Vehicle lane changing speed planning method and device, vehicle and program product

Abstract

The embodiment of the invention provides a vehicle lane changing speed planning method and device, a vehicle and a program product, and relates to the technical field of intelligent driving. The vehicle lane changing speed planning method comprises the following steps: in response to a lane changing request that a vehicle changes a lane to a target lane, determining whether the time when the vehicle runs to a road right changing point at the current constant speed of the vehicle is within a feasible time window when the vehicle arrives at the road right changing point; wherein the right-of-way change point is a track point indicating that the vehicle enters the target lane on the lane change planning track, the feasible time window excludes target estimation time when the target vehicle passes through the right-of-way change point, and the target vehicle is located in a sensing area of the vehicle; if yes, controlling the own vehicle to run to the road right change point at a constant speed according to the current speed of the own vehicle; and if not, performing variable-speed planning on the speed of the vehicle according to the feasible time window so as to control the vehicle to run from the current speed of the vehicle to the road right change point in a variable-speed manner. The embodiment of the invention can realize the technical effect of assisting the vehicle to change the lane safely as soon as possible.

Description

Technical Field

[0001] The present application relates to the field of intelligent driving technology, and more specifically, to a vehicle lane change speed planning method, device, vehicle and program product. Background Art

[0002] At present, the optimization algorithm is usually used to plan the vehicle lane change speed. By performing a series of calculations under multiple constraints such as given road conditions and traffic rules, the optimal speed curve within a specific time period or on a specific path is obtained. This method requires high computing power and is difficult to quickly plan the vehicle lane change speed, and cannot assist the vehicle to change lanes as quickly and safely as possible. Summary of the invention

[0003] The purpose of the embodiments of the present application is to provide a vehicle lane change speed planning method, device, vehicle and program product to achieve the technical effect of assisting the vehicle to change lanes as quickly and safely as possible.

[0004] In a first aspect, an embodiment of the present application provides a vehicle lane change speed planning method, comprising: In response to a lane change request from the ego vehicle to change lanes to a target lane, determining whether the time for the ego vehicle to travel at a constant speed at the current speed of the ego vehicle to a right-of-way change point is within a feasible time window for the ego vehicle to reach the right-of-way change point; wherein the right-of-way change point is a trajectory point on the lane change planning trajectory indicating that the ego vehicle enters the target lane, the feasible time window excludes a target estimated time for a target vehicle to pass the right-of-way change point, and the target vehicle is within a perception area of ​​the ego vehicle; If yes, control the vehicle to travel at a constant speed according to the current speed of the vehicle to the right-of-way change point; If not, a speed change plan is performed on the speed of the vehicle according to the feasible time window to control the vehicle to change speed from the current speed of the vehicle to the right-of-way change point.

[0005] In the above implementation process, after the ego vehicle requests to change lanes to the target lane, it is determined whether the time for the ego vehicle to travel at a constant speed at its current speed to the road right change point is within the feasible time window for the ego vehicle to arrive at the road right change point. If so, the ego vehicle is controlled to travel at a constant speed at its current speed to the road right change point. Otherwise, the speed change plan is performed according to the feasible time window for the ego vehicle to arrive at the road right change point to control the ego vehicle to change speed from its current speed to the road right change point. There is no need to set multiple constraints for a large number of calculations, which can effectively reduce the computing power of lane change speed planning, thereby assisting the ego vehicle to change lanes safely as soon as possible.

[0006] Furthermore, the number of the feasible time windows is at least one, each of the feasible time windows is an open interval or a semi-open interval, and each of the feasible time windows corresponds to a feasible speed window; Before the speed change planning of the vehicle is performed according to the feasible time window to control the vehicle to change speed from the current speed of the vehicle to the right-of-way change point, the method includes: Determining a travel speed window of the vehicle according to road speed limit information; For each of the feasible time windows, determining the current speed of the target vehicle according to an undesirable time limit value of the feasible time window; wherein the time limit value is used to characterize the target estimated time for the target vehicle to pass the road right change point; According to the current speed of the target vehicle, a speed limit value of a feasible speed window corresponding to the feasible time window in the driving speed window of the own vehicle is determined.

[0007] In the above implementation process, the driving speed window of the own vehicle is determined according to the road speed limit information. For each feasible time window for the own vehicle to reach the road right change point, the current speed of the target vehicle is determined according to the undesirable time limit value of the feasible time window. According to the current speed of the target vehicle, the speed limit value of the feasible speed window corresponding to the feasible time window in the driving speed window of the own vehicle is determined, so that the feasible speed window corresponding to the feasible time window for the own vehicle to reach the road right change point can be determined quickly and accurately.

[0008] Further, the determining, according to the current speed of the target vehicle, a speed limit value of a feasible speed window corresponding to the feasible time window in the driving speed window of the vehicle includes: Determining an estimated speed of the target vehicle based on a current speed of the ego vehicle, a current speed of the target vehicle, and a longitudinal distance between the ego vehicle and the target vehicle; An estimated speed of the target vehicle is used as the speed limit value.

[0009] In the above implementation process, the estimated speed of the target vehicle is determined by combining the current speed of the own vehicle, the current speed of the target vehicle, and the longitudinal distance between the own vehicle and the target vehicle. The estimated speed of the target vehicle is used as the speed limit value, which can further quickly and accurately determine the feasible speed window corresponding to the feasible time window for the own vehicle to reach the road right change point.

[0010] Further, the determining the estimated speed of the target vehicle by combining the current speed of the own vehicle, the current speed of the target vehicle, and the longitudinal distance between the own vehicle and the target vehicle includes: Determining an estimated time for the ego vehicle to pass the current position of the target vehicle based on the current speed of the ego vehicle and the longitudinal distance between the ego vehicle and the target vehicle; The current speed of the target vehicle is adjusted according to a first adjustment coefficient corresponding to the estimated time for the ego vehicle to pass the current position of the target vehicle to obtain an estimated speed of the target vehicle.

[0011] In the above implementation process, the estimated time for the own vehicle to pass the current position of the target vehicle is determined based on the current speed of the own vehicle and the longitudinal distance between the own vehicle and the target vehicle. The current speed of the target vehicle is adjusted according to the first adjustment coefficient corresponding to the estimated time for the own vehicle to pass the current position of the target vehicle to obtain the estimated speed of the target vehicle, thereby ensuring that the estimated speed of the target vehicle is reasonably determined.

[0012] Furthermore, the number of the feasible time windows is at least one, and each of the feasible time windows corresponds to a feasible speed window; The speed change planning of the vehicle according to the feasible time window to control the vehicle to change speed from the current speed of the vehicle to the right-of-way change point includes: For each feasible speed window corresponding to the feasible time window, traverse each speed value in the feasible speed window, and determine the travel distance and travel time of the vehicle according to the current speed value and the current speed of the vehicle; When the travel distance of the vehicle is within the travel distance range and the travel time of the vehicle is within the feasible time window, the current speed value is determined as a feasible solution within the feasible speed window, and the traversal of the feasible speed window is terminated; wherein the travel distance range is determined according to the actual distance between the vehicle and the road right change point; When traversing at least one of the feasible speed windows is completed, a speed change plan is performed on the speed of the self-vehicle according to a target feasible solution among the feasible solutions within at least one of the feasible speed windows, so as to control the self-vehicle to change speed from the current speed of the self-vehicle to the road right change point.

[0013] In the above implementation process, by searching for speed values ​​in each feasible speed window in at least one feasible speed window, in which the driving distance and driving time of the ego vehicle can change speed and meet corresponding conditions, at most one speed value found is used as a feasible solution in each feasible speed window, and the ego vehicle is controlled to change speed from the current speed of the ego vehicle to the road right change point according to the target feasible solution in the feasible solutions in at least one feasible speed window. After the uniform speed planning is not feasible, a feasible solution of the speed change planning can still be sought, thereby better realizing the assistance of the ego vehicle to change lanes as quickly and safely as possible.

[0014] Furthermore, before traversing each speed value in the feasible speed window and determining the travel distance and travel time of the vehicle according to the current speed value and the current speed of the vehicle, the method further includes: Determining a driving distance limit value of the vehicle according to the speed limit value of the feasible speed window and the current speed of the vehicle; Determining a second adjustment coefficient according to a magnitude relationship between the speed limit value and the current speed of the vehicle, and a magnitude relationship between the actual distance and the driving distance limit value; The speed limit value is adjusted according to the second adjustment coefficient to update the feasible speed window.

[0015] In the above implementation process, by first determining the second adjustment coefficient based on the size relationship between the speed limit value of the feasible speed window and the current speed of the vehicle, and the size relationship between the actual distance and the driving distance limit value reached by the vehicle from the current speed of the vehicle to the speed limit value, adjusting the speed limit value according to the second adjustment coefficient, and then searching for feasible solutions within the updated feasible speed window, the feasible solution range of the speed change planning can be reasonably expanded, thereby better assisting the vehicle to change lanes as quickly and safely as possible.

[0016] Furthermore, before traversing each speed value in the feasible speed window and determining the travel distance and travel time of the vehicle according to the current speed value and the current speed of the vehicle, the method further includes: Determining a driving distance limit value of the vehicle according to the speed limit value of the feasible speed window and the current speed of the vehicle; According to the magnitude relationship between the speed limit value and the current speed of the vehicle, and the magnitude relationship between the actual distance and the driving distance limit value, the traversal direction of the feasible speed window is determined, so as to traverse each speed value in the feasible speed window according to the traversal direction using a binary search method.

[0017] In the above implementation process, the traversal direction of the feasible speed window is determined according to the size relationship between the speed limit value of the feasible speed window and the current speed of the vehicle, and the size relationship between the actual distance and the driving distance limit value reached by the vehicle from the current speed of the vehicle to the speed limit value. Then, the feasible speed window is traversed using the binary search method according to the traversal direction, so that a feasible solution for the speed change plan can be quickly sought, thereby better assisting the vehicle to change lanes as quickly and safely as possible.

[0018] Furthermore, before performing speed change planning on the speed of the vehicle according to the target feasible solution in the feasible solutions within at least one of the feasible speed windows to control the vehicle to change speed from the current speed of the vehicle to the right-of-way change point, the method further includes: When the number of the feasible solutions is at least two, determining a driving cost index value corresponding to each of the feasible solutions; wherein the driving cost index value is positively correlated with a speed change and a lane change duration, and negatively correlated with an acceleration change; The feasible solution with the smallest driving cost index value among the feasible solutions is determined as the target feasible solution.

[0019] In the above implementation process, when the number of feasible solutions within at least one feasible speed window is at least two, the driving cost index value corresponding to each feasible solution is determined, and the feasible solution with the smallest driving cost index value among all feasible solutions is determined as the target feasible solution. The feasible solution with the smallest driving cost can be selected for speed change planning, thereby better assisting the vehicle to change lanes as quickly and safely as possible.

[0020] Further, the controlling the vehicle to change speed from the current speed of the vehicle to the right-of-way change point includes: Generate a speed spectrum; wherein the speed spectrum includes a plurality of time points and the speed at each of the plurality of time points; The vehicle is controlled to change speed from the current speed of the vehicle to the right-of-way change point according to the speed change spectrum.

[0021] In the above implementation process, by generating a speed spectrum including multiple time points and the speeds at each of the multiple time points, the vehicle is controlled to change speed from the current speed of the vehicle to the right of way change point according to the speed spectrum, thereby ensuring fine control of the lane change speed of the vehicle.

[0022] Furthermore, the method further comprises: In the case where the speed change planning of the vehicle fails, determining a next right of way change point in the direction of travel of the vehicle; wherein the distance between the next right of way change point and the right of way change point is determined according to the current speed of the vehicle and the interval time; When the longitudinal distance between the vehicle and the next right of way change point is less than or equal to the longitudinal distance threshold, it is re-determined whether the time for the vehicle to travel at a constant speed to the next right of way change point at the current speed of the vehicle is within the feasible time window for the vehicle to reach the next right of way change point, until the lane change end condition is met.

[0023] In the above implementation process, when the speed change planning of the own vehicle fails, the next right of way change point in the driving direction of the own vehicle is determined according to the current speed of the own vehicle and the interval time, and when the longitudinal distance between the own vehicle and the next right of way change point is less than or equal to the longitudinal distance threshold, it is re-determined whether the time for the own vehicle to travel at a constant speed to the next right of way change point at the current speed of the own vehicle is within the feasible time window for the self-vehicle to arrive at the next right of way change point, until the lane change end condition is met, the success rate of the self-vehicle's single lane change request can be improved, thereby better assisting the self-vehicle to change lanes as quickly and safely as possible.

[0024] In a second aspect, an embodiment of the present application provides an electronic device, comprising a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor; when the processor executes the computer program, the method described above is implemented.

[0025] In a third aspect, an embodiment of the present application provides a vehicle, comprising the electronic device as described above.

[0026] In a fourth aspect, an embodiment of the present application provides a computer program product, which includes instructions, and when the instructions are executed by a computer, the computer implements the method as described above.

[0027] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium includes a stored computer program; wherein, when the computer program is running, the device where the computer-readable storage medium is located is controlled to execute the method described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments of the present application will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0029] Figure 1 A schematic flow chart of a vehicle longitudinal speed planning method provided in the first embodiment of the present application; Figure 2 This is a schematic diagram of a vehicle driving on a road according to the first embodiment of the present application; Figure 3 This is a schematic diagram of a vehicle driving on a road according to the first embodiment of the present application; Figure 4 This is a schematic diagram of a vehicle driving on a road according to the first embodiment of the present application; Figure 5 This is a schematic diagram of a vehicle driving on a road according to the first embodiment of the present application; Figure 6 This is a schematic diagram of a vehicle driving on a road according to the first embodiment of the present application; Figure 7 A schematic diagram of the structure of a vehicle lane change speed planning device provided in the second embodiment of the present application; Figure 8 A schematic diagram of the structure of an electronic device provided in the third embodiment of the present application. DETAILED DESCRIPTION

[0030] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application.

[0031] It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. At the same time, in the description of this application, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0032] In related technologies, an optimization algorithm is usually used to plan the vehicle's lane change speed. By performing a series of calculations under multiple constraints such as given road conditions and traffic rules, the optimal speed curve within a specific time period or on a specific path is obtained. This method requires high computing power, and it is difficult to quickly plan the vehicle's lane change speed, and it cannot assist the vehicle in changing lanes as quickly and safely as possible.

[0033] To this end, the present application proposes a vehicle longitudinal speed planning method. After the ego vehicle requests to change lanes to the target lane, it is determined whether the time for the ego vehicle to travel at a constant speed at its current speed to the road right change point is within the feasible time window for the ego vehicle to arrive at the road right change point. If so, the ego vehicle is controlled to travel at a constant speed at its current speed to the road right change point. Otherwise, the speed of the ego vehicle is planned to change speed according to the feasible time window for the ego vehicle to arrive at the road right change point, so as to control the ego vehicle to change speed from its current speed to the road right change point. There is no need to set multiple constraints for a large number of calculations, which can effectively reduce the computing power of lane change speed planning, thereby assisting the ego vehicle to change lanes safely as soon as possible.

[0034] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments.

[0035] It should be understood that the vehicle described in the embodiments of the present application may be a pure electric vehicle, or a hybrid vehicle, a gas-electric hybrid vehicle, a fuel cell vehicle, or a vehicle of other energy types with a motor, and the embodiments of the present application are not limited thereto. The types of vehicles in the embodiments of the present application may include vehicles such as sedans, off-road vehicles, trucks, and buses, and the embodiments of the present application are not limited thereto. The vehicles in the embodiments of the present application may be vehicles with automatic intelligent driving, manned vehicles, or manned vehicles with assisted intelligent driving functions, and the embodiments of the present application are not limited thereto.

[0036] Combine the following Figure 1-6 A vehicle longitudinal speed planning method according to an embodiment of the present application is described. The method provided in the embodiment of the present application can be executed by a vehicle controller or a domain controller, and the following description is made by taking the domain controller as an example of the execution subject.

[0037] Please see Figure 1 , Figure 1 The first embodiment of the present application provides a method for planning the longitudinal speed of a vehicle, including steps S101 to S103: S101, responding to a lane change request from the ego vehicle to change lanes to a target lane, determining whether the time for the ego vehicle to travel at a constant speed at the current speed of the ego vehicle to a right-of-way change point is within a feasible time window for the ego vehicle to reach the right-of-way change point; wherein the right-of-way change point is a trajectory point on the lane change planning trajectory indicating that the ego vehicle enters the target lane, the feasible time window excludes the target estimated time for the target vehicle to pass the right-of-way change point, and the target vehicle is within the perception area of ​​the ego vehicle.

[0038] As an example, the domain controller monitors in real time the lane change request of the vehicle to change lane to the target lane while the vehicle is traveling in the current lane.

[0039] In actual applications, the domain controller can monitor the lane change request of the vehicle to the target lane by detecting the turn signal of the vehicle in real time. For example, when the driver of the vehicle turns the turn signal lever upward, the domain controller will detect the left turn signal on signal and determine that the lane change request of the vehicle to change to the left lane is monitored; when the driver of the vehicle turns the turn signal lever downward, the domain controller will detect the right turn signal on signal and determine that the lane change request of the vehicle to change to the right lane is monitored.

[0040] After monitoring the lane change request from the ego vehicle to the target lane, the domain controller responds to the lane change request from the ego vehicle to the target lane, controls the sensing device provided on the ego vehicle to sense the target vehicle in the sensing area of ​​the ego vehicle, determines the trajectory point on the lane change planning trajectory indicating that the ego vehicle enters the target lane, i.e., the right-of-way change point, determines the target estimated time for the target vehicle to pass the right-of-way change point, excludes the target estimated time for the target vehicle to pass the right-of-way change point, and determines the feasible time window for the ego vehicle to reach the right-of-way change point.

[0041] In actual applications, the domain controller can control the radar device, image acquisition device and other sensing devices installed on the vehicle to collect environmental data around the vehicle. By analyzing the environmental data collected by the sensing device, it can identify the target vehicle in the sensing area of ​​the vehicle and determine information such as the current speed and current position of the target vehicle.

[0042] It should be noted that when the rear axle center point of the ego vehicle crosses the lane line between the current lane and the target lane, the right of way of the ego vehicle is considered to have changed, and the lane number of the ego vehicle is changed from the lane number of the current lane to the lane number of the target lane. However, in actual applications, considering that after the rear axle center point of the ego vehicle crosses the lane line, most of the ego vehicle enters the target lane. In order to predict the safety of the ego vehicle changing lanes at this crossing position in advance, the lane change planning trajectory of the ego vehicle changing lanes to the target lane can be planned with the front axle center point or the body center point of the ego vehicle as the current position of the ego vehicle, and the trajectory point on the lane change planning trajectory indicating that the front axle center point or the body center point of the ego vehicle enters the target lane is used as the right of way change point.

[0043] By making the feasible time window for the ego vehicle to reach the right-of-way change point exclude the target estimated time for the target vehicle to pass the right-of-way change point, it is possible to avoid a collision between the ego vehicle and the target vehicle when they arrive at the right-of-way change point at the same time, thereby ensuring that the ego vehicle can change lanes safely at the right-of-way change point.

[0044] After obtaining the feasible time window for the vehicle to reach the right-of-way change point, the domain controller determines whether the time for the vehicle to travel to the right-of-way change point at a constant speed at its current speed is within the feasible time window for the vehicle to reach the right-of-way change point.

[0045] S102: If yes, control the vehicle to travel at a constant speed according to the current speed of the vehicle to the right-of-way change point.

[0046] As an example, when the domain controller determines that the time for the ego vehicle to travel at a constant speed at its current speed to the right-of-way change point is within the feasible time window for the ego vehicle to arrive at the right-of-way change point, it believes that no target vehicle will arrive at the right-of-way change point at the same time as the ego vehicle and cause a collision. The ego vehicle can still travel at a constant speed at its current speed and can change lanes safely at the right-of-way change point. At this time, the ego vehicle is controlled to travel at a constant speed at its current speed to the right-of-way change point.

[0047] By directly controlling the ego vehicle to travel at a constant speed to the right-of-way change point at the current speed of the ego vehicle when the time for the ego vehicle to travel at a constant speed to the right-of-way change point is within the feasible time window for the ego vehicle to arrive at the right-of-way change point, the lane change speed planning operation can be simplified, which is conducive to improving the efficiency of lane change speed planning.

[0048] S103: If not, then plan the speed change of the vehicle according to the feasible time window to control the vehicle to change speed from the current speed of the vehicle to the road right change point.

[0049] As an example, when the domain controller determines that the time for the vehicle to travel at a constant speed at its current speed to the right-of-way change point is not within the feasible time window for the vehicle to arrive at the right-of-way change point, it believes that a target vehicle may arrive at the right-of-way change point at the same time as the vehicle and collide with it. It is difficult for the vehicle to change lanes safely at the right-of-way change point if it continues to travel at its current speed. At this time, the speed of the vehicle is planned to change according to the feasible time window for the vehicle to arrive at the right-of-way change point, and the vehicle is controlled to change speed from its current speed to the right-of-way change point.

[0050] By planning the speed change of the ego vehicle according to the feasible time window for the ego vehicle to arrive at the right of way change point only when the time when the ego vehicle travels at the current speed of the ego vehicle to the right of way change point is not within the feasible time window for the ego vehicle to arrive at the right of way change point, and controlling the ego vehicle to change speed from the current speed of the ego vehicle to the right of way change point, the ego vehicle can arrive at the right of way change point earlier or later than the target vehicle, ensuring that the ego vehicle can still change lanes safely at the right of way change point.

[0051] The embodiment of the present application determines whether the time for the self-vehicle to travel at a constant speed to the right-of-way change point at the current speed of the self-vehicle is within the feasible time window for the self-vehicle to arrive at the right-of-way change point after the self-vehicle requests to change lanes to the target lane. If so, the self-vehicle is controlled to travel at a constant speed to the right-of-way change point at the current speed of the self-vehicle. Otherwise, the speed change plan of the self-vehicle is performed according to the feasible time window for the self-vehicle to arrive at the right-of-way change point, so as to control the self-vehicle to change speed from the current speed of the self-vehicle to the right-of-way change point. There is no need to set multiple constraints for a large number of calculations, which can effectively reduce the computing power of lane change speed planning, thereby assisting the self-vehicle to change lanes safely as soon as possible.

[0052] In an optional embodiment, before determining whether the time for the vehicle to travel at a constant speed at its current speed to a right-of-way change point is within a feasible time window for the vehicle to reach the right-of-way change point, it also includes: obtaining a lane change planning trajectory for the vehicle to change lanes to a target lane; determining a lane boundary line of the target lane close to the vehicle based on road structure information; and determining the intersection of the lane boundary line and the lane change planning trajectory as the right-of-way change point.

[0053] As an example, after monitoring the lane change request of the ego vehicle to change lanes to the target lane, the domain controller responds to the lane change request of the ego vehicle to change lanes to the target lane, and obtains the lane change planning trajectory and road structure information of the ego vehicle to change lanes to the target lane.

[0054] In actual applications, the domain controller can plan the lane change trajectory of the vehicle to the target lane based on the current position of the vehicle, and can request road structure information from the on-board terminal installed on the vehicle, such as the Internet of Vehicles terminal.

[0055] After obtaining the lane change planning trajectory and road structure information of the ego vehicle, the domain controller determines the lane boundary line of the target lane close to the ego vehicle based on the road structure information, and then determines the intersection point where the lane boundary line intersects with the lane change planning trajectory, and uses the intersection point as the road right change point.

[0056] In practical applications, since the coordinate system of the lane change planning trajectory is the coordinate system of the vehicle, the domain controller can determine the lateral distance between the current position of the vehicle and the lane boundary line after determining the lane boundary line, and find the trajectory point on the lane change planning trajectory whose lateral coordinate value is equal to the lateral distance. This trajectory point is the intersection point.

[0057] It should be noted that the road structure information includes the number of lanes on the road, the lane number of each lane, the lane center line and lane boundary line of each lane, and the positional relationship between each lane.

[0058] For example, a schematic diagram of a car driving on a road is shown in Figure 2 As shown in the figure, the road structure information is three lanes, namely the left lane, the middle lane and the right lane. When the ego vehicle is driving in the middle lane, the domain controller listens to the lane change request of the ego vehicle to change to the left lane, responds to the lane change request of the ego vehicle to change to the left lane, generates the lane change planning trajectory L of the ego vehicle to change to the left lane, determines the lane boundary line of the left lane close to the ego vehicle according to the road structure information, and then determines the lateral distance y1 between the current position of the ego vehicle and the lane boundary line, finds the trajectory point P1(x1,y1) on the lane change planning trajectory where the lateral coordinate value y is equal to the lateral distance y1, and takes the intersection point P1 where the lane boundary line and the lane change planning trajectory intersect as the road right change point.

[0059] The embodiment of the present application obtains the lane change planning trajectory of the ego vehicle changing lanes to the target lane, determines the lane boundary line of the target lane close to the ego vehicle according to the road structure information, and determines the intersection of the lane boundary line and the lane change planning trajectory as the right-of-way change point. The right-of-way change point can be determined quickly and accurately, which is beneficial to further assisting the ego vehicle to change lanes as quickly and safely as possible.

[0060] In an optional embodiment, the number of target vehicles is at least one, and at least one target vehicle is located in the target lane and / or the current lane of the own vehicle; before determining whether the time for the own vehicle to travel at a constant speed at the current speed of the own vehicle to the road right change point is within a feasible time window for the own vehicle to reach the road right change point, it also includes: for each target vehicle among the at least one target vehicle, according to the current speed of the target vehicle and the longitudinal distance between the target vehicle and the road right change point, determining the target estimated time for the target vehicle to pass the road right change point.

[0061] As an example, in an actual scenario, the domain controller responds to a lane change request from the ego vehicle to a target lane, and at least one target vehicle determined to be within the perception area of ​​the ego vehicle may be located in the target lane and / or the current lane of the ego vehicle.

[0062] It should be noted that at least one target vehicle is located in the target lane and / or the current lane of the own vehicle, including the following situations: all target vehicles among at least one target vehicle are located in the target lane; all target vehicles among at least one target vehicle are located in the current lane of the own vehicle; a part of the target vehicles among at least one target vehicle are located in the target lane, and another part of the target vehicles are located in the current lane of the own vehicle.

[0063] When determining that at least one target vehicle is located in the target lane and / or the current lane of the own vehicle, the domain controller determines, for each of the at least one target vehicle, a target estimated time for the target vehicle to pass the right of way change point based on the current speed of the target vehicle and the longitudinal distance between the current position of the target vehicle and the right of way change point.

[0064] In practical applications, the domain controller can first calculate the current speed of the target vehicle. , and the longitudinal distance between the current position of the target vehicle and the right-of-way change point , calculate the estimated time required for the target vehicle to travel from its current position to the right-of-way change point ,in, If the current position of the target vehicle is in front of the right-of-way change point, it means that the target vehicle has passed the right-of-way change point before the ego vehicle requests to change lanes. Take the negative, that is If the current position of the target vehicle is behind the right-of-way change point, it means that the target vehicle will pass the right-of-way change point after the ego vehicle requests to change lanes. Take the negative value; then according to the current time when the vehicle requests to change lanes , and the estimated time required for the target vehicle to travel from its current position to the right-of-way change point , calculate the target estimated time for the target vehicle to pass the road right change point ,in, .

[0065] In order to simplify the processing flow and reduce the computational effort of lane change speed planning, the domain controller can set the current time when the ego vehicle requests a lane change. is the initial moment, such as , first according to the current speed of the target vehicle , and the longitudinal distance between the current position of the target vehicle and the right-of-way change point , calculate the estimated time required for the target vehicle to travel from its current position to the right-of-way change point ,in, ; Then according to the current time when the vehicle requests to change lanes , and the estimated time required for the target vehicle to travel from its current position to the right-of-way change point , calculate the target estimated time for the target vehicle to pass the road right change point ,in, .

[0066] The domain controller can also set the current time when the vehicle requests a lane change is the initial moment, based on the longitudinal distance between the current position of the vehicle and the right-of-way change point , the current speed of the target vehicle , and the longitudinal distance between the current position of the target vehicle and the right-of-way change point Calculate the time difference between the estimated time when the target vehicle passes the right-of-way change point and the estimated time when the self-vehicle arrives at the right-of-way change point ,in, , if the longitudinal distance between the current position of the target vehicle and the right-of-way change point Less than the longitudinal distance between the current position of the vehicle and the right-of-way change point , it means that the target vehicle is expected to arrive at the right-of-way change point earlier than the ego vehicle. If the longitudinal distance between the current position of the target vehicle and the right-of-way change point is negative, Greater than the longitudinal distance between the current position of the vehicle and the right-of-way change point , it means that the target vehicle is expected to arrive at the right-of-way change point later than the ego vehicle. The calculated time difference is taken as the target estimated time for the target vehicle to pass the right of way change point. ,in, .

[0067] By equating the time difference between the estimated time for the target vehicle to pass the right-of-way change point and the estimated time for the ego vehicle to arrive at the right-of-way change point to the target estimated time for the target vehicle to pass the right-of-way change point, the feasible time window for the ego vehicle to arrive at the right-of-way change point can be determined. The risk of a collision between the target vehicle and the ego vehicle can be converted into the time difference between the target vehicle and the ego vehicle to the right-of-way change point. The larger the absolute value of the time difference, the lower the collision risk, which simplifies the vehicle lane change speed planning problem and further assists the ego vehicle to change lanes as quickly and safely as possible.

[0068] For example, a schematic diagram of a car driving on a road is shown in Figure 3As shown in the figure, the road structure information is three lanes, namely the left lane, the middle lane and the right lane. When the ego vehicle is driving in the middle lane, the domain controller listens to the lane change request of the ego vehicle to the left lane, responds to the lane change request of the ego vehicle to the left lane, determines that there is a target vehicle in the perception area of ​​the ego vehicle, and the target vehicle is located in the left lane. The trajectory point P1(x1,y1) on the lane change planning trajectory L is determined as the right-of-way change point. According to the longitudinal distance between the current position of the ego vehicle and the right-of-way change point, the domain controller detects the lane change request of the ego vehicle to the left lane, and determines that the target vehicle is located in the left lane. , the current speed of the target vehicle , and the longitudinal distance between the current position of the target vehicle and the right-of-way change point Calculate the time difference between the estimated time when the target vehicle passes the right-of-way change point and the estimated time when the self-vehicle arrives at the right-of-way change point , since the longitudinal distance between the current position of the target vehicle and the right-of-way change point Less than the longitudinal distance between the current position of the vehicle and the right-of-way change point ,so The calculated time difference is equivalent to the target estimated time for the target vehicle to pass the right of way change point. .

[0069] At this point, the domain controller obtains the target estimated time for at least one target vehicle to pass the right of way change point, excludes the target estimated time for at least one target vehicle to pass the right of way change point, and determines the feasible time window for the ego vehicle to reach the right of way change point.

[0070] For example, assuming that all of at least one target vehicle are located in the target lane, the feasible time windows for the ego vehicle to reach the right-of-way change point are mainly the following: a feasible time window in which the ego vehicle arrives at the right-of-way change point earlier than the target vehicle traveling in front; a feasible time window in which the ego vehicle arrives at the right-of-way change point later than the target vehicle traveling in front and earlier than the target vehicle traveling behind, with no other target vehicles between the two target vehicles; a feasible time window in which the ego vehicle arrives at the right-of-way change point later than the target vehicle traveling at the rear.

[0071] The embodiment of the present application can quickly and accurately determine the target estimated time for the target vehicle to pass the right of way change point by determining, for each of the at least one target vehicle, a current speed of the target vehicle and a longitudinal distance between the target vehicle and the right of way change point when at least one target vehicle is located in the target lane or the current lane of the own vehicle, thereby facilitating further assisting the own vehicle to change lanes safely as quickly as possible.

[0072] In an optional embodiment, the number of target vehicles is at least one, and the at least one target vehicle includes at least one first target vehicle located in the target lane, and a second target vehicle located in the current lane of the own vehicle and closest to the front of the own vehicle; before determining whether the time when the own vehicle travels at a constant speed at the current speed of the own vehicle to the road right change point is within the feasible time window for the own vehicle to arrive at the road right change point, it also includes: determining the target estimated time for at least one target vehicle to pass the road right change point based on the early and late relationship between the first estimated time for at least one first target vehicle to pass the road right change point and the second estimated time for the second target vehicle to pass the road right change point.

[0073] As an example, in an actual scenario, the domain controller responds to a lane change request from the ego vehicle to a target lane, and the at least one target vehicle determined to be within the perception area of ​​the ego vehicle may include at least one first target vehicle located in the target lane, and a second target vehicle located in the current lane of the ego vehicle and closest to the front of the ego vehicle.

[0074] In this scenario, in order to ensure the safety of the vehicle changing lanes at the right-of-way change point, it is required that when the vehicle drives to the right-of-way change point and enters the target lane at the right-of-way change point, the vehicle will neither collide with the second target vehicle nor with each first target vehicle.

[0075] For this reason, when the domain controller determines that at least one target vehicle includes at least one first target vehicle located in the target lane and a second target vehicle located in the current lane of the own vehicle and closest to the front of the own vehicle, for each first target vehicle among the at least one first target vehicle, the domain controller determines the target estimated time for the first target vehicle to pass the right of way change point based on the current speed of the first target vehicle and the longitudinal distance between the current position of the first target vehicle and the right of way change point, and obtains the first estimated time for each first target vehicle among the at least one first target vehicle to pass the right of way change point. Similarly, the domain controller determines the second estimated time for the second target vehicle to pass the right of way change point based on the current speed of the second target vehicle and the longitudinal distance between the current position of the second target vehicle and the right of way change point. Based on the early and late relationship between the first estimated time for each first target vehicle among the at least one first target vehicle to pass the right of way change point and the second estimated time for the second target vehicle to pass the right of way change point, the target estimated time for at least one target vehicle to pass the right of way change point is determined.

[0076] The embodiment of the present application determines the target estimated time for at least one target vehicle to pass the right of way change point according to the early and late relationship between the first estimated time for at least one first target vehicle to pass the right of way change point and the second estimated time for the second target vehicle to pass the right of way change point, when at least one target vehicle includes at least one first target vehicle located in the target lane and the second target vehicle located in the current lane of the own vehicle and closest to the front of the own vehicle. This can take into account the constraints of the at least one first target vehicle and the second target vehicle on the lane changing process of the own vehicle, accurately determine the target estimated time for at least one target vehicle to pass the right of way change point, and is beneficial to further assisting the own vehicle to change lanes safely as soon as possible.

[0077] In an optional embodiment, the target estimated time for at least one target vehicle to pass the right of way change point is determined based on the early and late relationship between a first estimated time for at least one first target vehicle to pass the right of way change point and a second estimated time for a second target vehicle to pass the right of way change point, including: traversing each first target vehicle in the driving order of the at least one first target vehicle, and when the first estimated time for the current first target vehicle to pass the right of way change point is earlier than the second estimated time, using the second estimated time as the first estimated time for the current first target vehicle to pass the right of way change point; when the traversal is completed, determining the first estimated time and the second estimated time for at least one first target vehicle to pass the right of way change point as the target estimated time for at least one target vehicle to pass the right of way change point.

[0078] As an exemplary embodiment, when the domain controller determines that at least one target vehicle includes at least one first target vehicle located in the target lane and a second target vehicle located in the current lane of the own vehicle and closest to the front of the own vehicle, for each first target vehicle among the at least one first target vehicle, based on the current speed of the first target vehicle and the longitudinal distance between the current position of the first target vehicle and the road right change point, the domain controller determines the target estimated time for the first target vehicle to pass the road right change point, and obtains the first estimated time for each first target vehicle among the at least one first target vehicle to pass the road right change point. Similarly, based on the current speed of the second target vehicle and the longitudinal distance between the current position of the second target vehicle and the road right change point, the domain controller determines the second estimated time for the second target vehicle to pass the road right change point. According to the driving order of the at least one first target vehicle, each first target vehicle among the at least one first target vehicle is traversed to determine the first estimated time for the current first target vehicle to pass the road right change point. Whether the estimated time is earlier than the second estimated time of the second target vehicle passing the right of way change point. If so, it means that the current first target vehicle is expected to arrive at the right of way change point earlier than the second target vehicle. If the own vehicle arrives at the right of way change point earlier than the current first target vehicle, it will inevitably collide with the second target vehicle. At this time, the second estimated time of the second target vehicle passing the right of way change point is used as the first estimated time of the current first target vehicle passing the right of way change point; if not, it means that the current first target vehicle is expected to arrive later than the second target vehicle or both arrive at the right of way change point at the same time. If the own vehicle arrives at the right of way change point earlier than the current first target vehicle, it will not necessarily collide with the second target vehicle. At this time, the first estimated time of the current first target vehicle passing the right of way change point is not modified. When the traversal is completed, the first estimated time of at least one first target vehicle passing the right of way change point and the second estimated time of the second target vehicle passing the right of way change point are determined as the target estimated time of at least one target vehicle passing the right of way change point.

[0079] In practical applications, the domain controller may determine the driving order of at least one first target vehicle from driving in the front to driving in the rear according to the current position of each first target vehicle in the at least one first target vehicle.

[0080] For example, a schematic diagram of a car driving on a road is shown in Figure 4As shown, the road structure information is three lanes, namely the left lane, the middle lane and the right lane. When the ego vehicle is driving in the middle lane, the domain controller listens to the lane change request of the ego vehicle to change to the left lane, responds to the lane change request of the ego vehicle to change to the left lane, determines that there are three target vehicles in the perception area of ​​the ego vehicle, namely the first target vehicle 1 located in the left lane and driving in the front, the first target vehicle 2 located in the left lane and driving in the rear, and the second target vehicle located in the middle lane and closest to the front of the ego vehicle, determines the trajectory point P1 (x1, y1) on the lane change planning trajectory L as the road right change point, and determines the first estimated time for the first target vehicle 1 to pass the road right change point ,in, is the current speed of the first target vehicle 1, is the longitudinal distance between the current position of the first target vehicle 1 and the road right change point, and determines the first estimated time for the first target vehicle 2 to pass the road right change point ,in, is the current speed of the first target vehicle 2, is the longitudinal distance between the current position of the first target vehicle 2 and the right-of-way change point, and determines the second estimated time for the second target vehicle to pass the right-of-way change point ,in, is the current speed of the second target vehicle, is the longitudinal distance between the current position of the second target vehicle and the road right change point. According to the driving order of the two first target vehicles, for example, from the first target vehicle 1 to the first target vehicle 2, each of the two first target vehicles is traversed. When the first target vehicle 1 is traversed, the first estimated time of the first target vehicle 1 passing the road right change point is determined. Is it earlier than the second estimated time when the second target vehicle passes the right of way change point? If yes, then the first estimated time for the first target vehicle 1 to pass the right of way change point is The value of is modified to the second estimated time of the second target vehicle passing the right of way change point If not, continue to traverse the next first target vehicle. When traversing to the first target vehicle 2, determine the first estimated time for the first target vehicle 2 to pass the road right change point. Is it earlier than the second estimated time when the second target vehicle passes the right of way change point? If so, the first estimated time for the first target vehicle 2 to pass the right-of-way change point is The value of is modified to the second estimated time of the second target vehicle passing the right of way change point If not, the traversal is terminated. When the traversal is terminated, the first estimated time of the first target vehicle 1 passing the road right change point is determined as the target estimated time of the first target vehicle 1 passing the road right change point, the first estimated time of the first target vehicle 2 passing the road right change point is determined as the target estimated time of the first target vehicle 2 passing the road right change point, and the second estimated time of the second target vehicle passing the road right change point is determined as the target estimated time of the second target vehicle passing the road right change point, thereby obtaining the target estimated times of the three target vehicles passing the road right change points, which are respectively , and .

[0081] In an embodiment of the present application, when at least one target vehicle includes at least one first target vehicle located in a target lane and a second target vehicle located in the current lane of the own vehicle and closest to the front of the own vehicle, each first target vehicle is traversed in order, and when the current first target vehicle arrives at the right-of-way change point earlier than the second target vehicle, the first estimated time for the current first target vehicle to pass the right-of-way change point is modified to the second estimated time for the second target vehicle to pass the right-of-way change point, so that after the traversal is completed, the first estimated time for at least one first target vehicle to pass the right-of-way change point and the second estimated time for the second target vehicle to pass the right-of-way change point are determined as the target estimated time for at least one target vehicle to pass the right-of-way change point, which can ensure that the target estimated time for at least one target vehicle to pass the right-of-way change point is determined completely and accurately, which is conducive to further assisting the own vehicle to change lanes safely as soon as possible.

[0082] In an optional embodiment, before determining whether the time for the ego vehicle to travel at a constant speed at the current speed of the ego vehicle to the road right change point is within a feasible time window for the ego vehicle to reach the road right change point, it also includes: determining the perception time window of the ego vehicle based on the estimated time for the ego vehicle to pass the boundary point of the perception area; wherein the perception time window is the time range for the ego vehicle to travel in the perception area; and dividing the perception time window into multiple feasible time windows based on the target estimated time for the target vehicle to pass the road right change point.

[0083] As an exemplary example, since the perception range of the perception device installed on the ego vehicle is limited, the domain controller can only identify at least one target vehicle within the perception area of ​​the ego vehicle, and determine multiple feasible time windows for the ego vehicle to arrive at the right of way change point based on the target estimated time for at least one target vehicle to pass the right of way change point.

[0084] Considering that the multiple feasible time windows for the ego vehicle to reach the right-of-way change point are determined based on the constraint that there is at least one target vehicle in the perception area, the limit values ​​of the multiple feasible time windows should actually be finite values. In order to limit the limit values ​​of the multiple feasible time windows, the perception area of ​​the ego vehicle can be converted into the perception time window of the ego vehicle, where the perception time window is the time range for the ego vehicle to travel in the perception area.

[0085] The domain controller determines the estimated time when the ego vehicle passes the boundary point of the perception area based on the ego vehicle's perception area.

[0086] In actual applications, the domain controller can sample the boundary of the perception area to obtain multiple boundary points of the perception area, and for each of the multiple boundary points, calculate the estimated time for the vehicle to pass the boundary point based on the preset minimum lane change speed and the longitudinal distance between the current position of the vehicle and the boundary point, thereby obtaining the estimated time for the vehicle to pass multiple boundary points of the perception area.

[0087] After obtaining the estimated time when the ego vehicle passes the boundary point of the perception area, the domain controller uses the earliest estimated time as the lower limit of the perception time window and the latest estimated time as the upper limit of the perception time window according to the estimated time when the ego vehicle passes the boundary point of the perception area, thereby determining the perception time window of the ego vehicle.

[0088] After obtaining the target estimated time for at least one target vehicle to pass the right-of-way change point, the domain controller excludes the target estimated time for at least one target vehicle to pass the right-of-way change point from the perception time window of the ego vehicle, and obtains multiple feasible time windows for the ego vehicle to reach the right-of-way change point.

[0089] The embodiment of the present application determines the perception time window of the ego vehicle based on the estimated time when the ego vehicle passes the boundary point of the perception area, excludes the target estimated time when the target vehicle passes the right-of-way change point from the perception time window, and obtains multiple feasible time windows for the ego vehicle to arrive at the right-of-way change point. The multiple feasible time windows for the ego vehicle to arrive at the right-of-way change point can be accurately determined, which is beneficial to further assisting the ego vehicle to change lanes safely as soon as possible.

[0090] In an optional embodiment, the method of determining the perception time window of the ego vehicle based on the estimated time when the ego vehicle passes the boundary point of the perception area includes: selecting a forward boundary point and a rearward boundary point that are longitudinally opposite to each other in the perception area; determining the estimated time when the ego vehicle passes the forward boundary point based on the minimum lane change speed and the longitudinal distance between the ego vehicle and the forward boundary point; determining the estimated time when the ego vehicle passes the rearward boundary point based on the minimum lane change speed and the longitudinal distance between the ego vehicle and the rearward boundary point; determining the perception time window based on the estimated time when the ego vehicle passes the forward boundary point and the estimated time when the ego vehicle passes the rearward boundary point.

[0091] As an example, in order to quickly determine the perception time window of the ego vehicle and reduce the computing power of the vehicle lane change speed planning, the domain controller selects the longitudinally opposite forward boundary point and rearward boundary point in the perception area of ​​the ego vehicle, and calculates the estimated time for the ego vehicle to pass the forward boundary point based on the preset minimum lane change speed and the longitudinal distance between the current position of the ego vehicle and the forward boundary point. Similarly, the estimated time for the ego vehicle to pass the rearward boundary point is calculated based on the minimum lane change speed and the longitudinal distance between the current position of the ego vehicle and the rearward boundary point.

[0092] In practical applications, the minimum lane change speed may be pre-set according to road speed limit information and the minimum driving speed of the vehicle, wherein the road speed limit information includes the minimum speed limit and the maximum speed limit of the road on which the vehicle is traveling.

[0093] After the domain controller obtains the estimated time when the ego vehicle passes the forward boundary point and the estimated time when the ego vehicle passes the backward boundary point, since the ego vehicle has passed the backward boundary point before the ego vehicle requests to change lanes, the estimated time when the ego vehicle passes the backward boundary point is earlier than the estimated time when the ego vehicle passes the forward boundary point. Therefore, the estimated time when the ego vehicle passes the backward boundary point is used as the lower limit of the perception time window, and the estimated time when the ego vehicle passes the forward boundary point is used as the upper limit of the perception time window, thereby determining the perception time window.

[0094] For example, assuming that the preset minimum lane change speed is 10 km / h, the longitudinal distance between the current position of the vehicle and the front boundary point is 0.18 km, and the longitudinal distance between the current position of the vehicle and the rear boundary point is -0.18 km, then the estimated time for the vehicle to pass the front boundary point is , the estimated time for the vehicle to pass the rear boundary point is , the perception time window is .

[0095] The embodiment of the present application selects a forward boundary point and a rearward boundary point that are longitudinally opposite to each other in the perception area, determines the estimated time when the ego vehicle passes the forward boundary point and the estimated time when the ego vehicle passes the rearward boundary point according to the minimum lane change speed, the longitudinal distance between the ego vehicle and the forward boundary point, and the longitudinal distance between the ego vehicle and the rearward boundary point, and then determines the perception time window. The perception time window of the ego vehicle can be determined quickly and accurately, which is beneficial to further assisting the ego vehicle to change lanes safely as soon as possible.

[0096] In an optional embodiment, the target vehicle includes at least one first target vehicle located in the target lane; the method further includes steps S104 to S107: S104, when the ego vehicle reaches the road right change point, correcting the multiple feasible time windows according to the reaction time of the ego vehicle and the reaction time of at least one first target vehicle to obtain multiple corrected time windows; S105, determining whether the actual time when the vehicle arrives at the road right change point is within a plurality of correction time windows; S106: If yes, control the vehicle to drive to the center line of the target lane according to the lane change planning trajectory; S107: If not, obtain a lane change re-planning trajectory, and control the vehicle to travel to the lane centerline position of the target lane according to the lane change re-planning trajectory.

[0097] As an example, in an actual scenario, the domain controller responds to a lane change request from the ego vehicle to a target lane, and the at least one target vehicle determined to be within the perception area of ​​the ego vehicle may include at least one first target vehicle located in the target lane.

[0098] In this scenario, after the vehicle arrives at the right-of-way change point, the driver of the vehicle usually needs to observe the driving conditions of at least one first target vehicle at this time. The driver of each of the at least one first target vehicle may also perform operations such as changing speeds in response to the vehicle entering the target lane at the right-of-way change point.

[0099] Taking into account that the driver of the own vehicle needs to reserve a certain amount of time to observe the driving conditions of at least one first target vehicle at this time, and if the driver of any of the at least one first target vehicle performs a gear change operation, the driver of the own vehicle also needs to reserve a certain amount of time to deal with this emergency. In order to ensure the safety of the own vehicle entering the target lane at the right of way change point, the reaction time of the own vehicle can be pre-set, as well as the reaction time of each first target vehicle in at least one first target vehicle, to correct multiple feasible time windows for the own vehicle to arrive at the right of way change point.

[0100] When determining that at least one target vehicle includes at least one first target vehicle located in the target lane, the domain controller detects in real time whether the ego vehicle has reached the right-of-way change point, and after detecting that the ego vehicle has reached the right-of-way change point, the domain controller corrects multiple feasible time windows for the ego vehicle to reach the right-of-way change point based on the reaction time of the ego vehicle and the reaction time of at least one first target vehicle, to obtain multiple corrected time windows, wherein the multiple corrected time windows exclude the reaction time of the ego vehicle and the reaction time of at least one first target vehicle.

[0101] After detecting that the vehicle has arrived at the right-of-way change point, the domain controller can also obtain the actual time when the vehicle arrives at the right-of-way change point, and determine whether the actual time when the vehicle arrives at the right-of-way change point is within any of the multiple correction time windows.

[0102] When the actual time when the ego vehicle arrives at the right-of-way change point is within any of the multiple correction time windows, it is considered that after the ego vehicle arrives at the right-of-way change point, at least one first target vehicle will not affect the lane change of the ego vehicle, and the ego vehicle is directly controlled to drive to the lane centerline position of the target lane according to the lane change planning trajectory.

[0103] When the actual time when the ego vehicle arrives at the right-of-way change point is not within each of the multiple correction time windows, it is considered that after the ego vehicle arrives at the right-of-way change point, at least one first target vehicle will affect the lane change of the ego vehicle. At this time, the lane change planning trajectory is replanned, the lane change re-planning trajectory is obtained, and the ego vehicle is controlled to travel to the lane centerline position of the target lane according to the lane change re-planning trajectory.

[0104] The embodiment of the present application corrects multiple feasible time windows according to the reaction time of the self-vehicle and the reaction time of at least one first target vehicle located in the target lane and the self-vehicle arrives at the right-of-way change point, obtains multiple corrected time windows, and directly controls the self-vehicle to travel to the lane centerline position of the target lane according to the lane change planning trajectory when the actual time when the self-vehicle arrives at the right-of-way change point is within the multiple corrected time windows; when the actual time when the self-vehicle arrives at the right-of-way change point is not within the multiple corrected time windows, controls the self-vehicle to travel to the lane centerline position of the target lane according to the acquired lane change re-planning trajectory, which can take into account the constraints of the self-vehicle and at least one first target vehicle on the self-vehicle changing lanes at the right-of-way change point, and adaptively selects the lane change planning trajectory, which is beneficial to further assisting the self-vehicle to change lanes as quickly and safely as possible.

[0105] In an optional embodiment, before correcting multiple feasible time windows according to the reaction time of the own vehicle and the reaction time of at least one first target vehicle to obtain multiple corrected time windows, it also includes: acquiring the driving parameters of the own vehicle and the driving parameters of each first target vehicle among the at least one first target vehicle; determining the reaction time of each first target vehicle according to the driving parameters of the own vehicle and the driving parameters of each first target vehicle; wherein the reaction time of each first target vehicle is used to indicate the reaction time of the driver of each first target vehicle to deal with the situation where the own vehicle changes lanes at the road right change point.

[0106] As an example, in a scenario where at least one target vehicle includes at least one first target vehicle located in a target lane, after the own vehicle arrives at a right of way change point, the drivers of each of the at least one first target vehicle will usually observe the driving conditions of the own vehicle at the right of way change point, and perform operations such as changing speeds in combination with the driving conditions of each first target vehicle.

[0107] Taking this into consideration, the reaction time of each first target vehicle may be set accordingly according to the driving condition of the own vehicle and the driving condition of each first target vehicle.

[0108] When determining that at least one target vehicle includes at least one first target vehicle located in a target lane and that the own vehicle has reached a right of way change point, the domain controller obtains driving parameters of the own vehicle and driving parameters of each of the at least one first target vehicles, and for each of the at least one first target vehicles, determines a reaction time of the first target vehicle based on the driving parameters of the own vehicle and the driving parameters of the first target vehicle, thereby determining a reaction time of at least one first target vehicle, and corrects a plurality of feasible time windows for the own vehicle to reach the right of way change point based on the reaction time of the own vehicle and the reaction time of at least one first target vehicle, thereby obtaining a plurality of corrected time windows.

[0109] The embodiment of the present application can accurately determine the reaction time of each first target vehicle by determining the reaction time of each first target vehicle according to the driving parameters of the own vehicle and the driving parameters of each first target vehicle when at least one target vehicle includes at least one first target vehicle located in the target lane and the own vehicle reaches the right of way change point, which is beneficial to further assisting the own vehicle to change lanes safely as soon as possible.

[0110] In an optional embodiment, the driving parameters of the own vehicle include the driving acceleration and driving speed of the own vehicle, and the driving parameters of each first target vehicle include the driving acceleration and driving speed of each first target vehicle; determining the reaction time of each first target vehicle based on the driving parameters of the own vehicle and the driving parameters of each first target vehicle includes: determining the first reaction time of each first target vehicle based on the relationship between the driving acceleration of the own vehicle and the driving acceleration of each first target vehicle; determining the second reaction time of each first target vehicle based on the speed difference between the driving speed of the own vehicle and the driving speed of each first target vehicle; wherein the second reaction time is positively correlated with the speed difference; determining the reaction time of each first target vehicle includes the first reaction time, the second reaction time and the third reaction time of each first target vehicle; wherein the third reaction time of each first target vehicle is set by the user.

[0111] As an example, considering that in actual applications, driving parameters such as driving acceleration and driving speed effectively reflect the driving conditions of the vehicle, the driving acceleration and driving speed of the own vehicle can be selected as the driving parameters of the own vehicle, and the driving acceleration and driving speed of the first target vehicle can be selected as the driving parameters of the first target vehicle.

[0112] When determining that at least one target vehicle includes at least one first target vehicle located in a target lane and the own vehicle reaches a right of way change point, the domain controller obtains the current driving acceleration and driving speed of the own vehicle, as well as the driving acceleration and driving speed of each first target vehicle in the at least one first target vehicle.

[0113] For each of the at least one first target vehicle, the first reaction time of the first target vehicle is determined according to the magnitude relationship between the driving acceleration of the own vehicle and the driving acceleration of the first target vehicle, thereby determining the first reaction time of at least one first target vehicle.

[0114] In practical applications, a first mapping table may be pre-set, and the first mapping table is used to store mapping relationships between multiple driving acceleration magnitude relationships and multiple first reaction times, so that the domain controller can quickly determine the first reaction time of the first target vehicle by looking up the table.

[0115] For each first target vehicle among at least one first target vehicle, the second reaction time of the first target vehicle is determined according to the speed difference between the driving speed of the own vehicle and the driving speed of the first target vehicle, wherein the second reaction time is positively correlated with the speed difference, that is, the larger the speed difference, the longer the second reaction time, thereby determining the second reaction time of at least one first target vehicle.

[0116] In practical applications, a second mapping table may be pre-set to store mapping relationships between multiple speed differences and multiple second reaction times, so that the domain controller may quickly determine the second reaction time of the first target vehicle by looking up the table.

[0117] And for each first target vehicle among at least one first target vehicle, determining the reaction time of the first target vehicle includes the first reaction time of the first target vehicle, the second reaction time and the third reaction time pre-set by the user for the first target vehicle, thereby determining the reaction time of at least one first target vehicle.

[0118] In practical applications, the value of the third reaction time of the first target vehicle may be 0.

[0119] For example, a schematic diagram of a car driving on a road is shown in Figure 5 As shown, the road structure information is three lanes, namely the left lane, the middle lane and the right lane.

[0120] When the ego vehicle is driving in the middle lane, the domain controller listens to the lane change request of the ego vehicle to change to the left lane, responds to the lane change request of the ego vehicle to change to the left lane, determines that there are two target vehicles in the perception area of ​​the ego vehicle, namely, the first target vehicle 1 located in the left lane and driving in the front, and the first target vehicle 2 located in the left lane and driving in the rear, determines the trajectory point P1(x1,y1) on the lane change planning trajectory L as the right-of-way change point, and determines the target estimated time for the first target vehicle 1 to pass the right-of-way change point as , the target estimated time for the first target vehicle 2 to pass the road right change point is , and determine the perception time window of the ego vehicle as , assuming , then the three feasible time windows for determining the vehicle’s arrival at the right-of-way change point are , and .

[0121] After the domain controller detects that the vehicle has reached the right-of-way change point, it obtains the current driving acceleration of the vehicle. and driving speed , the driving acceleration of the first target vehicle 1 and driving speed , and the driving acceleration of the first target vehicle 2 and driving speed .

[0122] For the first target vehicle 1, determine the driving acceleration of the vehicle The driving acceleration of the first target vehicle 1 The magnitude relationship between the driving accelerations is determined by searching the first reaction time of the first target vehicle 1 corresponding to the magnitude relationship of the driving accelerations from the first mapping table shown in Table 1. .

[0123] Table 1

[0124] It should be noted that in Table 1, for “the vehicle’s driving acceleration "A column of data, "0" means For positive values, the vehicle accelerates; "1" means If it is a negative value, the vehicle will decelerate. "A column of data, "0" means If it is a positive value, the first target vehicle 1 accelerates; "1" means is a negative value, the first target vehicle 1 decelerates. < "A column of data, "0" means ≥ ; "1" means < . For the first target vehicle 1, the first reaction time "A column of data, is a function for taking absolute values, is the preset third adjustment coefficient, such as .

[0125] For the first target vehicle 2, determine the driving acceleration of the vehicle The driving acceleration of the first target vehicle 2 The first reaction time of the first target vehicle 2 corresponding to the driving acceleration magnitude relationship is found from the first mapping table shown in Table 2. .

[0126] Table 2

[0127] It should be noted that in Table 2, for “the driving acceleration of the first target vehicle 2 "A column of data, "0" means is a positive value, the first target vehicle 2 accelerates; "1" means is a negative value, the first target vehicle 2 decelerates. "A column of data, "0" means For positive values, the vehicle accelerates; "1" means If it is a negative value, the vehicle will slow down. < "A column of data, "0" means ≥ ; "1" means < . Regarding the first reaction time of the first target vehicle 2 "A column of data, is a function for taking absolute values, is the fourth adjustment coefficient set in advance, such as .

[0128] For the first target vehicle 1, determine the driving speed of the vehicle The speed of the first target vehicle 1 The speed difference between the two is obtained by searching the second reaction time of the first target vehicle 1 corresponding to the speed difference from the second mapping table shown in Table 3. .

[0129] For the first target vehicle 2, determine the driving speed of the vehicle The speed of the first target vehicle 2 The speed difference between the first and second target vehicles 2 is found from the second mapping table shown in Table 3 to correspond to the speed difference. .

[0130] Table 3

[0131] Assume that the reaction time of the vehicle is , the third reaction time of the first target vehicle 1 is , the third reaction time of the first target vehicle 2 is , then the reaction time of the first target vehicle 1 includes , and , the reaction time of the first target vehicle 2 includes , and .

[0132] The time it takes for the domain controller to get the response from the vehicle , the reaction time of the first target vehicle { , , } and the reaction time of the first target vehicle 2 { , , }, according to the reaction time of the vehicle , the reaction time of the first target vehicle { , , } and the reaction time of the first target vehicle 2 { , , }, the three feasible time windows for the vehicle to reach the right-of-way change point are , and After correction, three correction time windows are obtained, which are , and ,in, , , , .

[0133] The embodiment of the present application determines the first reaction time of each first target vehicle according to the relationship between the driving acceleration of the own vehicle and the driving acceleration of each first target vehicle, and determines the second reaction time of each first target vehicle according to the speed difference between the driving speed of the own vehicle and the driving speed of each first target vehicle when at least one target vehicle includes at least one first target vehicle located in the target lane and the own vehicle reaches the right of way change point. Then, the reaction time of each first target vehicle is determined to include the first reaction time, the second reaction time and the third reaction time set by the user. The driving conditions of the own vehicle and each first target vehicle are considered in many aspects, and the reaction time of each first target vehicle is accurately determined, which is conducive to further assisting the own vehicle to change lanes safely as soon as possible.

[0134] In an optional embodiment, the number of feasible time windows is at least one, each feasible time window is an open interval or a semi-open interval, and each feasible time window corresponds to a feasible speed window; before the speed change planning of the vehicle according to the feasible time window to control the vehicle to change speed from the current speed of the vehicle to the right of way change point, it includes: determining the vehicle's driving speed window according to the road speed limit information; for each feasible time window, determining the current speed of the target vehicle according to the undesirable time limit value of the feasible time window; wherein the time limit value is used to characterize the target estimated time for the target vehicle to pass the right of way change point; determining the speed limit value of the feasible speed window corresponding to the feasible time window in the vehicle's driving speed window according to the current speed of the target vehicle.

[0135] As an example, when the domain controller determines that the time for the vehicle to travel at a constant speed to the right of way change point at its current speed is not within a feasible time window for the vehicle to reach the right of way change point, it obtains road speed limit information and determines the vehicle's driving speed window based on the road speed limit information.

[0136] For example, assume that the road speed limit information includes the minimum speed limit of the road where the vehicle is traveling. and maximum speed limit ,in, < , then the vehicle’s driving speed window is determined as .

[0137] The number of feasible time windows for the ego vehicle to reach the road right change point obtained by the domain controller is at least one. Since each feasible time window in the at least one feasible time window for the ego vehicle to reach the road right change point excludes the target estimated time for the corresponding target vehicle to pass the road right change point, the undesirable time limit value of each feasible time window for the ego vehicle to reach the road right change point is the target estimated time for the corresponding target vehicle to pass the road right change point, and each feasible time window for the ego vehicle to reach the road right change point is an open interval or a semi-open interval.

[0138] And since the feasible time windows for the self-vehicle to arrive at the right-of-way change point are mainly the following: the feasible time window in which the self-vehicle arrives at the right-of-way change point earlier than the front vehicle; the feasible time window in which the self-vehicle arrives at the right-of-way change point later than the front vehicle and earlier than the rear vehicle; the feasible time window in which the self-vehicle arrives at the right-of-way change point later than the rear vehicle, the feasible speed window for the self-vehicle to arrive at the right-of-way change point can also be roughly divided into the following: the self-vehicle speed is less than or equal to the maximum speed limit of the road on which the self-vehicle is traveling, and is greater than the speed of the front vehicle; the self-vehicle speed is less than the speed of the front vehicle and is greater than the speed of the rear vehicle; the self-vehicle speed is less than the speed of the rear vehicle and is greater than or equal to the minimum speed limit of the road on which the self-vehicle is traveling. Therefore, the feasible time window for the self-vehicle to arrive at the right-of-way change point corresponds to a feasible speed window.

[0139] For each feasible time window of the ego vehicle arriving at the road right change point, the domain controller can determine the target vehicle based on the undesirable time limit value of the feasible time window, and then determine the current speed of the target vehicle, and determine the speed limit value of the feasible speed window corresponding to the feasible time window in the ego vehicle's driving speed window based on the current speed of the target vehicle.

[0140] For example, a schematic diagram of a car driving on a road is shown in Figure 5 As shown, the road structure information is three lanes, namely the left lane, the middle lane and the right lane.

[0141] When the ego vehicle is driving in the middle lane, the domain controller listens to the lane change request of the ego vehicle to change to the left lane, responds to the lane change request of the ego vehicle to change to the left lane, determines that there are two target vehicles in the perception area of ​​the ego vehicle, namely, the first target vehicle 1 located in the left lane and driving in the front, and the first target vehicle 2 located in the left lane and driving in the rear, determines the trajectory point P1(x1,y1) on the lane change planning trajectory L as the right-of-way change point, and determines the target estimated time for the first target vehicle 1 to pass the right-of-way change point as , the target estimated time for the first target vehicle 2 to pass the road right change point is , and determine the perception time window of the ego vehicle as , assuming , then the three feasible time windows for determining the vehicle’s arrival at the right-of-way change point are , and , and determine the current speed of the first target vehicle 1 as , the current speed of the first target vehicle 2 is , and determine the vehicle's driving speed window as , assuming , then the feasible speed windows corresponding to these three feasible time windows are , and .

[0142] The embodiment of the present application determines the driving speed window of the own vehicle according to the road speed limit information, determines the current speed of the target vehicle according to the undesirable time limit value of the feasible time window for each feasible time window for the own vehicle to reach the road right change point, and determines the speed limit value of the feasible speed window corresponding to the feasible time window in the driving speed window of the own vehicle according to the current speed of the target vehicle, so as to quickly and accurately determine the feasible speed window corresponding to the feasible time window for the own vehicle to reach the road right change point.

[0143] In an optional embodiment, the method of determining the speed limit value of a feasible speed window corresponding to a feasible time window in the driving speed window of the own vehicle based on the current speed of the target vehicle includes: determining the estimated speed of the target vehicle based on the current speed of the own vehicle, the current speed of the target vehicle, and the longitudinal distance between the own vehicle and the target vehicle; and using the estimated speed of the target vehicle as the speed limit value.

[0144] As an example, considering that the driver of the target vehicle may perform a speed change operation by comprehensively analyzing the current speed of the own vehicle, the current speed of the target vehicle, and the longitudinal distance between the current position of the own vehicle and the current position of the target vehicle when noticing that the own vehicle requests to change lanes, the current speed of the target vehicle may change. The current speed of the target vehicle after the change, i.e., the estimated speed of the target vehicle, can be estimated by combining the current speed of the own vehicle, the current speed of the target vehicle, and the longitudinal distance between the current position of the own vehicle and the current position of the target vehicle.

[0145] For each feasible time window in which the ego vehicle reaches the right-of-way change point, the domain controller determines the current speed of the target vehicle according to the undesirable time limit value of the feasible time window, and determines the estimated speed of the target vehicle in combination with the current speed of the ego vehicle, the current speed of the target vehicle, and the longitudinal distance between the current position of the ego vehicle and the current position of the target vehicle, and uses the estimated speed of the target vehicle as the speed limit value of the feasible speed window corresponding to the feasible time window.

[0146] The embodiment of the present application determines the estimated speed of the target vehicle by combining the current speed of the own vehicle, the current speed of the target vehicle, and the longitudinal distance between the own vehicle and the target vehicle, and uses the estimated speed of the target vehicle as the speed limit value, which can further quickly and accurately determine the feasible speed window corresponding to the feasible time window for the own vehicle to reach the road right change point.

[0147] In an optional embodiment, the method of determining the estimated speed of the target vehicle by combining the current speed of the own vehicle, the current speed of the target vehicle, and the longitudinal distance between the own vehicle and the target vehicle includes: determining the estimated time for the own vehicle to pass the current position of the target vehicle based on the current speed of the own vehicle and the longitudinal distance between the own vehicle and the target vehicle; adjusting the current speed of the target vehicle based on a first adjustment coefficient corresponding to the estimated time for the own vehicle to pass the current position of the target vehicle to obtain the estimated speed of the target vehicle.

[0148] As an example, for each feasible time window in which the ego vehicle arrives at the right-of-way change point, the domain controller determines the current speed of the target vehicle based on the undesirable time limit value of the feasible time window, and determines the estimated time for the ego vehicle to pass the current position of the target vehicle based on the current speed of the ego vehicle and the longitudinal distance between the current position of the ego vehicle and the current position of the target vehicle, adjusts the current speed of the target vehicle based on a first adjustment coefficient corresponding to the estimated time for the ego vehicle to pass the current position of the target vehicle, obtains the estimated speed of the target vehicle, and uses the estimated speed of the target vehicle as the speed limit value of the feasible speed window corresponding to the feasible time window.

[0149] Since the later the estimated time when the self-vehicle passes the current position of the target vehicle, the greater the amplitude allowed to adjust the current speed of the target vehicle, the greater the first adjustment coefficient corresponding to the estimated time when the self-vehicle passes the current position of the target vehicle is also, so the estimated time when the self-vehicle passes the current position of the target vehicle is positively correlated with the corresponding first adjustment coefficient.

[0150] In practical applications, a third mapping table may be pre-set, and the third mapping table is used to store the mapping relationship between multiple estimated times and multiple first adjustment coefficients, so that the domain controller can use a table lookup method to quickly determine the first adjustment coefficient corresponding to the estimated time when the vehicle passes the current position of the target vehicle.

[0151] The domain controller can obtain the current speed of the target vehicle , the current speed of the vehicle , the longitudinal distance between the current position of the vehicle and the current position of the target vehicle Then, according to the current speed of the vehicle , and the longitudinal distance between the current position of the vehicle and the current position of the target vehicle , determine the estimated time for the ego vehicle to pass the target vehicle's current position , find the estimated time for the ego vehicle to pass the current position of the target vehicle from the pre-configured third mapping table The corresponding first adjustment coefficient , according to the first adjustment coefficient found , adjust the current speed of the target vehicle , get the estimated speed of the target vehicle For example, the third mapping table is shown in Table 4.

[0152] Table 4

[0153] The embodiment of the present application determines the estimated time when the own vehicle passes the current position of the target vehicle based on the current speed of the own vehicle and the longitudinal distance between the own vehicle and the target vehicle, and adjusts the current speed of the target vehicle according to a first adjustment coefficient corresponding to the estimated time when the own vehicle passes the current position of the target vehicle to obtain the estimated speed of the target vehicle, thereby ensuring that the estimated speed of the target vehicle is reasonably determined.

[0154] In an optional embodiment, the number of feasible time windows is at least one, and each feasible time window corresponds to a feasible speed window; the speed change planning of the self-vehicle according to the feasible time window to control the self-vehicle to change speed from the current speed of the self-vehicle to the road right change point includes: for each feasible speed window corresponding to the feasible time window, traverse each speed value in the feasible speed window, and determine the driving distance and driving time of the self-vehicle according to the current speed value and the current speed of the self-vehicle; when the driving distance of the self-vehicle is within the driving distance range and the driving time of the self-vehicle is within the feasible time window, determine the current speed value as a feasible solution within the feasible speed window, and end the traversal of the feasible speed window; wherein the driving distance range is determined according to the actual distance between the self-vehicle and the road right change point; when the traversal of at least one feasible speed window is ended, the speed change planning of the self-vehicle speed is performed according to the target feasible solution in the feasible solution within the at least one feasible speed window to control the self-vehicle to change speed from the current speed of the self-vehicle to the road right change point.

[0155] As an example, when the domain controller determines that the time for the vehicle to travel at a constant speed at its current speed to the right-of-way change point is not within the feasible time window for the vehicle to arrive at the right-of-way change point, for each feasible speed window corresponding to each feasible time window for the vehicle to arrive at the right-of-way change point, the domain controller traverses each speed value in the feasible speed window, and determines the driving distance and driving time of the vehicle based on the currently traversed speed value, i.e., the current speed value and the current speed of the vehicle.

[0156] In practical applications, a black box test program can be written in advance according to the motion planning algorithm based on the third-order integrator model (JLT algorithm for short). The black box test program can simulate the driving process of the ego vehicle smoothly changing from the initial state speed of the ego vehicle to the final state speed according to the preset acceleration a and jerk, so that the domain controller can input the current speed of the ego vehicle as the initial state speed of the ego vehicle and the current speed value as the final state speed of the ego vehicle into the black box test program. By running the black box test program, the driving distance and driving time of the ego vehicle in the driving process of changing from the current speed of the ego vehicle to the current speed value can be estimated.

[0157] After determining the driving distance and driving time of the vehicle, the domain controller determines whether the driving distance of the vehicle is within a preset driving distance range, and whether the driving time of the vehicle is within a feasible time window for the vehicle to reach the right-of-way change point, wherein the driving distance range is determined based on the actual distance between the current position of the vehicle and the right-of-way change point.

[0158] It should be noted that the actual distance between the current position of the vehicle and the right-of-way change point refers to the distance represented by the trajectory segment from the current position of the vehicle to the right-of-way change point on the lane change planning trajectory.

[0159] When the domain controller determines that the driving distance of the vehicle is not within the driving distance range, or the driving time of the vehicle is not within the feasible time window for the vehicle to reach the road right change point, the domain controller continues to traverse the next speed value within the feasible speed window; when it determines that the driving distance of the vehicle is within the driving distance range and the driving time of the vehicle is within the feasible time window for the vehicle to reach the road right change point, the current speed value is determined as a feasible solution within the feasible speed window, and the traversal of the feasible speed window ends.

[0160] It is understandable that after traversing the feasible speed windows corresponding to each feasible time window for the vehicle to reach the road right change point, the domain controller may determine that there is no feasible solution within the feasible speed window, or may determine that there is a feasible solution within the feasible speed window.

[0161] When the domain controller completes traversing the feasible speed windows corresponding to at least one feasible time window for the ego vehicle to reach the right-of-way change point, it selects one of the feasible solutions within these feasible speed windows as a target feasible solution, and plans the speed change of the ego vehicle according to the selected target feasible solution to control the ego vehicle to change speed from the current speed of the ego vehicle to the right-of-way change point.

[0162] The embodiment of the present application searches for speed values ​​that can make the driving distance and driving time of the self-vehicle change speed meet corresponding conditions in each feasible speed window in at least one feasible speed window, uses at most one speed value found as a feasible solution in each feasible speed window, and controls the self-vehicle to change speed from the current speed of the self-vehicle to the road right change point according to the target feasible solution in the feasible solutions in at least one feasible speed window. It can still seek a feasible solution for speed change planning after uniform speed planning is not feasible, thereby better realizing the goal of assisting the self-vehicle to change lanes as quickly and safely as possible.

[0163] In an optional embodiment, before traversing each speed value in the feasible speed window and determining the driving distance and driving time of the vehicle according to the current speed value and the current speed of the vehicle, the method further includes: determining the driving distance limit value of the vehicle according to the speed limit value of the feasible speed window and the current speed of the vehicle; determining a second adjustment coefficient according to the relationship between the speed limit value and the current speed of the vehicle and the relationship between the actual distance and the driving distance limit value; and adjusting the speed limit value according to the second adjustment coefficient to update the feasible speed window.

[0164] As an example, considering that the domain controller may determine that there is no feasible solution within the feasible speed window after traversing the feasible speed window corresponding to each feasible time window for the vehicle to reach the road right change point, in order to find a feasible solution within the feasible speed window as much as possible, the domain controller may be allowed to fine-tune the speed limit value of the feasible speed window.

[0165] When the domain controller determines that the time for the ego vehicle to travel at a constant speed at its current speed to the right-of-way change point is not within the feasible time window for the ego vehicle to arrive at the right-of-way change point, the domain controller determines the driving distance limit value of the ego vehicle based on the speed limit value of the feasible speed window and the current speed of the ego vehicle for each feasible time window corresponding to the ego vehicle to arrive at the right-of-way change point.

[0166] In practical applications, the domain controller can input the current speed of the vehicle as the initial speed of the vehicle and the speed limit value of the feasible speed window as the final speed of the vehicle into the black box test program. By running the black box test program, the driving distance limit value of the vehicle is estimated during the driving process when the vehicle changes from the current speed of the vehicle to the speed limit value of the feasible speed window.

[0167] It should be noted that the speed limit value of the feasible speed window Can be the minimum speed limit of the feasible speed window , or the maximum speed limit of the feasible speed window .

[0168] After determining the driving distance limit of the vehicle, the domain controller can determine the relationship between the speed limit of the feasible speed window and the current speed of the vehicle, as well as the relationship between the actual distance between the current position of the vehicle and the right of way change point and the driving distance limit, and determine the second adjustment coefficient based on these two relationships.

[0169] In practical applications, a fourth mapping table may be pre-set to store mapping relationships between multiple speed relationships, multiple distance relationships, and multiple second adjustment coefficients, so that the domain controller can quickly determine the second adjustment coefficient by looking up the table.

[0170] After determining the second adjustment coefficient, the domain controller adjusts the speed limit value of the feasible speed window according to the second adjustment coefficient to update the feasible speed window, and searches for a feasible solution within the updated feasible speed window.

[0171] For example, according to the second adjustment factor Adjust the speed limit of this feasible speed window , get the adjusted speed limit value .

[0172] The embodiment of the present application determines a second adjustment coefficient based on the relationship between the speed limit value of the feasible speed window and the current speed of the vehicle, and the relationship between the actual distance and the driving distance limit value reached by the vehicle when the current speed of the vehicle changes to the speed limit value, adjusts the speed limit value based on the second adjustment coefficient, and then searches for a feasible solution within the updated feasible speed window. This can reasonably expand the range of feasible solutions for the speed change plan, thereby better assisting the vehicle in changing lanes as quickly and safely as possible.

[0173] In an optional embodiment, before traversing each speed value in the feasible speed window and determining the driving distance and driving time of the own vehicle according to the current speed value and the current speed of the own vehicle, it also includes: determining the driving distance limit value of the own vehicle according to the speed limit value of the feasible speed window and the current speed of the own vehicle; determining the traversal direction of the feasible speed window according to the size relationship between the speed limit value and the current speed of the own vehicle, and the size relationship between the actual distance and the driving distance limit value, so as to traverse each speed value in the feasible speed window according to the traversal direction using the binary search method.

[0174] As an example, when the domain controller determines that the time for the vehicle to travel at a constant speed at its current speed to reach the right-of-way change point is not within the feasible time window for the vehicle to arrive at the right-of-way change point, the domain controller determines the driving distance limit value of the vehicle based on the speed limit value of the feasible speed window and the current speed of the vehicle for each feasible time window corresponding to the vehicle to reach the right-of-way change point.

[0175] After determining the driving distance limit of the vehicle, the domain controller can determine the size relationship between the speed limit of the feasible speed window and the current speed of the vehicle, as well as the size relationship between the actual distance between the current position of the vehicle and the road right change point and the driving distance limit. Based on these two size relationships, the traversal direction of the feasible speed window is determined.

[0176] In practical applications, a fifth mapping table may be pre-set to store mapping relationships among multiple speed relationships, multiple distance relationships, and multiple traversal directions, so that the domain controller can quickly determine the traversal direction of the feasible speed window by looking up the table.

[0177] After determining the traversal direction of the feasible speed window, the domain controller uses the binary search method to traverse each speed value in the feasible speed window according to the traversal direction, and determines the driving distance and driving time of the vehicle according to the currently traversed speed value, that is, the current speed value and the current speed of the vehicle. When the driving distance of the vehicle is within the driving distance range and the driving time of the vehicle is within the feasible time window for the vehicle to reach the road right change point, the current speed value is determined as a feasible solution within the feasible speed window, and the traversal of the feasible speed window is terminated.

[0178] For example, the domain controller determines the feasible speed window corresponding to each feasible time window of the vehicle reaching the right-of-way change point according to the speed limit value of the feasible speed window. and the current speed of the vehicle , determine the driving distance limit of the vehicle , according to the speed limit value of the feasible speed window The current speed of the vehicle The size relationship between the two, as well as the actual distance between the current position of the vehicle and the right-of-way change point , and driving distance limit The size relationship between them is determined by searching in the fifth mapping table shown in Table 5 to determine the traversal direction of the feasible speed window.

[0179] Table 5

[0180] Assuming that the feasible speed window The traversal direction is "speed decreasing direction, and the minimum speed limit value Updated to (at this time )”, the domain controller uses the binary method to determine the traversal starting point of the feasible speed window as , according to arrive The speed is decreasing in the direction of traversal. For each speed value in the traversal, the travel distance and travel time of the vehicle are determined according to the currently traversed speed value, that is, the current speed value and the current speed of the vehicle. When the travel distance of the vehicle is within the travel distance range and the travel time of the vehicle is within the feasible time window for the vehicle to reach the road right change point, the current speed value is determined as a feasible solution within the feasible speed window, and the traversal of the feasible speed window is ended.

[0181] The embodiment of the present application determines the traversal direction of the feasible speed window according to the size relationship between the speed limit value of the feasible speed window and the current speed of the own vehicle, and the size relationship between the actual distance and the driving distance limit value reached by the own vehicle from the current speed of the own vehicle to the speed limit value, and then traverses the feasible speed window using the binary search method according to the traversal direction, so as to quickly find a feasible solution for the speed change plan, thereby better assisting the own vehicle to change lanes as quickly and safely as possible.

[0182] In an optional embodiment, before planning the speed change of the vehicle according to the target feasible solution among the feasible solutions within at least one feasible speed window to control the vehicle to change speed from the current speed of the vehicle to the road right change point, it also includes: when the number of feasible solutions is at least two, determining the driving cost index value corresponding to each feasible solution; wherein the driving cost index value is positively correlated with the speed change and the lane change duration, and negatively correlated with the acceleration change; and determining the feasible solution with the smallest driving cost index value among each feasible solution as the target feasible solution.

[0183] As an example, when the domain controller completes traversing the feasible speed window corresponding to at least one feasible time window for the vehicle to reach the road right change point, it counts the number of feasible solutions within these feasible speed windows. If the number of feasible solutions is at least two, it evaluates the driving cost index of each feasible solution and determines the driving cost index value corresponding to each feasible solution, wherein the driving cost index value is positively correlated with the speed change and the lane change duration, and negatively correlated with the acceleration change.

[0184] In practical applications, in order to better assist the vehicle to change lanes as quickly and safely as possible, it is best to control the vehicle to complete the lane change as quickly as possible with little speed change. Therefore, a driving cost index evaluation model can be established in advance based on the speed change, lane change duration, and acceleration change to evaluate the driving cost index of each feasible solution. For example, the driving cost index evaluation model is shown in formula (1): (1); In formula (1), is the driving cost index value corresponding to the speed change, , is the current speed of the vehicle, is a feasible solution, is a function for taking absolute values, is the preset fifth adjustment coefficient, such as ; is the driving cost index value corresponding to the lane change duration, , represents the lane change duration from the time when the vehicle requests a lane change to the time when the vehicle arrives at the right-of-way change point, According to the current speed of the vehicle , and the actual distance between the current position of the vehicle and the right-of-way change point , searching for the determined sixth adjustment coefficient from a preset sixth mapping table, for example, the sixth mapping table is shown in Table 6; is the driving cost index value corresponding to the acceleration change, It is based on the longitudinal distance between the current position of the vehicle and the current position of the target vehicle. , and the current speed of the vehicle , search and determine from the preset seventh mapping table, for example, the seventh mapping table is shown in Table 7.

[0185] Table 6

[0186] Table 7

[0187] After determining the driving cost index values ​​corresponding to each feasible solution, the domain controller determines the feasible solution with the smallest driving cost index value among all feasible solutions as the target feasible solution. According to the selected target feasible solution, the speed change plan of the vehicle is performed to control the vehicle to change speed from the current speed of the vehicle to the road right change point.

[0188] The embodiment of the present application determines the driving cost index value corresponding to each feasible solution when the number of feasible solutions within at least one feasible speed window is at least two, and determines the feasible solution with the smallest driving cost index value among all feasible solutions as the target feasible solution. The feasible solution with the smallest driving cost can be selected for speed change planning, thereby better assisting the vehicle to change lanes as quickly and safely as possible.

[0189] In an optional embodiment, the control of changing the speed of the vehicle from the current speed of the vehicle to the right of way change point includes: generating a speed change spectrum; wherein the speed change spectrum includes multiple time points, and the speed at each of the multiple time points; controlling the vehicle to change the speed from the current speed of the vehicle to the right of way change point according to the speed change spectrum.

[0190] As an example, according to actual application requirements, multiple time points are preset, for example, a time point is taken every 0.02 seconds starting from the time when the vehicle requests to change lanes.

[0191] After determining the target feasible solution, the domain controller can retrieve the running results of the previous black box test program on the target feasible solution, determine the speed of each of the multiple time points according to the running results, generate a speed change spectrum according to the multiple time points and the speed of each of the multiple time points, and control the vehicle to change speed from the current speed of the vehicle to the road right change point according to the speed change spectrum.

[0192] It can be understood that the speed spectrum is equivalent to a graph showing the change in vehicle speed over time.

[0193] The embodiment of the present application generates a speed spectrum including multiple time points and the speeds at each of the multiple time points, and controls the vehicle to change speed from the current speed of the vehicle to the right of way change point according to the speed spectrum, thereby ensuring precise control of the lane change speed of the vehicle.

[0194] In an optional embodiment, the method further includes steps S108-S109: S108, in the case where the speed change planning of the vehicle fails, determining the next right of way change point in the direction of travel of the vehicle; wherein the distance between the next right of way change point and the right of way change point is determined according to the current speed of the vehicle and the interval time; S109. When the longitudinal distance between the vehicle and the next right of way change point is less than or equal to the longitudinal distance threshold, re-determine whether the time for the vehicle to travel at a constant speed to the next right of way change point at the current speed of the vehicle is within the feasible time window for the vehicle to reach the next right of way change point, until the lane change end condition is met.

[0195] As an example, considering that there may be no feasible solution within at least one feasible speed window, if there is no feasible solution within all feasible speed windows, the domain controller cannot plan the speed change of the vehicle. In order to reduce the failure rate of the vehicle's lane change request, it is possible to try to continue to select the next right of way change point in the direction of the vehicle's travel, and plan the lane change speed again for the next right of way change point.

[0196] When the domain controller fails to plan the speed change of the vehicle, it determines the distance between the next right of way change point and the right of way change point according to the current speed of the vehicle and the preset interval time, such as 2s, and thus determines the next right of way change point in the driving direction of the vehicle.

[0197] Considering that if the speed change planning of the ego vehicle fails for multiple consecutive times, if the next right of way change point is determined based on the forward iteration of the right of way change point, the response speed to the lane change request of the ego vehicle will be too slow, the longitudinal distance between the ego vehicle and the next right of way change point can be limited.

[0198] After determining the next right of way change point, the domain controller determines whether the longitudinal distance between the current position of the vehicle and the next right of way change point is less than or equal to a preset longitudinal distance threshold, and if the longitudinal distance between the current position of the vehicle and the next right of way change point is less than or equal to the longitudinal distance threshold, re-determines whether the time for the vehicle to travel at a constant speed at the current speed of the vehicle to the next right of way change point is within a feasible time window for the vehicle to arrive at the next right of way change point, until the lane change termination condition is met, wherein the lane change termination condition includes: the time for the vehicle to travel at a constant speed at the current speed of the vehicle to the next right of way change point is within the feasible time window for the vehicle to arrive at the next right of way change point, the lane change speed planning for the next right of way change point is successful, and the longitudinal distance between the current position of the vehicle and the next right of way change point is greater than the longitudinal distance threshold.

[0199] For example, a schematic diagram of a car driving on a road is shown in Figure 6 As shown in the figure, the road structure information is three lanes, namely the left lane, the middle lane and the right lane. When the ego vehicle is driving in the middle lane, the domain controller listens to the lane change request of the ego vehicle to change to the left lane, responds to the lane change request of the ego vehicle to change to the left lane, and performs lane change speed planning for the right of way change point P1 (x1, y1). If the lane change speed planning for the right of way change point P1 fails, the domain controller calculates the lane change speed according to the current speed of the ego vehicle. and preset interval duration , determine the current speed of the vehicle Continue driving in your vehicle's current lane Driving distance , and along the driving direction of the vehicle, accumulate the driving distance forward to the right-of-way change point, and determine the next right-of-way change point as P2(x2,y2), where .

[0200] When the domain controller determines the next right of way change point P2 and the longitudinal distance between the current position of the vehicle and the next right of way change point P2 is less than or equal to the preset longitudinal distance threshold, the domain controller interpolates the lane change planning trajectory to determine the estimated time for the vehicle to cross the lane centerline of the current lane of the vehicle. , determine the time the vehicle continues to travel in its current lane , is the time from the time when the ego vehicle requests a lane change to the time when the ego vehicle reaches the next right of way change point, and the distance that the ego vehicle continues to travel in the current lane of the ego vehicle is .

[0201] The embodiment of the present application determines the next right of way change point in the driving direction of the own vehicle according to the current speed of the own vehicle and the interval time when the speed change planning of the own vehicle fails, and re-determines whether the time for the own vehicle to travel at a constant speed of the current speed of the own vehicle to the next right of way change point is within the feasible time window for the own vehicle to reach the next right of way change point when the longitudinal distance between the own vehicle and the next right of way change point is less than or equal to the longitudinal distance threshold, until the lane change end condition is met. This can improve the success rate of the own vehicle's single lane change request, thereby better assisting the own vehicle to change lanes as quickly and safely as possible.

[0202] Please see Figure 7 , Figure 7 A schematic diagram of the structure of a vehicle lane change speed planning device provided for the second embodiment of the present application. The second embodiment of the present application provides a vehicle lane change speed planning device, including: a lane change response module 201, which is used to respond to a lane change request from the vehicle to change lanes to a target lane, and determine whether the time for the vehicle to travel at a uniform speed to a right of way change point at the current speed of the vehicle is within a feasible time window for the vehicle to reach the right of way change point; wherein the right of way change point is a trajectory point on the lane change planning trajectory indicating that the vehicle enters the target lane, and the feasible time window excludes the target estimated time for the target vehicle to pass the right of way change point, and the target vehicle is within the perception area of ​​the vehicle; a uniform speed planning module 202, which is used to control the vehicle to travel at a uniform speed to the right of way change point according to the current speed of the vehicle if yes; and a speed change planning module 203, which is used to plan the speed of the vehicle according to the feasible time window if no, so as to control the vehicle to change speed from the current speed of the vehicle to the right of way change point.

[0203] The implementation process of the functions and effects of each module in the above-mentioned device is specifically described in the implementation process of the corresponding steps in the above-mentioned method, which will not be repeated here.

[0204] Please see Figure 8 , Figure 8 The third embodiment of the present application provides an electronic device 30, comprising a processor 301, a memory 302, and a computer program stored in the memory 302 and configured to be executed by the processor 301; when the processor 301 executes the computer program, the method described in the first embodiment of the present application is implemented and the same beneficial effects can be achieved.

[0205] The processor 301 may implement the method described in the first embodiment of the present application when reading the computer program from the memory 302 via the bus 303 and executing the computer program.

[0206] Processor 301 can process digital signals and can include various computing structures, such as complex instruction set computer structure, reduced instruction set computer structure, or a structure that implements a combination of multiple instruction sets. In some examples, processor 301 can be a microprocessor.

[0207] The memory 302 may be used to store instructions executed by the processor 301 or data related to the execution of instructions. These instructions and / or data may include codes for implementing some functions or all functions of one or more modules described in the embodiments of the present application. The processor 301 of this embodiment may be used to execute instructions in the memory 302 to implement the method described in the first embodiment of the present application. The memory 302 includes a dynamic random access memory, a static random access memory, a flash memory, an optical memory, or other memory known to those skilled in the art.

[0208] The fourth embodiment of the present application provides a vehicle, including the electronic device described in the third embodiment of the present application, and can achieve the same beneficial effects as the third embodiment.

[0209] The fifth embodiment of the present application provides a computer program product, which includes instructions. When the instructions are executed by a computer, the computer implements the method described in the first embodiment of the present application and can achieve the same beneficial effects.

[0210] The method described in the first embodiment of the present application can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer programs or instructions. When the computer program or instruction is loaded and executed on a computer, the process or function described in each embodiment of the present application is executed in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, a network device, a user device, a core network device, an OAM (Open Application Model) or other programmable device.

[0211] The computer program or instructions may be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium, for example, the computer program or instructions may be transmitted from one website, computer, server or data center to another website, computer, server or data center by wired or wireless means. The computer-readable storage medium may be any available medium that can be accessed by a computer or a data storage device such as a server or data center that integrates one or more available media. The available medium may be a magnetic medium, such as a floppy disk, a hard disk, or a magnetic tape; it may also be an optical medium, such as a digital video disk; it may also be a semiconductor medium, such as a solid-state drive. The computer-readable storage medium may be a volatile or non-volatile storage medium, or may include both volatile and non-volatile types of storage media.

[0212] The sixth embodiment of the present application provides a computer-readable storage medium, which includes a stored computer program; wherein, when the computer program is running, the device where the computer-readable storage medium is located is controlled to execute the method described in the first embodiment of the present application, and can achieve the same beneficial effects as the method described in the first embodiment of the present application.

[0213] In summary, the embodiments of the present application provide a vehicle lane change speed planning method, device, vehicle and program product, the vehicle longitudinal speed planning method comprising: responding to a lane change request of a self-vehicle to change lanes to a target lane, determining whether the time for the self-vehicle to travel at a constant speed at the current speed of the self-vehicle to a road right change point is within a feasible time window for the self-vehicle to reach the road right change point; wherein the road right change point is a trajectory point on the lane change planning trajectory indicating that the self-vehicle enters the target lane, the feasible time window excludes the target estimated time for the target vehicle to pass the road right change point, and the target vehicle is within the perception area of ​​the self-vehicle; if so, the self-vehicle is controlled to travel at a constant speed according to the current speed of the self-vehicle to the road right change point; if not, the speed of the self-vehicle is planned to change speed according to the feasible time window to control the self-vehicle to change speed from the current speed of the self-vehicle to the road right change point. The embodiment of the present application determines whether the time for the self-vehicle to travel at a constant speed to the right-of-way change point at the current speed of the self-vehicle is within the feasible time window for the self-vehicle to arrive at the right-of-way change point after the self-vehicle requests to change lanes to the target lane. If so, the self-vehicle is controlled to travel at a constant speed to the right-of-way change point at the current speed of the self-vehicle. Otherwise, the speed change plan of the self-vehicle is performed according to the feasible time window for the self-vehicle to arrive at the right-of-way change point, so as to control the self-vehicle to change speed from the current speed of the self-vehicle to the right-of-way change point. There is no need to set multiple constraints for a large number of calculations, which can effectively reduce the computing power of lane change speed planning, thereby assisting the self-vehicle to change lanes safely as soon as possible.

[0214] The above embodiments are only described as examples. The various embodiments of the present application can be combined or nested with each other, and the present application is not limited to this.

[0215] In several embodiments provided in the present application, it should be understood that the disclosed devices and methods can also be implemented in other ways. The device embodiments described above are merely schematic. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architecture, functions and operations of the devices, methods and computer program products according to multiple embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of a code, and the module, a program segment or a part of a code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flowchart, and the combination of boxes in the block diagram and / or flowchart can be implemented with a dedicated hardware-based system that performs a specified function or action, or can be implemented with a combination of dedicated hardware and computer instructions.

[0216] In addition, the functional modules in the various embodiments of the present application may be integrated together to form an independent part, or each module may exist separately, or two or more modules may be integrated to form an independent part.

[0217] If the function is implemented in the form of a software function module 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 application can be essentially or partly embodied in the form of a software product that contributes to the prior art. The computer software product is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, and other media that can store program codes.

[0218] The above description is only an embodiment of the present application and is not intended to limit the scope of protection of the present application. For those skilled in the art, the present application may have various changes and variations. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application should be included in the scope of protection of the present application. It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings.

[0219] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0220] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

Claims

1. A vehicle lane change speed planning method, characterized in that: include: In response to a lane change request from the ego vehicle to change lanes to a target lane, determining whether the time for the ego vehicle to travel at a constant speed at the current speed of the ego vehicle to a right-of-way change point is within a feasible time window for the ego vehicle to reach the right-of-way change point; wherein the right-of-way change point is a trajectory point on the lane change planning trajectory indicating that the ego vehicle enters the target lane, the feasible time window excludes a target estimated time for a target vehicle to pass the right-of-way change point, and the target vehicle is within a perception area of ​​the ego vehicle; If yes, control the vehicle to travel at a constant speed according to the current speed of the vehicle to the right-of-way change point; If not, a speed change plan is performed on the speed of the vehicle according to the feasible time window to control the vehicle to change speed from the current speed of the vehicle to the right-of-way change point.

2. The method according to claim 1, characterized in that: The number of the feasible time windows is at least one, each of the feasible time windows is an open interval or a semi-open interval, and each of the feasible time windows corresponds to a feasible speed window; Before the speed change planning of the vehicle is performed according to the feasible time window to control the vehicle to change speed from the current speed of the vehicle to the right-of-way change point, the method includes: Determining a travel speed window of the vehicle according to road speed limit information; For each of the feasible time windows, determining the current speed of the target vehicle according to an undesirable time limit value of the feasible time window; wherein the time limit value is used to characterize the target estimated time for the target vehicle to pass the road right change point; According to the current speed of the target vehicle, a speed limit value of a feasible speed window corresponding to the feasible time window in the driving speed window of the own vehicle is determined.

3. The method according to claim 2, characterized in that The determining, according to the current speed of the target vehicle, a speed limit value of a feasible speed window corresponding to the feasible time window in the driving speed window of the vehicle comprises: Determining an estimated speed of the target vehicle based on a current speed of the ego vehicle, a current speed of the target vehicle, and a longitudinal distance between the ego vehicle and the target vehicle; An estimated speed of the target vehicle is used as the speed limit value.

4. The method according to claim 3, characterized in that Determining the estimated speed of the target vehicle by combining the current speed of the vehicle, the current speed of the target vehicle, and the longitudinal distance between the vehicle and the target vehicle includes: Determining an estimated time for the ego vehicle to pass the current position of the target vehicle based on the current speed of the ego vehicle and the longitudinal distance between the ego vehicle and the target vehicle; The current speed of the target vehicle is adjusted according to a first adjustment coefficient corresponding to the estimated time for the ego vehicle to pass the current position of the target vehicle to obtain an estimated speed of the target vehicle.

5. The method according to claim 1, characterized in that The number of the feasible time windows is at least one, and each of the feasible time windows corresponds to a feasible speed window; The speed change planning of the vehicle according to the feasible time window to control the vehicle to change speed from the current speed of the vehicle to the right-of-way change point includes: For each feasible speed window corresponding to the feasible time window, traverse each speed value in the feasible speed window, and determine the travel distance and travel time of the vehicle according to the current speed value and the current speed of the vehicle; When the travel distance of the vehicle is within the travel distance range and the travel time of the vehicle is within the feasible time window, the current speed value is determined as a feasible solution within the feasible speed window, and the traversal of the feasible speed window is terminated; wherein the travel distance range is determined according to the actual distance between the vehicle and the road right change point; When traversing at least one of the feasible speed windows is completed, a speed change plan is performed on the speed of the self-vehicle according to a target feasible solution among the feasible solutions within at least one of the feasible speed windows, so as to control the self-vehicle to change speed from the current speed of the self-vehicle to the road right change point.

6. The method according to claim 5, characterized in that Before traversing each speed value in the feasible speed window and determining the travel distance and travel time of the vehicle according to the current speed value and the current speed of the vehicle, the method further includes: Determining a driving distance limit value of the vehicle according to the speed limit value of the feasible speed window and the current speed of the vehicle; Determining a second adjustment coefficient according to a magnitude relationship between the speed limit value and the current speed of the vehicle, and a magnitude relationship between the actual distance and the driving distance limit value; The speed limit value is adjusted according to the second adjustment coefficient to update the feasible speed window.

7. The method according to claim 5, characterized in that Before traversing each speed value in the feasible speed window and determining the travel distance and travel time of the vehicle according to the current speed value and the current speed of the vehicle, the method further includes: Determining a driving distance limit value of the vehicle according to the speed limit value of the feasible speed window and the current speed of the vehicle; According to the magnitude relationship between the speed limit value and the current speed of the vehicle, and the magnitude relationship between the actual distance and the driving distance limit value, the traversal direction of the feasible speed window is determined, so as to traverse each speed value in the feasible speed window according to the traversal direction using a binary search method.

8. The method according to claim 5, characterized in that Before performing speed change planning on the speed of the vehicle according to the target feasible solution in the feasible solutions within at least one of the feasible speed windows to control the vehicle to change speed from the current speed of the vehicle to the right-of-way change point, the method further includes: When the number of the feasible solutions is at least two, determining a driving cost index value corresponding to each of the feasible solutions; wherein the driving cost index value is positively correlated with a speed change and a lane change duration, and negatively correlated with an acceleration change; The feasible solution with the smallest driving cost index value among the feasible solutions is determined as the target feasible solution.

9. The method according to claim 5, characterized in that The controlling the vehicle to change speed from the current speed of the vehicle to the right-of-way change point includes: Generate a speed spectrum; wherein the speed spectrum includes a plurality of time points and the speed at each of the plurality of time points; The vehicle is controlled to change speed from the current speed of the vehicle to the right-of-way change point according to the speed change spectrum.

10. The method according to any one of claims 1 to 9, characterized in that: The method further comprises: In the case where the speed change planning of the vehicle fails, determining a next right of way change point in the direction of travel of the vehicle; wherein the distance between the next right of way change point and the right of way change point is determined according to the current speed of the vehicle and the interval time; When the longitudinal distance between the vehicle and the next right of way change point is less than or equal to the longitudinal distance threshold, it is re-determined whether the time for the vehicle to travel at a constant speed to the next right of way change point at the current speed of the vehicle is within the feasible time window for the vehicle to reach the next right of way change point, until the lane change end condition is met.

11. An electronic device, characterized in that: The method comprises a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor; when the processor executes the computer program, the method according to any one of claims 1 to 10 is implemented.

12. A vehicle, characterized in that: Comprising the electronic device according to claim 11.

13. A computer program product, characterized in that The computer program product comprises instructions which, when executed by a computer, cause the computer to implement the method according to any one of claims 1 to 10.

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