Vehicle lane-changing methods, devices, electronic equipment, and storage media

Abstract

This invention discloses a vehicle lane-changing method, apparatus, electronic device, and storage medium. The method includes: acquiring a first driving speed, a second driving speed, and a correction coefficient, wherein the first driving speed represents the driving speed of a target vehicle, and the second driving speed represents the driving speed of a preset number of vehicles surrounding the target vehicle; determining a lane-changing drive value based on the first driving speed, the second driving speed, and the correction coefficient, wherein the lane-changing drive value represents the lane-changing intention of the target vehicle; and determining a target lane-changing result based on the lane-changing drive value, wherein the target lane-changing result indicates whether the target vehicle performs a lane change. This invention solves the technical problem of low safety during vehicle lane-changing operations in related technologies.

Description

Technical Field

[0001] This invention relates to the field of road traffic safety technology, and more specifically, to a vehicle lane-changing method, device, electronic device, and storage medium. Background Technology

[0002] In the field of intelligent connected vehicle research, lane changing has always been a hot research topic. As a complex traffic behavior, lane changing not only affects the driving efficiency, safety, and comfort of vehicles changing lanes, but also, as a component of traffic flow, impacts the overall performance of the transportation system. Inappropriate lane-changing decisions can exacerbate congestion on the current road segment and increase the risk of traffic accidents.

[0003] There is currently no effective solution to the above problems. Summary of the Invention

[0004] This invention provides a vehicle lane-changing method, apparatus, electronic device, and storage medium to at least solve the technical problem of low safety during vehicle lane-changing operations in related technologies.

[0005] According to one embodiment of the present invention, a vehicle lane-changing method is provided, comprising: acquiring a first driving speed, a second driving speed, and a correction coefficient, wherein the first driving speed represents the driving speed of a target vehicle, and the second driving speed represents the driving speed of a preset number of vehicles surrounding the target vehicle; determining a lane-changing drive value based on the first driving speed, the second driving speed, and the correction coefficient, wherein the lane-changing drive value is used to represent the lane-changing intention of the target vehicle; and determining a target lane-changing result of the target vehicle based on the lane-changing drive value, wherein the target lane-changing result is used to represent whether the target vehicle performs a lane change.

[0006] Optionally, determining the lane-change drive value based on the first driving speed, the second driving speed, and a correction coefficient includes: determining a first lane utility based on the first driving speed and the second driving speed, wherein the first lane utility represents the traffic flow speed in the lane where the target vehicle is located; correcting the first lane utility using a correction coefficient to obtain a second lane utility; determining a third lane utility based on the second driving speed, wherein the third lane utility represents the traffic flow speed in the target lane, and the target lane represents the lane where the target vehicle is expected to change lanes; and determining the lane-change drive value based on the difference between the second lane utility and the third lane utility.

[0007] Optionally, determining the target lane change result of the target vehicle based on the lane change drive value includes: in response to the lane change drive value being greater than or equal to a preset threshold, determining a driving benefit function based on a safety benefit function, a speed benefit function, and a lane change benefit function, wherein the preset threshold is determined based on driving style; and determining the target lane change result based on the driving benefit function.

[0008] Optionally, determining the driving benefit function based on the safety benefit function, speed benefit function, and lane-changing benefit function includes: determining a first weighting coefficient and a second weighting coefficient based on driving style, wherein the first weighting coefficient represents the weighting coefficient of the safety benefit function, and the second weighting coefficient represents the weighting coefficient of the speed benefit function; weighting the safety benefit function and the speed benefit function based on the first weighting coefficient and the second weighting coefficient to obtain a weighting result; and determining the driving benefit function based on the weighting result and the lane-changing benefit function.

[0009] Optionally, determining the target lane-changing result based on the driving benefit function includes: solving the lane-changing strategy of the target vehicle based on the driving benefit function; in response to the lane-changing strategy indicating that the target vehicle chooses to change lanes and the first vehicle allows the lane change so that the driving benefit reaches a first preset threshold, obtaining candidate positions based on the first driving speed and the driving speed of the second vehicle, wherein the first vehicle is determined based on vehicles located behind the target vehicle and in the target lane, and the second vehicle is determined based on vehicles located in front of the target vehicle and in the target lane, and the candidate position indicates the position of the target vehicle in the target lane after performing the lane-changing operation; in response to the candidate position satisfying the time constraint condition and the safe distance constraint condition, the target lane-changing result indicates that the target vehicle has successfully changed lanes.

[0010] Optionally, solving the lane-changing strategy of the target vehicle based on the driving benefit function includes: solving the driving benefit function using the Nash equilibrium method to obtain the lane-changing strategy of the target vehicle.

[0011] Optionally, the vehicle lane-changing method further includes: acquiring the driver's reaction time, the deceleration of the target vehicle, the deceleration and position of the first vehicle, and the deceleration and position of the second vehicle; the processing module is further configured to: determine a first safe distance based on the driver's reaction time, the first driving speed, the deceleration of the target vehicle, the driving speed of the first vehicle, and the deceleration and position of the first vehicle, wherein the second safe distance represents the safe distance between the target vehicle and the first vehicle; and determine safe distance constraints based on the first and second safe distances.

[0012] Optionally, obtaining candidate positions based on the first driving speed and the driving speed of the second vehicle includes: comparing the first driving speed with the second driving speed to obtain a comparison result; determining the boundary constraints of the candidate positions based on the comparison result; and dividing the candidate positions based on the boundary constraints.

[0013] Optionally, the vehicle lane-changing method further includes: using a polynomial to connect the candidate position and the target vehicle position to obtain lane-changing trajectory information; and determining the time constraints of the candidate position based on the lane-changing trajectory information and boundary constraints.

[0014] According to another aspect of the present invention, a vehicle lane-changing device is also provided, comprising: an acquisition module for acquiring a first driving speed, a second driving speed, and a correction coefficient, wherein the first driving speed represents the driving speed of a target vehicle, and the second driving speed represents the driving speed of a preset number of vehicles surrounding the target vehicle; a first determination module for determining a lane-changing drive value based on the first driving speed, the second driving speed, and the correction coefficient, wherein the lane-changing drive value is used to represent the lane-changing intention of the target vehicle; and a second determination module for determining a target lane-changing result of the target vehicle based on the lane-changing drive value, wherein the target lane-changing result is used to represent whether the target vehicle performs a lane change.

[0015] Optionally, the first determining module is further configured to: determine a first lane utility based on a first driving speed and a second driving speed, wherein the first lane utility represents the traffic flow speed in the lane where the target vehicle is located; correct the first lane utility using a correction coefficient to obtain a second lane utility; determine a third lane utility based on the second driving speed, wherein the third lane utility represents the traffic flow speed in the target lane, and the target lane represents the lane in which the target vehicle is expected to change lanes; and determine a lane-changing drive value based on the difference between the second lane utility and the third lane utility.

[0016] Optionally, the second determining module is further configured to, in response to a lane change drive value being greater than or equal to a preset threshold, determine a driving benefit function based on a safety benefit function, a speed benefit function, and a lane change benefit function, wherein the preset threshold is determined based on driving style; and determine a target lane change result based on the driving benefit function.

[0017] Optionally, the second determining module is further configured to determine a first weighting coefficient and a second weighting coefficient based on driving style, wherein the first weighting coefficient represents the weighting coefficient of the safety benefit function and the second weighting coefficient represents the weighting coefficient of the speed benefit; the vehicle lane changing device further includes a processing module configured to perform a weighted ratio of the safety benefit function and the speed benefit function based on the first weighting coefficient and the second weighting coefficient to obtain a ratio result; the second determining module is further configured to determine a driving benefit function based on the ratio result and the lane changing benefit function.

[0018] Optionally, the processing module is further configured to: solve for the lane-changing strategy of the target vehicle based on the driving benefit function; in response to the lane-changing strategy indicating that the target vehicle chooses to change lanes and the first vehicle allows the lane change so that the driving benefit reaches a first preset threshold, obtain candidate positions based on the first driving speed and the driving speed of the second vehicle, wherein the first vehicle is determined based on the vehicle located behind the target vehicle and in the target lane, and the second vehicle is determined based on the vehicle located in front of the target vehicle and in the target lane, and the candidate position indicates the position of the target vehicle in the target lane after performing the lane-changing operation; in response to the candidate position satisfying the time constraint condition and the safe distance constraint condition, the target lane-changing result indicates that the target vehicle has successfully changed lanes.

[0019] Optionally, the processing module is also used to solve the driving benefit function using the Nash equilibrium method to obtain the lane-changing strategy of the target vehicle.

[0020] Optionally, the acquisition module is further configured to: acquire the driver's reaction time, the deceleration of the target vehicle, the deceleration and position of the first vehicle, and the deceleration and position of the second vehicle; determine a first safe distance based on the driver's reaction time, the first driving speed, the deceleration of the target vehicle, the driving speed of the first vehicle, and the deceleration and position of the first vehicle, wherein the second safe distance represents the safe distance between the target vehicle and the first vehicle; determine a second safe distance based on the driver's reaction time, the first driving speed, the deceleration of the target vehicle, the driving speed of the second vehicle, and the deceleration and position of the second vehicle, wherein the first safe distance represents the safe distance between the target vehicle and the second vehicle; and determine safe distance constraints based on the first and second safe distances.

[0021] Optionally, the acquisition module is further configured to compare the first driving speed with the second driving speed to obtain a comparison result; the second determination module is further configured to determine the boundary constraints of the candidate positions based on the comparison result; and the processing module is further configured to divide the candidate positions based on the boundary constraints.

[0022] Optionally, the processing module is further configured to use a polynomial to connect the candidate position and the position of the target vehicle to obtain lane-changing trajectory information; the second determination module is further configured to determine the time constraints of the candidate position based on the lane-changing trajectory information and the boundary constraints.

[0023] According to another aspect of the present invention, an electronic device is also provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the program executes the above-described vehicle lane-changing method when it runs.

[0024] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is executed, it controls the device where the storage medium is located to perform the above-described vehicle lane-changing method.

[0025] According to another aspect of the present invention, a computer program product is also provided, including a computer program that, when executed by a processor, implements the above-described vehicle lane-changing method.

[0026] In this embodiment of the invention, a method is adopted to obtain a first driving speed, a second driving speed, and a correction coefficient. Based on the first driving speed, the second driving speed, and the correction coefficient, a lane-changing drive value is determined, and based on the lane-changing drive value, the target lane-changing result of the target vehicle is determined. This achieves the goal of enabling the target vehicle to complete the lane-changing operation quickly and safely, thereby improving the technical effect of improving the safety of the target vehicle in performing lane-changing operations. This solves the technical problem of low safety during vehicle lane-changing operations in related technologies. Attached Figure Description

[0027] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings:

[0028] Figure 1 This is a flowchart of a vehicle lane-changing method according to one embodiment of the present invention;

[0029] Figure 2 A schematic diagram of a vehicle lane-changing method according to one embodiment of the present invention;

[0030] Figure 3 This is a schematic diagram of another vehicle lane-changing method according to one embodiment of the present invention;

[0031] Figure 4A This is a schematic diagram of another vehicle lane-changing method according to one embodiment of the present invention;

[0032] Figure 4B This is a schematic diagram of another vehicle lane-changing method according to one embodiment of the present invention;

[0033] Figure 4C This is a schematic diagram of another vehicle lane-changing method according to one embodiment of the present invention;

[0034] Figure 5 This is a flowchart of another vehicle lane-changing method according to one embodiment of the present invention;

[0035] Figure 6This is a flowchart of another vehicle lane-changing method according to one embodiment of the present invention;

[0036] Figure 7 This is a structural block diagram of a vehicle lane-changing device according to one embodiment of the present invention. Detailed Implementation

[0037] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0038] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0039] According to an embodiment of the present invention, a vehicle lane-changing method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0040] This method embodiment can be executed in an electronic device or similar computing device that includes a memory and a processor. Taking operation on a vehicle terminal as an example, the vehicle terminal may include one or more processors (processors may include, but are not limited to, central processing units (CPUs), graphics processing units (GPUs), digital signal processing (DSP) chips, microcontroller units (MCUs), field-programmable gate arrays (FPGAs), neural network processors (NPUs), tensor processors (TPUs), artificial intelligence (AI) type processors, etc.) and a memory for storing data. Optionally, the vehicle terminal may also include transmission devices, input / output devices, and display devices for communication functions. Those skilled in the art will understand that the above structural description is merely illustrative and does not limit the structure of the vehicle terminal. For example, the vehicle terminal may include more or fewer components than described above, or have a different configuration than described above.

[0041] The memory can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the vehicle data testing method in this embodiment of the invention. The processor executes various functional applications and data processing by running the computer program stored in the memory, thereby realizing the aforementioned vehicle lane-changing method. The memory may include high-speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory may further include memory remotely located relative to the processor, and these remote memories can be connected to the mobile terminal via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0042] The transmission device is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the mobile terminal's communication provider. In one example, the transmission device includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission device may be a Radio Frequency (RF) module, used for wireless communication with the Internet.

[0043] Display devices can be, for example, touchscreen liquid crystal displays (LCDs) and touch displays (also referred to as "touchscreens" or "touch displays"). The LCD allows users to interact with the user interface of the mobile terminal. In some embodiments, the mobile terminal has a graphical user interface (GUI), which allows users to interact with the GUI through finger contact and / or gestures on a touch-sensitive surface. Optional human-computer interaction functions include: creating web pages, drawing, word processing, creating electronic documents, playing games, video conferencing, instant messaging, sending and receiving emails, call interfaces, playing digital video, playing digital music, and / or web browsing, etc. Executable instructions for performing the above human-computer interaction functions are configured / stored in one or more processor-executable computer program products or readable storage media.

[0044] According to an embodiment of the present invention, a method embodiment of a vehicle lane changing method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0045] Figure 1 This is a flowchart of a vehicle lane-changing method according to one embodiment of the present invention, such as... Figure 1 As shown, the method includes the following steps:

[0046] Step S12: Obtain the first driving speed, the second driving speed, and the correction coefficient, wherein the first driving speed represents the driving speed of the target vehicle, and the second driving speed represents the driving speed of a preset number of vehicles around the target vehicle.

[0047] In step S12 above, the first driving speed represents the driving speed of the target vehicle, denoted as v. EV The second driving speed refers to the speed of vehicles within the driver's field of vision around the target vehicle.

[0048] Step S14: Determine the lane change drive value based on the first driving speed, the second driving speed, and the correction coefficient, wherein the lane change drive value is used to represent the lane change intention of the target vehicle.

[0049] Step S16: Determine the target lane change result of the target vehicle based on the lane change drive value, wherein the target lane change result is used to indicate whether the target vehicle performs a lane change.

[0050] Specifically, the lane-change drive value is determined based on the first driving speed, the second driving speed, and the correction coefficient. When it is determined based on the lane-change drive value that the target vehicle can perform a lane-change operation, the lane-change game model is used to determine whether the target vehicle can successfully perform the lane-change operation. When it is determined based on the lane-change drive value that the target vehicle cannot perform a lane-change operation, the target vehicle temporarily maintains cruise driving and looks for other lane-change opportunities.

[0051] Based on the above steps S12 to S16, by acquiring the first driving speed, the second driving speed, and the correction coefficient, the lane-changing drive value is determined based on the first driving speed, the second driving speed, and the correction coefficient, and the target lane-changing result of the target vehicle is determined based on the lane-changing drive value. This achieves the goal of enabling the target vehicle to complete the lane-changing operation quickly and safely, thereby improving the technical effect of improving the safety of the target vehicle in performing the lane-changing operation, and thus solving the technical problem of low safety during the lane-changing operation of the vehicle in related technologies.

[0052] Optionally, in step S14, determining the lane-changing drive value based on the first driving speed, the second driving speed, and the correction coefficient includes:

[0053] Step S141: Determine the first lane utility based on the first driving speed and the second driving speed, wherein the first lane utility is used to represent the traffic flow speed in the lane where the target vehicle is located;

[0054] Specifically, Figure 2 A schematic diagram of a vehicle lane-changing method according to one embodiment of the present invention is shown below. Figure 2As shown, the solid circles represent vehicles within the driver's field of vision of the target vehicle. Vehicle EV represents the target vehicle, and the current lane represents the lane currently occupied by vehicle EV. Vehicle FV1 represents the vehicle closest to the target vehicle in the current lane, behind it, within the driver's field of vision; vehicle PV1 represents the vehicle closest to the target vehicle in the current lane, in the driver's field of vision, in front of it. The target lane represents the lane occupied by vehicle EV after performing a lane change. Vehicle TFV1 represents the vehicle closest to the target vehicle in the target lane, behind it, within the driver's field of vision. Vehicle TPV1 represents the vehicle closest to the target vehicle in the target lane, in front of it, within the driver's field of vision; vehicle TPV2 represents the first vehicle in the target lane, in front of both the target vehicle and vehicle TPV1, within the driver's field of vision. Other lanes refer to lanes adjacent to the current lane but not the target lane. Vehicle OFV1 refers to the vehicle within the field of vision that is the closest to the target vehicle among the vehicles in other lanes behind the target vehicle. Vehicle OPV1 refers to the vehicle within the field of vision that is the closest to the target vehicle among the vehicles in other lanes in front of the target vehicle. Vehicle OPV2 refers to the first vehicle within the field of vision that is in front of the target vehicle and Vehicle OPV1 in other lanes.

[0055] Specifically, driving speed is the most direct evaluation indicator when a vehicle is driving. Therefore, the traffic flow speed of the target lane and the current lane is used as a quantitative indicator of lane utility. The lane utility of the current lane and the target lane can be represented by the traffic flow speed perceived within the driver's field of vision. At the same time, a correction coefficient is introduced to meet the lane-changing needs of different drivers or manufacturers. The first lane utility, i.e., the lane utility of the current lane, is calculated based on the driving speed of the target vehicle and the second driving speed. The specific calculation process is shown in expression (1).

[0056]

[0057] Among them, U′ c (t j ) represents t j The lane utility of the current lane within a given time window, i.e., the first lane utility; T is the size of the time window; v EV (t j ) represents t j The speed of the target vehicle at all times; Indicates t j The time frame indicates the PV of vehicles within the field of vision that are in the current lane and located in front of the vehicle EV. iThe driving speed is given by PV1, PV2, ..., PVn, which are in order of distance from the target vehicle, from closest to farthest; n represents the number of vehicles in the current lane and in front of the target vehicle within the field of vision; to account for speed limits on highways and other roads, the minimum speed limit is considered within the first lane's effective range, v min This indicates the minimum speed limit for vehicles in the current lane.

[0058] Step S142: Correct the utility of the first lane using a correction factor to obtain the utility of the second lane;

[0059] Specifically, the utility of the first lane is corrected using a correction factor to obtain the utility of the second lane, U. c (t j )=(1-ω)*U′ c (t j ), where ω is the driver correction coefficient, with a value range of [0,1]. It is determined based on different lanes, different driving styles of drivers, the distance from the lane change threshold in the forced lane change scenario, and the driver's lane change tendency in the free lane change scenario.

[0060] Step S143: Determine the third lane utility based on the second driving speed, wherein the third lane utility is used to represent the traffic flow speed of the target lane, and the target lane represents the lane that the target vehicle is expected to change lanes to.

[0061] Specifically, when there are zero vehicles in the target lane and in front of the vehicle EV within the field of vision, if the second lane utility is calculated using the same approach as the first lane utility, the second lane utility would be assigned zero, effectively imposing a penalty of zero utility, which is clearly inconsistent with reality. Therefore, the second lane utility is calculated based on different situations.

[0062] (1) When the number of vehicles in the target lane and in front of the vehicle EV within the field of vision is 0, the calculation process of the second lane utility is shown in expression (2).

[0063]

[0064] Among them, v max This indicates the maximum speed limit for vehicles in the target lane, suggesting that an empty lane offers a better driving environment, and drivers are more likely to change lanes immediately.

[0065] (2) When the number of vehicles in the target lane and in front of the vehicle EV within the field of vision is not zero, the calculation process of the second lane utility is shown in expression (3).

[0066]

[0067] in,

[0068] Among them, U T (t j ) represents t j The lane utility of the target lane within a given time window, i.e., the second lane utility; T is the size of the time window; Indicates t j TFV vehicles within the field of vision at all times, located in the target lane and behind the EV vehicle. i The driving speed, where TFV1, TFV2, ..., TFVm represent the distances from the target vehicle in order from closest to farthest; m represents the number of vehicles in the target lane and behind the target vehicle within the field of vision; Indicates t j Vehicles TPV that are in the target lane and in front of the vehicle EV within the field of vision at all times i The driving speed, where TPV1, TPV2, ..., TPVn are in order of distance from the target vehicle from closest to farthest; n represents the number of vehicles in the target lane and in front of the target vehicle within the field of vision; v min This indicates the minimum speed limit for vehicles in the target lane.

[0069] Step S144: Determine the lane change drive value based on the difference between the utility of the second lane and the utility of the third lane.

[0070] Specifically, the calculation process of the lane change drive value is shown in expression (4).

[0071] ΔU=U T (t j )-(1-ω)*U c (t j (4)

[0072] Wherein, ω is the driver correction coefficient, with a value range of [0,1]. It is determined based on different lanes, different driving styles of drivers, the distance from the lane change threshold in the forced lane change scenario, and the driver's lane change tendency in the free lane change scenario.

[0073] Based on the above steps S141 to S144, the method of determining the first lane utility based on the first driving speed and the second driving speed, and correcting the first lane utility using a correction coefficient to obtain the second lane utility, determines the third lane utility based on the second driving speed, and determines the lane change drive value based on the difference between the second lane utility and the third lane utility, has clear quantitative indicators, flexible time window design, and reasonable speed limit requirements, and can comprehensively evaluate lane utility and loop drive value.

[0074] Optionally, in step S16, determining the target lane change result of the target vehicle based on the lane change drive value includes:

[0075] Step S161: In response to the lane change drive value being greater than or equal to a preset threshold, a driving benefit function is determined based on a safety benefit function, a speed benefit function, and a lane change benefit function, wherein the preset threshold is determined based on driving style.

[0076] In step S161, the preset threshold is the lane-changing drive threshold, denoted as ΔU. tar (p), where p is the driver's driving style quantification coefficient, ΔU tar (ρ) is not a fixed value; the threshold varies for different types of drivers and is determined based on the target vehicle manufacturer's assessment of the driver.

[0077] Specifically, when the lane change drive value is greater than or equal to a preset threshold, the driving benefit function is determined based on the safety benefit function, speed benefit function, and lane change benefit function.

[0078] Step S162: Determine the target lane change result based on the driving benefit function.

[0079] Specifically, the driving benefit function is determined using Time-to-Collision (TTC) theory, and a game theory model is established. The core idea of ​​the driving benefit function based on TTC theory is to compare the relative distance between vehicles with the minimum lane-changing safe distance in the current scenario, and determine the driving benefit function value based on the difference between the two.

[0080] Specifically, for forced lane changes, vehicles (EVs) must perform lane changes within a certain range due to obstacles ahead or driving needs. Therefore, the lane change benefit τ is used to quantify the urgency of the driver to perform the lane change operation. The safety benefit function ε, the speed benefit function δ, and the lane change benefit function τ are shown in expressions (5) to (7), respectively.

[0081]

[0082] δ=v0-v tar (6)

[0083] τ=p(ω) (7)

[0084] Where AS is the relative distance between vehicle EV and vehicle TFV1; S min v is the minimum safe lane-changing distance in the current scenario; v0 is the current speed of the target vehicle; v tar ρ(ω) is the expected speed of the target vehicle; ρ(ω) is a function affected by the driver correction factor.

[0085] Specifically, Figure 3 This is a schematic diagram of another vehicle lane-changing method according to one embodiment of the present invention, as shown below. Figure 3 As shown, the relative distance AS between vehicle EV and vehicle TFV1 refers to the difference in longitudinal distance between vehicle EV and vehicle TFV1 in the direction of vehicle travel.

[0086] Specifically, when calculating driving benefits, it is necessary to solve for the minimum lane-changing safety distance S in the current scenario based on the vehicle's EV and surrounding vehicles. min . Figures 4A-4C Scenarios where a vehicle (EV) might collide with surrounding vehicles while performing a lane-changing maneuver. Figure 4A This is a schematic diagram of another vehicle lane-changing method according to one embodiment of the present invention, as shown below. Figure 4A The image shows a scenario where vehicle EV collides with vehicle PV1 in the current lane while performing a lane-changing operation. Figure 4B This is a schematic diagram of another vehicle lane-changing method according to one embodiment of the present invention, as shown below. Figure 4B The image shows a scenario where vehicle EV collides with vehicle TPV1 in the target lane while performing a lane change operation. Figure 4C This is a schematic diagram of another vehicle lane-changing method according to one embodiment of the present invention, as shown below. Figure 4C The image shows a scenario where vehicle EV collides with vehicle TFV1 in the target lane while performing a lane-changing operation.

[0087] Specifically, taking vehicle EV and vehicle PV1 in the current lane as an example for modeling, if the two vehicles do not collide, expression (8) must be satisfied.

[0088] x EV <x PV1 -lw*sin (θ(t)) (8)

[0089] Where, x EV x PV1 denoted by , and represent the positions of vehicle EV and vehicle PV1 in their respective directions of travel; l and w represent the length and width of vehicle EV, respectively; θ(t) represents the heading angle of vehicle EV.

[0090] Furthermore, based on expression (8), the distance h1 between vehicle EV and vehicle PV1 in the driving direction is obtained, as shown in expression (9).

[0091] h1 = x PV1 (t)-x EV (t)-lw*sin (θ(t)) (9)

[0092] Where, x EV x PV1 denoted by , and represent the positions of vehicle EV and vehicle PV1 in their respective directions of travel; l and w represent the length and width of vehicle EV, respectively; θ(t) represents the heading angle of vehicle EV.

[0093] Furthermore, the calculation process of the distance h2 between vehicle EV and vehicle PV1 during driving is shown in expression (10).

[0094]

[0095] Where h0 represents the initial distance between vehicle EV and vehicle PV1; x PV1 (t) represents the position of vehicle PV1 in the direction of travel at time t, which can be obtained by the trajectory prediction module; a EV v EV Let x represent the longitudinal acceleration and longitudinal velocity of the vehicle EV at time t, respectively; EV,0 The position representing the initial direction of the vehicle's (EV) travel can be obtained from the trajectory prediction module.

[0096] Specifically, the trajectory prediction module refers to predicting vehicle trajectories based on a Long Short-Term Memory (LSTM) network. For example, given 5 seconds of historical motion state information of vehicle PV1 as input, the output is the trajectory of vehicle PV1 within a prediction timeframe of 2 to 3 seconds.

[0097] Specifically, to prevent collisions, the driving distance h2 should always be greater than 0 during lane changing. Therefore, the minimum safe lane changing distance between vehicle EV and vehicle PV1 is obtained as shown in expression (11).

[0098]

[0099] Among them, a EV v EV Let x represent the longitudinal acceleration and longitudinal velocity of the vehicle EV at time t, respectively; PV1 (t) represents the position of vehicle PV1 in the direction of travel at time t; x EV,0 This indicates the initial position of the vehicle's EV direction of travel.

[0100] Based on the modeling process of vehicle EV and vehicle PV1 in the current lane, the minimum lane-changing safety distances of vehicle EV, vehicle TPV1, and vehicle TFV1 can be obtained respectively, as shown in expressions (12)-(13).

[0101]

[0102] Among them, a EV v EV Let x represent the longitudinal acceleration and longitudinal velocity of the vehicle EV at time t, respectively; TPV1 (t) represents the position of vehicle TPV1 in the direction of travel at time t; x EV,0 This indicates the initial position of the vehicle's EV direction of travel.

[0103]

[0104] Among them, a EV v EV Let x represent the longitudinal acceleration and longitudinal velocity of the vehicle EV at time t, respectively; TFV1 (t) represents the position of vehicle TFV1 in the direction of travel at time t; x EV,0 This indicates the initial position of the vehicle's EV direction of travel.

[0105] Furthermore, the change in vehicle speed during lane changing is indispensable, and the calculation of speed gains and safety gains is also based on speed calculation. The acceleration of the vehicle EV during lane changing is determined based on the Intelligent Driver Model (IDM) model, as shown in expression (14).

[0106]

[0107] Among them, v EV (t) represents the speed of vehicle EV; Δx(t) and Δv(t) represent the relative displacement (m) and relative velocity (m / s) between vehicle EV and vehicle TFV1, respectively; v max a max These are the vehicle EV's maximum speed (m / s) and maximum acceleration (m / s²). 2 ); α is the speed proportionality coefficient, with a value of 4; Δx * This represents the expected distance between vehicle EV and vehicle TFV1.

[0108] Specifically, the expected distance Δx between vehicle EV and vehicle TFV1 * The calculation is shown in expression (15).

[0109]

[0110] Among them, v EV (t) represents the speed of vehicle EV; Δv(t) represents the relative speed (m / s) between vehicle EV and vehicle TFV1; x0 represents the safe distance under congested conditions; T n For a safe time interval; a max The maximum acceleration of the vehicle EV (m / s²) 2 b is the maximum comfortable deceleration.

[0111] Specifically, based on the NGSIM dataset from the vehicle driving dataset, the whale optimization algorithm is used to calibrate the parameters in the IDM model. For example, selecting vehicle parameter value a... max =2.0988, v max=30.3360, yielding the parameters in the IDM model as x0 = 4.2463, T n =1.2341, b=1.

[0112] Specifically, the safety benefit ε in the vehicle EV driving benefit function is solved based on expressions (8)-(15) and the results of the trajectory prediction module. The lane-changing benefit τ is solved by obtaining the distance len from the vehicle to the initial lane-changing position through the onboard sensors. If vehicle TFV1 is allowed to change lanes, then v tar v represents the speed of the vehicle (EV) after changing lanes; conversely, v represents the speed of the vehicle after changing lanes. tar Let be the speed of vehicle TPV1. Furthermore, if there is no vehicle in front, the speed gain is set to 0. The speed gain δ is calculated using the above principles.

[0113] Based on steps S161 to S162 above, in response to the lane change drive value being greater than or equal to a preset threshold, a driving benefit function is determined based on a safety benefit function, a speed benefit function, and a lane change benefit function; the target lane change result is determined based on the driving benefit function. The introduction of the safety benefit function ε, the speed benefit function δ, and the lane change benefit function τ can comprehensively consider the safety of the lane change operation, the speed improvement, and the driver's lane change needs. Multi-dimensional evaluation helps to ensure the comprehensiveness and rationality of the lane change decision.

[0114] Optionally, in step S161, determining the driving benefit function based on the safety benefit function, speed benefit function, and lane-changing benefit function includes:

[0115] Step S1611: Determine the first weight coefficient and the second weight coefficient based on driving style, wherein the first weight coefficient represents the weight coefficient of the safety benefit function and the second weight coefficient represents the weight coefficient of the speed benefit.

[0116] Step S1612: Based on the first weighting coefficient and the second weighting coefficient, the safety benefit function and the speed benefit function are weighted and matched to obtain the matching result;

[0117] Step S1613: Determine the driving benefit function based on the allocation results and the lane-changing benefit function.

[0118] Specifically, since the anthropomorphic decision-making method needs to consider driving style, and there is a driver correction coefficient in lane-changing scenarios, the driving benefit function obtained by combining driving style and lane-changing pressure based on safety benefits is shown in Table 1. In Table 1, ε, δ, and τ represent the safety benefit function, speed benefit function, and lane-changing benefit function, respectively. λ1 and μ1 represent the weighting coefficients of the safety benefit and speed benefit of vehicle EV, respectively, and λ2 and μ2 represent the weighting coefficients of the safety benefit and speed benefit of the opposing vehicle TFV1, respectively. The safety benefit and speed benefit between vehicles are mutually restrictive; therefore, the sum of the first weighting coefficient and the second weighting coefficient is set to 1, i.e., λ i +μ i =1.

[0119] Table 1 Driving Reward Function

[0120]

[0121] Furthermore, differences in driving style affect the allocation of the first and second weighting coefficients. Therefore, drivers are categorized into cautious, normal, and aggressive types. In practical application, the initial driving style type of all drivers in the surrounding vehicles is set to normal. If the classification criteria are met, the driver type is classified by evaluating the vehicle's longitudinal trajectory. The target vehicle's driving type can be modified according to driver preferences. For normal drivers, the weighting coefficients for safety gains and speed gains are the same, i.e., λ. i =μ i =0.5; For cautious drivers, the weighting factor for safety benefits will be higher, so λ is set to 0.5. i =0.7, μ i =0.3; For aggressive drivers, the weighting factor for speed gains will be higher, so set λ. i =0.3, μ i =0.7.

[0122] Based on steps S1611 to S1613 above, a method is adopted to determine the first weight coefficient and the second weight coefficient based on driving style, and to obtain the weighted ratio of the safety benefit function and the speed benefit function based on the first weight coefficient and the second weight coefficient. Based on the ratio result and the lane-changing benefit function, the driving benefit function is determined. By comprehensively considering the safety benefit, speed benefit and lane-changing benefit, the driving experience and safety can be improved, enabling drivers to have more trust in lane-changing decisions and reducing driving stress and risks.

[0123] Optionally, in step S162, determining the target lane change result based on the driving benefit function includes:

[0124] Step S1621: Solve the lane-changing strategy of the target vehicle based on the driving benefit function;

[0125] Specifically, the driving benefit matrix in Table 2 is obtained based on the driving benefit function in Table 1. After obtaining the safety benefit, speed benefit, and lane-changing benefit, the benefits of each item in the driving benefit matrix can be obtained. The game model is then solved to obtain the lane-changing strategy of the vehicle EV.

[0126] Table 2 Driving Benefits Matrix

[0127]

[0128] Step S1622: In response to the lane-changing strategy indicating that the target vehicle selects to change lanes and the first vehicle allows the lane change so that the driving benefit reaches a first preset threshold, a candidate position is obtained based on the first driving speed and the driving speed of the second vehicle. The first vehicle is determined based on the vehicle located behind the target vehicle and in the target lane, and the second vehicle is determined based on the vehicle located in front of the target vehicle and in the target lane. The candidate position indicates the position of the target vehicle in the target lane after performing the lane-changing operation.

[0129] Specifically, when the optimal strategy is for vehicle EV to choose lane change and vehicle TFV1 to choose lane change allowed, that is, the game payoff of <lane change, lane change allowed> is greater than the game payoff of other strategy combinations, then proceed to the next step of lane change feasibility assessment.

[0130] Specifically, based on the first driving speed v EV The speed v of the second vehicle TPV1 Obtain vehicle EV candidate positions If the candidate position of the vehicle EV If the vehicle falls within a safe range, the EV can change lanes and avoid collisions with other vehicles.

[0131] Step S1623: In response to the candidate position satisfying the time constraint and the safe distance constraint, the target lane change result indicates that the target vehicle has successfully changed lanes.

[0132] Specifically, based on the time constraints, it is determined whether there exists a point in time that makes the candidate position a safe position.

[0133] Specifically, to ensure the safety of the final position during lane change, the Gipps safety distance rule is applied to obtain the safety distance constraints between vehicle EV and vehicle TPV1, and vehicle TFV1.

[0134] Specifically, when the candidate position meets the time constraint and the safe distance constraint, the target lane change result indicates that the target vehicle has successfully changed lanes.

[0135] Based on steps S1621 to S1623 above, the lane-changing strategy of the target vehicle is solved based on the driving benefit function; in response to the lane-changing strategy indicating that the target vehicle chooses to change lanes and the first vehicle allows the lane change so that the driving benefit reaches a first preset threshold, candidate positions are obtained based on the first driving speed and the driving speed of the second vehicle; in response to the candidate positions satisfying the time constraint condition and the safe distance constraint condition, the target lane-changing result indicates that the target vehicle has successfully changed lanes, achieving the goal of the target vehicle completing the lane-changing operation quickly and safely, thereby achieving the technical effect of improving the safety of the target vehicle performing the lane-changing operation, and thus solving the technical problem of low safety during the vehicle's lane-changing operation in related technologies.

[0136] Optionally, in step S1621, solving the lane-changing strategy of the target vehicle based on the driving benefit function includes:

[0137] Step S16211: Solve the driving benefit function using the Nash equilibrium method to obtain the lane-changing strategy of the target vehicle.

[0138] Specifically, the maximum driving benefits of vehicle EV and vehicle TFV1 are solved, that is, the optimal strategy under Nash equilibrium, and the corresponding mixed probability is (p*, q*), where p* and q* are shown in expressions (16) to (17).

[0139]

[0140] Specifically, the Nash equilibrium solution can only be obtained when the participants, vehicle EV and vehicle TFV1, follow the p* and q* selection strategies, which means the optimal strategy combination can be obtained.

[0141] Based on the above step S16211, the driving benefit function is solved using the Nash equilibrium method to obtain the lane-changing strategy of the target vehicle. This not only considers the interests of the target vehicle itself, but also takes into account the interests of vehicles on other roads, thereby determining the globally optimal traffic flow state.

[0142] Alternatively, lane-changing methods may also include:

[0143] Step S1624: Obtain the driver's reaction time, the deceleration of the target vehicle, the deceleration and position of the first vehicle, and the deceleration and position of the second vehicle;

[0144] Step S1625: Determine a first safe distance based on the driver's reaction time, the first driving speed, the deceleration of the target vehicle, the driving speed of the first vehicle, and the deceleration and position of the first vehicle, wherein the second safe distance represents the safe distance between the target vehicle and the first vehicle.

[0145] Specifically, the safe distance d between vehicle EV and vehicle TPV1 is obtained based on the Gipps safe distance rule.TPV,n d TPV,n The calculation process is shown in expression (18).

[0146]

[0147] Among them, t τ For driver reaction time; v1 EV The final speed of the vehicle (EV) is determined by the trajectory prediction module based on v. EV (t) is obtained; v1 TPV1 The final speed of vehicle TPV1 is determined by the trajectory prediction module based on v. TPV1 (t) is calculated; b EV b TPV1 The maximum deceleration of the vehicle (EV) and vehicle (TPV1) is obtained by the trajectory prediction module.

[0148] Specifically, the final candidate positions for EV vehicles maximum value The calculation process is shown in expression (19).

[0149]

[0150] in, The final position of vehicle TPV1 is obtained by the trajectory prediction module; d TPV1，n This indicates the safe distance between vehicle EV and vehicle TPV1.

[0151] Step S1626: Determine a second safe distance based on the driver's reaction time, the first driving speed, the deceleration of the target vehicle, the driving speed of the second vehicle, and the deceleration and position of the second vehicle, wherein the first safe distance represents the safe distance between the target vehicle and the second vehicle;

[0152] Specifically, the safe distance d between vehicle EV and vehicle TFV1 is obtained based on the Gipps safe distance rule. TFV,n . d TFV，n The calculation process is shown in expression (20).

[0153]

[0154] Among them, t τ For driver reaction time; v1 EV v1 represents the final speed of the vehicle (EV). TFV1 The final speed of vehicle TFV1 is determined by the trajectory prediction model based on v. TFV1 (t) is calculated; b EV b TFV1 The maximum deceleration of vehicles EV and TFV1 is obtained by the trajectory prediction module.

[0155] Specifically, the final candidate positions for EV vehicles minimum value The calculation process is shown in expression (21).

[0156]

[0157] in, The final position of vehicle TFV1 is also obtained by the trajectory prediction module; d TFV1,n This indicates the safe distance between vehicle EV and vehicle TFV1.

[0158] Step S1627: Determine the safety distance constraint conditions based on the first safety distance and the second safety distance.

[0159] Specifically, if the candidate position of the vehicle EV There exists a feasible interval, that is, in T. min，n ~T max,n Memory at a certain lane switching time If a candidate position is found to be feasible, it is considered feasible. Repeat the above steps until all candidate positions are verified. If a candidate position meets the requirements, the lane change is considered feasible and executed; otherwise, the process returns to a previous decision-making stage.

[0160] Based on steps S1624 to S1627 above, the method of obtaining the driver's reaction time, the deceleration of the target vehicle, the deceleration and position of the first vehicle, and the deceleration and position of the second vehicle, and determining the first safety distance based on the driver's reaction time, the first driving speed, the deceleration of the target vehicle, the driving speed of the first vehicle, and the deceleration and position of the first vehicle, and determining the second safety distance based on the driver's reaction time, the first driving speed, the deceleration of the target vehicle, the driving speed of the second vehicle, and the deceleration and position of the second vehicle, and determining the safety distance constraints based on the first and second safety distances, can not only more accurately predict the vehicle's driving trajectory and speed, thereby improving the accuracy of safety distance calculation, but also ensure that vehicles around the target vehicle maintain a sufficient safety distance during lane changing, reducing the risk of collision and improving the safety of the target vehicle during lane changing operations by calculating the first and second safety distances.

[0161] Optionally, in step S1622, obtaining the candidate position based on the first driving speed and the driving speed of the second vehicle includes:

[0162] Step S16221: Compare the first driving speed with the second driving speed to obtain the comparison result;

[0163] Specifically, the vehicle's EV speed vEV The speed v of vehicle TPV1 TPV1 By comparing, we obtain v EV With v TPV1 The highest speed value in the middle.

[0164] Step S16222: Determine the boundary constraints of the candidate positions based on the comparison results;

[0165] Specifically, the final location of the vehicle EV is defined as... The lower boundary of the range of values ​​is The upper boundary is in, This indicates the initial position of the vehicle (EV).

[0166] Furthermore, when v EV Greater than or equal to v TPV1 hour, The lower boundary of the range of values ​​is v TPV1 The upper boundary is When v EV Less than v TPV1 hour, The lower boundary of the range of values ​​is The upper boundary is

[0167] Step S16223: Divide candidate positions based on boundary constraints.

[0168] Specifically, at the lower boundary is The upper boundary is Within the range of values, m points are taken at equal intervals as the final position. candidate points

[0169] Based on the above steps S16221 to S16223, the method of comparing the first driving speed with the second driving speed to obtain the comparison result, and determining the boundary constraints of the candidate positions based on the comparison result, divides the candidate positions based on the boundary constraints. By comparing the speeds of the two vehicles, the boundary constraints of the candidate positions can be dynamically adjusted to ensure that the range of candidate positions is neither too broad nor too narrow, thereby improving the efficiency of the decision-making process.

[0170] Alternatively, lane-changing methods may also include:

[0171] Step S16224: Use a polynomial to connect the candidate position and the target vehicle's position to obtain the lane-changing trajectory information;

[0172] Step S16225: Determine the time constraints of the candidate positions based on the lane change trajectory information and boundary constraints.

[0173] Specifically, the feasibility assessment of lane changing is transformed into a verification candidate point. The question is whether it is feasible. This applies to a specific candidate position. Discussion is conducted. A fifth-order polynomial curve is used to connect the candidate location with the vehicle (EV) to obtain the lane-changing path length. Calculate the maximum and minimum lane change times according to expressions (22) and (23), respectively, which are the time constraints.

[0174]

[0175] in, Indicates the length of the lane-changing path, v EV v represents the vehicle's speed (EV). TPV1 This indicates the speed of vehicle TPV1.

[0176] Furthermore, the lane-changing time T is divided into time intervals Δt and Δt. min，n ~T max，n Perform segmentation and verification at T min,n ~T max,n Is there a lane-changing time point that would put the candidate position in a safe position?

[0177] Based on steps S16224 to S16225 above, a polynomial is used to connect the candidate position and the target vehicle's position to obtain lane-changing trajectory information. Based on the lane-changing trajectory information and boundary constraints, the time constraints of the candidate position are determined. By transforming the lane-changing feasibility judgment into a problem of verifying whether the candidate position is feasible, and combining the time constraints for verification, the feasibility of the candidate position can be evaluated more efficiently, thus optimizing the decision-making process.

[0178] Figure 5 This is a flowchart of another vehicle lane-changing method according to one embodiment of the present invention. Figure 5 As shown, in the intent-triggered model, after the target vehicle receives a lane-changing instruction, it classifies the driving styles of surrounding vehicles and continuously updates the lane-changing pressure. The utility U of the first lane is calculated. C Second lane utility U T The difference between the two is then compared with the current driver's lane-change drive threshold AU. tar (p) Compare the two values. If the difference is greater than or equal to the lane-change driving threshold, then enter the game model for subsequent driving benefit calculation; otherwise, the target vehicle temporarily maintains cruise driving and looks for other lane-change opportunities.

[0179] The lane-changing process is modeled using game theory. When calculating the driving benefit, since the target vehicle has already been judged by the intent-triggered model, it is only necessary to calculate the benefit (X) of allowing the opposing vehicle to change lanes when the target vehicle decides to change lanes. 11 Y 11 ) and the benefits of not being allowed to change lanes (X) 12 Y 12 The calculation is performed. If the benefit is highest under the "lane change, lane change allowed" condition, then the lane change condition is considered met, and the next feasibility judgment stage is entered; if the lane change condition is not met, but since the intention to force a lane change has been triggered, the target vehicle needs to adjust its position and speed, and the lane change game analysis continues until it succeeds.

[0180] After the lane-change intention triggering model and game theory model have made their judgments, a feasibility assessment is performed. First, the range of possible values ​​for the final lane-change position is determined. The system segments the lane to obtain several candidate positions. Each candidate position is then verified to ensure it meets the conditions for a safe lane change, specifically whether it simultaneously satisfies both time and safe distance constraints. Each compliant candidate position is recorded. If the candidate position set is not empty, the lane change operation for the target vehicle is considered successfully executed, and the obtained candidate position set is used to perform the lane change operation.

[0181] Figure 6 This is a flowchart of another vehicle lane-changing method according to one embodiment of the present invention. Figure 6 As shown, the method includes the following execution steps:

[0182] Step S601: Obtain the first driving speed, the second driving speed, and the correction coefficient;

[0183] Step S602: Determine the first lane utility based on the first driving speed and the second driving speed;

[0184] Step S603: Correct the utility of the first lane using a correction factor to obtain the utility of the second lane;

[0185] Step S604: Determine the utility of the third lane based on the second driving speed;

[0186] Step S605: Determine the lane-changing drive value based on the difference between the utility of the second lane and the utility of the third lane;

[0187] Step S606: In response to the lane change drive value being greater than or equal to a preset threshold, a first weighting coefficient and a second weighting coefficient are determined based on the driving style.

[0188] Step S607: Based on the first weighting coefficient and the second weighting coefficient, the safety benefit function and the speed benefit function are weighted and matched to obtain the matching result;

[0189] Step S608: Based on the allocation results and the lane-changing benefit function, determine the driving benefit function;

[0190] Step S609: Solve the driving benefit function using the Nash equilibrium method to obtain the lane-changing strategy of the target vehicle.

[0191] Step S610: In response to the lane-changing strategy indicating that the target vehicle selects to change lanes and the first vehicle allows to change lanes so that the driving benefit reaches the first preset threshold, the first driving speed is compared with the second driving speed to obtain the comparison result.

[0192] Step S611: Determine the boundary constraints of the candidate positions based on the comparison results;

[0193] Step S612: Divide candidate positions based on boundary constraints;

[0194] Step S613: Obtain the driver's reaction time, the deceleration of the target vehicle, the deceleration and position of the first vehicle, and the deceleration and position of the second vehicle;

[0195] Step S614: Determine the first safe distance based on the driver's reaction time, the first driving speed, the deceleration of the target vehicle, the driving speed of the first vehicle, and the deceleration and position of the first vehicle;

[0196] Step S615: Determine the second safe distance based on the driver's reaction time, the first driving speed, the deceleration of the target vehicle, the driving speed of the second vehicle, and the deceleration and position of the second vehicle;

[0197] Step S616: Determine the safety distance constraint conditions based on the first safety distance and the second safety distance;

[0198] Step S617: Use a polynomial to connect the candidate position and the target vehicle's position to obtain the lane-changing trajectory information;

[0199] Step S618: Determine the time constraints for candidate positions based on lane change trajectory information and boundary constraints;

[0200] Step S619: In response to the candidate position satisfying the time constraint and the safe distance constraint, the target lane change result indicates that the target vehicle has successfully changed lanes.

[0201] Based on the above steps S601 to S619, by acquiring the first driving speed, the second driving speed, and the correction coefficient, the lane-changing drive value is determined based on the first driving speed, the second driving speed, and the correction coefficient, and the target lane-changing result of the target vehicle is determined based on the lane-changing drive value. This achieves the goal of enabling the target vehicle to complete the lane-changing operation quickly and safely, thereby improving the technical effect of improving the safety of the target vehicle in performing the lane-changing operation, and thus solving the technical problem of low safety during the lane-changing operation of the vehicle in the related technology.

[0202] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0203] This invention also provides a vehicle lane-changing device for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0204] Figure 7 This is a structural block diagram of a vehicle lane-changing device according to one embodiment of the present invention. Figure 7 As shown, the device includes:

[0205] The acquisition module 701 acquires a first driving speed, a second driving speed, and a correction coefficient, wherein the first driving speed represents the driving speed of the target vehicle, and the second driving speed represents the driving speed of a preset number of vehicles around the target vehicle.

[0206] The first determining module 702 is used to determine the lane change drive value based on the first driving speed, the second driving speed and the correction coefficient, wherein the lane change drive value is used to represent the lane change intention of the target vehicle.

[0207] The second determining module 703 determines the target lane change result of the target vehicle based on the lane change drive value, wherein the target lane change result is used to indicate whether the target vehicle performs a lane change.

[0208] Optionally, the first determining module 702 is further configured to: determine a first lane utility based on a first driving speed and a second driving speed, wherein the first lane utility represents the traffic flow speed of the lane where the target vehicle is located; correct the first lane utility using a correction coefficient to obtain a second lane utility; determine a third lane utility based on the second driving speed, wherein the third lane utility represents the traffic flow speed of the target lane, and the target lane represents the lane where the target vehicle is expected to change lanes; and determine a lane-changing drive value based on the difference between the second lane utility and the third lane utility.

[0209] Optionally, the second determining module 703 is further configured to, in response to the lane change drive value being greater than or equal to a preset threshold, determine a driving benefit function based on a safety benefit function, a speed benefit function, and a lane change benefit function, wherein the preset threshold is determined based on driving style; and determine the target lane change result based on the driving benefit function.

[0210] Optionally, the second determining module 703 is further configured to determine a first weighting coefficient and a second weighting coefficient based on driving style, wherein the first weighting coefficient represents the weighting coefficient of the safety benefit function and the second weighting coefficient represents the weighting coefficient of the speed benefit; the vehicle lane changing device further includes a processing module 704, configured to perform a weighted ratio of the safety benefit function and the speed benefit function based on the first weighting coefficient and the second weighting coefficient to obtain a ratio result; the second determining module is further configured to determine a driving benefit function based on the ratio result and the lane changing benefit function.

[0211] Optionally, the processing module 704 is further configured to: solve the lane-changing strategy of the target vehicle based on the driving benefit function; in response to the lane-changing strategy indicating that the target vehicle chooses to change lanes and the first vehicle allows the lane change so that the driving benefit reaches a first preset threshold, obtain candidate positions based on the first driving speed and the driving speed of the second vehicle, wherein the first vehicle is determined based on the vehicle located behind the target vehicle and in the target lane, and the second vehicle is determined based on the vehicle located in front of the target vehicle and in the target lane, and the candidate position indicates the position of the target vehicle in the target lane after performing the lane-changing operation; in response to the candidate position satisfying the time constraint condition and the safe distance constraint condition, the target lane-changing result indicates that the target vehicle has successfully changed lanes.

[0212] Optionally, the processing module 704 is further configured to solve the driving benefit function using the Nash equilibrium method to obtain the lane-changing strategy of the target vehicle.

[0213] Optionally, the acquisition module 701 is further configured to acquire the driver's reaction time, the deceleration of the target vehicle, the deceleration and position of the first vehicle, and the deceleration and position of the second vehicle; the processing module 704 is further configured to determine a first safe distance based on the driver's reaction time, the first driving speed, the deceleration of the target vehicle, the driving speed of the first vehicle, and the deceleration and position of the first vehicle, wherein the second safe distance represents the safe distance between the target vehicle and the first vehicle; and determine safe distance constraints based on the first and second safe distances.

[0214] Optionally, the acquisition module 701 is further configured to compare the first driving speed with the second driving speed to obtain a comparison result; the second determination module is further configured to determine the boundary constraints of the candidate positions based on the comparison result; and the processing module 704 is further configured to divide the candidate positions based on the boundary constraints.

[0215] Optionally, the processing module 704 is further configured to use a polynomial to connect the candidate position and the position of the target vehicle to obtain lane-changing trajectory information; the second determining module 703 is further configured to determine the time constraints of the candidate position based on the lane-changing trajectory information and the boundary constraints.

[0216] It should be noted that the above modules can be implemented by software or hardware. For the latter, they can be implemented in the following ways, but are not limited to: all the above modules are located in the same processor; or, the above modules are located in different processors in any combination.

[0217] According to another aspect of the present invention, an electronic device is also provided, comprising: a memory storing an executable program; and a processor for running the program, wherein the program executes the above-described vehicle lane-changing method when it runs.

[0218] Optionally, in this embodiment, the processor can be configured to perform the following steps via a computer program:

[0219] S1, obtain the first driving speed, the second driving speed and the correction coefficient, wherein the first driving speed represents the driving speed of the target vehicle and the second driving speed represents the driving speed of a preset number of vehicles around the target vehicle;

[0220] S2, determine the lane change drive value based on the first driving speed, the second driving speed and the correction coefficient, wherein the lane change drive value is used to represent the lane change intention of the target vehicle;

[0221] S3, determine the target lane change result of the target vehicle based on the lane change drive value, wherein the target lane change result is used to indicate whether the target vehicle performs a lane change.

[0222] According to another aspect of the present invention, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is executed, it controls the device where the storage medium is located to perform the above-described vehicle lane-changing method.

[0223] Optionally, in this embodiment, the storage medium may be configured to store a computer program for performing the following steps:

[0224] S1, obtain the first driving speed, the second driving speed and the correction coefficient, wherein the first driving speed represents the driving speed of the target vehicle and the second driving speed represents the driving speed of a preset number of vehicles around the target vehicle;

[0225] S2, determine the lane change drive value based on the first driving speed, the second driving speed and the correction coefficient, wherein the lane change drive value is used to represent the lane change intention of the target vehicle;

[0226] S3, determine the target lane change result of the target vehicle based on the lane change drive value, wherein the target lane change result is used to indicate whether the target vehicle performs a lane change.

[0227] Optionally, in this embodiment, the storage medium may include, but is not limited to, various media capable of storing computer programs, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0228] According to another aspect of the present invention, a computer program product is also provided, including a computer program that, when executed by a processor, implements the above-described vehicle lane-changing method.

[0229] Optionally, in this embodiment, the above-mentioned computer program product can be configured as a computer program that performs the following steps:

[0230] S1, obtain the first driving speed, the second driving speed and the correction coefficient, wherein the first driving speed represents the driving speed of the target vehicle and the second driving speed represents the driving speed of a preset number of vehicles around the target vehicle;

[0231] S2, determine the lane change drive value based on the first driving speed, the second driving speed and the correction coefficient, wherein the lane change drive value is used to represent the lane change intention of the target vehicle;

[0232] S3, determine the target lane change result of the target vehicle based on the lane change drive value, wherein the target lane change result is used to indicate whether the target vehicle performs a lane change.

[0233] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0234] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0235] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0236] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0237] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0238] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0239] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0240] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A vehicle lane-changing method, characterized in that, include: A first driving speed, a second driving speed, and a correction coefficient are obtained, wherein the first driving speed represents the driving speed of the target vehicle, and the second driving speed represents the driving speed of a preset number of vehicles around the target vehicle; The lane change drive value is determined based on the first driving speed, the second driving speed, and the correction coefficient, wherein the lane change drive value is used to represent the lane change intention of the target vehicle. In response to the lane change drive value being greater than or equal to a preset threshold, a driving benefit function is determined based on a safety benefit function, a speed benefit function, and a lane change benefit function, wherein the preset threshold is determined based on driving style; The lane-changing strategy of the target vehicle is solved based on the driving benefit function; In response to the lane-changing strategy indicating that the target vehicle selects to change lanes and the first vehicle allows the lane change, causing the driving benefit to reach a first preset threshold, a candidate position is obtained based on the first driving speed and the driving speed of the second vehicle. The first vehicle is determined based on vehicles located behind the target vehicle and in the target lane, and the second vehicle is determined based on vehicles located in front of the target vehicle and in the target lane. The candidate position represents the position of the target vehicle in the target lane after performing the lane-changing operation. In response to the candidate position satisfying the time constraint and the safe distance constraint, the target lane change result of the target vehicle is determined as indicating that the target vehicle has successfully changed lanes.

2. The vehicle lane-changing method according to claim 1, characterized in that, Determining the lane-change drive value based on the first driving speed, the second driving speed, and the correction coefficient includes: A first lane utility is determined based on the first driving speed and the second driving speed, wherein the first lane utility is used to represent the traffic flow speed in the lane where the target vehicle is located; The first lane utility is corrected using the correction coefficient to obtain the second lane utility; A third lane utility is determined based on the second driving speed, wherein the third lane utility is used to represent the traffic flow speed of the target lane, and the target lane represents the lane that the target vehicle is expected to change lanes to; The lane-change drive value is determined based on the difference between the second lane utility and the third lane utility.

3. The vehicle lane-changing method according to claim 1, characterized in that, Determining the driving benefit function based on the safety benefit function, speed benefit function, and lane-changing benefit function includes: A first weighting coefficient and a second weighting coefficient are determined based on the driving style, wherein the first weighting coefficient represents the weighting coefficient of the safety benefit function, and the second weighting coefficient represents the weighting coefficient of the speed benefit. Based on the first weighting coefficient and the second weighting coefficient, the safety benefit function and the speed benefit function are weighted and matched to obtain the matching result; Based on the ratio result and the lane-changing benefit function, the driving benefit function is determined.

4. The vehicle lane-changing method according to claim 1, characterized in that, Solving the lane-changing strategy of the target vehicle based on the driving benefit function includes: The driving benefit function is solved using the Nash equilibrium method to obtain the lane-changing strategy of the target vehicle.

5. The vehicle lane-changing method according to claim 1, characterized in that, The method further includes: The driver's reaction time, the deceleration of the target vehicle, the deceleration and position of the first vehicle, and the deceleration and position of the second vehicle are obtained. A first safe distance is determined based on the driver's reaction time, the first driving speed, the deceleration of the target vehicle, the driving speed of the first vehicle, and the deceleration and position of the first vehicle, wherein the first safe distance represents the safe distance between the target vehicle and the first vehicle. A second safe distance is determined based on the driver's reaction time, the first driving speed, the deceleration of the target vehicle, the driving speed of the second vehicle, and the deceleration and position of the second vehicle, wherein the first safe distance represents the safe distance between the target vehicle and the second vehicle; The safety distance constraint is determined based on the first safety distance and the second safety distance.

6. The vehicle lane-changing method according to claim 1, characterized in that, Candidate positions are obtained based on the first driving speed and the driving speed of the second vehicle, including: The first driving speed is compared with the second driving speed to obtain the comparison result; The boundary constraints of the candidate positions are determined based on the comparison results. The candidate positions are divided based on the boundary constraints.

7. The vehicle lane-changing method according to claim 6, characterized in that, The method further includes: By using a polynomial to connect the candidate positions with the position of the target vehicle, lane-changing trajectory information is obtained; The time constraints for determining the candidate positions are based on the lane change trajectory information and the boundary constraints.

8. A vehicle lane-changing device, characterized in that, include: The acquisition module acquires a first driving speed, a second driving speed, and a correction coefficient, wherein the first driving speed represents the driving speed of the target vehicle, and the second driving speed represents the driving speed of a preset number of vehicles around the target vehicle; The first determining module is used to determine a lane-change drive value based on the first driving speed, the second driving speed, and the correction coefficient, wherein the lane-change drive value is used to represent the lane-change intention of the target vehicle; The second determining module is configured to: determine a driving benefit function based on a safety benefit function, a speed benefit function, and a lane change benefit function in response to the lane change drive value being greater than or equal to a preset threshold, wherein the preset threshold is determined based on driving style; solve for the lane change strategy of the target vehicle based on the driving benefit function; in response to the lane change strategy indicating that the target vehicle selects to change lanes and the first vehicle allows the lane change, resulting in the driving benefit reaching a first preset threshold, obtain candidate positions based on the first driving speed and the driving speed of the second vehicle, wherein the first vehicle is determined based on vehicles located behind the target vehicle and in the target lane, and the second vehicle is determined based on vehicles located in front of the target vehicle and in the target lane, and the candidate positions represent the positions of the target vehicle in the target lane after performing the lane change operation; and determine the target lane change result of the target vehicle as indicating that the target vehicle has successfully changed lanes in response to the candidate positions satisfying time constraints and safety distance constraints.

9. An electronic device, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the vehicle lane-changing method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the vehicle lane-changing method according to any one of claims 1 to 7.

11. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the vehicle lane-changing method according to any one of claims 1 to 7.

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