lane intervals according to the corresponding remaining spacings and filter the variable lane interval corresponding to the maximum remaining spacing as the target lane change interval.

[0103] In one specific embodiment, the vehicle further includes a driving control module 560, which is used to plan a curve for lane changing to the corresponding target lane changing area based on the speed corresponding to the target lane changing interval. The driving control module 560 is also used to decelerate based on the current distance between the vehicle and obstacles when the remaining distances corresponding to all lane changing intervals are less than 0. If necessary, the driving control module 560 can decelerate until the vehicle comes to a stop.

[0104] In summary, the vehicle described in this application can autonomously select a more suitable target lane-changing interval for lane changes, ensuring safe obstacle avoidance while also allowing for more comfortable speed adjustments, thus enhancing the passenger experience. Furthermore, when a suitable target lane-changing interval is unavailable, the vehicle can decelerate and brake to a stop to complete obstacle avoidance.

[0105] Regarding the vehicle in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated further here.

[0106] Figure 7 This is a schematic diagram of the vehicle structure shown in this application.

[0107] See Figure 7 The vehicle 1000 includes a memory 1010 and a processor 1020.

[0108] The processor 1020 can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0109] Memory 1010 may include various types of storage units, such as system memory, read-only memory (ROM), and permanent storage devices. ROM may store static data or instructions required by processor 1020 or other modules of the computer. Permanent storage devices may be read-write storage devices. Permanent storage devices may be non-volatile storage devices that retain stored instructions and data even when the computer is powered off. In some embodiments, permanent storage devices use mass storage devices (e.g., magnetic or optical disks, flash memory) as permanent storage devices. In other embodiments, permanent storage devices may be removable storage devices (e.g., floppy disks, optical drives). System memory may be a read-write storage device or a volatile read-write storage device, such as dynamic random access memory. System memory may store some or all of the instructions and data required by the processor during operation. Furthermore, memory 1010 may include any combination of computer-readable storage media, including various types of semiconductor memory chips (e.g., DRAM, SRAM, SDRAM, flash memory, programmable read-only memory), and disks and / or optical disks may also be used. In some embodiments, the memory 1010 may include a removable storage device that is readable and / or writable, such as a laser disc (CD), a read-only digital multifunction optical disc (e.g., DVD-ROM, dual-layer DVD-ROM), a read-only Blu-ray disc, a high-density optical disc, a flash memory card (e.g., SD card, mini SD card, Micro-SD card, etc.), a magnetic floppy disk, etc. Computer-readable storage media do not contain carrier waves or transient electronic signals transmitted wirelessly or via wired connections.

[0110] The memory 1010 stores executable code, which, when processed by the processor 1020, can cause the processor 1020 to execute part or all of the methods described above.

[0111] Furthermore, the method according to this application can also be implemented as a computer program or computer program product, which includes computer program code instructions for performing some or all of the steps in the method described above.

[0112] Alternatively, this application may be implemented as a computer-readable storage medium (or a non-transitory machine-readable storage medium or a machine-readable storage medium) storing executable code (or computer program or computer instruction code) thereon, which, when executed by a processor of an electronic device (or server, etc.), causes the processor to perform part or all of the steps of the methods described above according to this application.

[0113] The various embodiments of this application have been described above. These descriptions are exemplary and not exhaustive, nor are they limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles, practical application, or improvement of the technology in the market, or to enable others skilled in the art to understand the embodiments disclosed herein.

Claims

1. A vehicle lane-changing obstacle-avoiding method, characterized in that, include: When a lane-changing requirement is detected for the vehicle, the variable lane interval of the adjacent lanes is obtained based on the positions of vehicles in the adjacent lanes and the positions of obstacles in the current lane where the vehicle is located; wherein, each variable lane interval is divided into a safety protection zone and a lane-changing zone, and the boundary between the safety protection zone and the lane-changing zone is the boundary of the lane-changing zone. Based on the positions of the preceding and / or following vehicles of each variable lane interval, corresponding lane-changing areas are determined. Specifically, when the variable lane interval is between the preceding and following vehicles, the front and rear boundaries of the corresponding lane-changing area are obtained based on the positions of the preceding and following vehicles and a preset safety distance. When the variable lane interval is before the following vehicle and there is no preceding vehicle, the rear boundary of the corresponding lane-changing area is obtained based on the position of the following vehicle and a preset safety distance. When the variable lane interval is after the preceding vehicle and there is no following vehicle, the front boundary of the corresponding lane-changing area is obtained based on the position of the preceding vehicle and a preset safety distance. Based on the speed information and vehicle positions of the vehicle and vehicles in adjacent lanes, a speed planning curve for the vehicle to reach the corresponding lane change area is obtained; wherein, when the variable lane interval is between the preceding vehicle and the following vehicle, the endpoint of the speed planning curve is located at a specified position within the corresponding lane change area; and / or when the variable lane interval is before the following vehicle and there is no preceding vehicle, the endpoint of the speed planning curve is located at the rear boundary of the corresponding lane change area; and / or when the variable lane interval is after the preceding vehicle and there is no following vehicle, the endpoint of the speed planning curve is located at the front boundary of the corresponding lane change area. The variable lane intervals are filtered according to preset filtering rules, and the corresponding target lane change intervals are determined in each variable lane interval, so that the vehicle changes lanes to the corresponding target lane change area according to the corresponding speed planning curve.

2. The method of claim 1, wherein, When a lane-changing requirement is detected for the vehicle, the reversible lane interval of the adjacent lanes is obtained based on the positions of vehicles in adjacent lanes and the positions of obstacles in the vehicle's current lane, including: When a static obstacle or a dynamic obstacle with a speed less than a preset speed threshold is detected in the current lane along the direction of travel of the vehicle, it is determined that the vehicle has a lane change requirement. Determine the spacing between adjacent lanes based on the positions of vehicles in adjacent lanes and the positions of obstacles in the current lane; When the interval is greater than a preset distance threshold, the interval is determined to be a variable lane interval.

3. The method according to claim 1, characterized in that: The preset safe distance includes a safe following distance and / or a safe overtaking distance; The front boundary of the lane change area is located at the position where the safe following distance is extended backward from the rear of the vehicle in front. The rear boundary of the lane change area is located at the position where the front of the following vehicle extends forward by the safe overtaking distance.

4. The method of claim 1, wherein, The step of filtering each of the variable lane intervals according to a preset filtering rule, and determining the corresponding target lane interval among each of the variable lane intervals, includes: The remaining distance between the vehicle and the obstacle is obtained when the vehicle reaches the reference area of ​​the corresponding lane change area; The variable lane intervals are sorted according to the corresponding remaining intervals; Select the variable lane interval corresponding to the maximum remaining spacing as the target lane change interval.

5. The method according to claim 4, characterized in that: The reference area is the area located in the current lane, and the length of the reference area is the average length of the vehicle body; wherein, the center of each reference area in the current lane is obtained by extending horizontally along the end point of each lane change area towards the current lane where the vehicle is located.

6. The method according to claim 4 or 5, characterized in that, The step of obtaining the remaining distance between the vehicle and the obstacle when the vehicle reaches the reference area of ​​the corresponding lane change area includes: For each lane change area, the edge position of the corresponding reference area is subtracted from the edge position of the obstacle corresponding to the lane change area to obtain the corresponding remaining spacing.

7. The method of claim 6, wherein, The method further includes: When the remaining distance corresponding to all the variable lane intervals is less than 0, the vehicle decelerates according to the current distance between the vehicle and the obstacle.

8. A vehicle characterized by comprising: include: The interval acquisition module is used to acquire the variable lane interval of the adjacent lanes when the vehicle is detected to have a lane change requirement, based on the positions of vehicles in the adjacent lanes and the positions of obstacles in the current lane where the vehicle is located; wherein, each variable lane interval is divided into a safety protection area and a lane change area, and the boundary between the safety protection area and the lane change area is the boundary of the lane change area. The area determination module is used to determine the corresponding lane-changing area based on the position of the preceding vehicle and / or the position of the following vehicle for each of the variable lane intervals. Specifically, when the variable lane interval is located between the preceding and following vehicles, the front and rear boundaries of the corresponding lane-changing area are obtained based on the positions of the preceding and following vehicles and a preset safety distance; when the variable lane interval is located before the following vehicle and there is no preceding vehicle, the rear boundary of the corresponding lane-changing area is obtained based on the position of the following vehicle and a preset safety distance; and when the variable lane interval is located after the preceding vehicle and there is no following vehicle, the front boundary of the corresponding lane-changing area is obtained based on the position of the preceding vehicle and a preset safety distance. A speed planning module is used to obtain speed planning curves for the vehicle to reach the corresponding lane change area based on the speed information and positions of the vehicle and vehicles in adjacent lanes; wherein, when the variable lane interval is between the preceding and following vehicles, the endpoint of the speed planning curve is located at a specified position within the corresponding lane change area; and / or when the variable lane interval is before the following vehicle and there is no preceding vehicle, the endpoint of the speed planning curve is located at the rear boundary of the corresponding lane change area; and / or when the variable lane interval is after the preceding vehicle and there is no following vehicle, the endpoint of the speed planning curve is located at the front boundary of the corresponding lane change area. The target filtering module is used to filter each of the variable lane intervals according to preset filtering rules, and determine the corresponding target lane changing interval in each of the variable lane intervals, so that the vehicle changes lanes to the corresponding target lane changing area according to the corresponding speed planning curve.

9. A vehicle characterized by comprising: include: processor; as well as A memory having executable code stored thereon, which, when executed by the processor, causes the processor to perform the method as described in any one of claims 1-7.

10. A computer-readable storage medium having executable code stored thereon, which, when executed by a processor of a vehicle, causes the processor to perform the method as described in any one of claims 1-7.

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