Vehicle lane changing control method and device, electronic equipment and readable storage medium

Abstract

The invention relates to the technical field of automatic driving, and provides a vehicle lane changing control method and device, electronic equipment and a readable storage medium. The method comprises the steps that under the condition that it is detected that a vehicle and a target vehicle intend to change lanes to the same lane, the target collision time when the vehicle collides with the target vehicle is predicted in real time, and under the condition that the target collision time is smaller than or equal to first preset collision time and larger than second preset collision time, the target vehicle is started to change lanes. Controlling to start an electronic stability control system ESC; when it is detected that the target collision time obtained through real-time prediction after the ESC is started is smaller than or equal to third preset collision time, torque request signals are continuously sent to the electric power steering system EPS till the target collision time obtained through real-time prediction is larger than the third preset collision time. According to the vehicle lane changing control method provided by the invention, the driving safety is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle driving technology, and in particular to a vehicle lane change control method, device, electronic device and readable storage medium. Background Art

[0002] With the development of science and technology, the number of vehicles participating in traffic on the road is gradually increasing, and users' requirements for traffic safety are also gradually increasing. Among them, the warning and control of vehicle lane change is an important research direction. When vehicles are driving on multi-lane roads, lane change operation is one of the reasons for frequent traffic accidents.

[0003] In the prior art, the environment around the vehicle is sensed by a millimeter-wave radar installed at the rear of the vehicle. When the vehicle starts to change lanes, if there is a vehicle to the side and rear, the system will issue an alarm prompt, so that the user can judge whether there is a collision risk when changing lanes at this time. However, the field of view of the above solution is limited to the side and rear of the vehicle, and other vehicles that change lanes to the same lane as the vehicle cannot be observed, and there are still safety hazards. Summary of the invention

[0004] In view of this, the embodiments of the present application provide a vehicle lane change control method, device, electronic device and readable storage medium to solve the problem in the prior art that the vehicle has limited field of view when changing lanes, resulting in safety hazards.

[0005] A first aspect of an embodiment of the present application provides a vehicle lane change control method, comprising:

[0006] When detecting that the ego vehicle and the target vehicle intend to change lanes to the same lane, predict in real time the target collision time when the ego vehicle collides with the target vehicle, where the target vehicle is a vehicle separated from the ego vehicle by at least one lane;

[0007] When the target collision time is less than or equal to the first preset collision time and greater than the second preset collision time, controlling to start the electronic stability control system ESC;

[0008] When it is detected that the target collision time predicted in real time after the ESC is started is less than or equal to the third preset collision time, a torque request signal is continuously sent to the electric power steering system EPS until the target collision time predicted in real time is greater than the third preset collision time; the third preset collision time is the sum of the first preset collision time and the second preset collision time;

[0009] The torque request signal carries a torque request value, which is used to enable the EPS to determine an actual torque value based on the torque request value, and to control the driving direction of the vehicle based on the actual torque value.

[0010] A second aspect of an embodiment of the present application provides a vehicle lane change control device, comprising:

[0011] A detection module is configured to predict in real time a target collision time when the own vehicle and the target vehicle collide with each other when detecting that the own vehicle and the target vehicle intend to change lanes to the same lane, wherein the target vehicle is a vehicle separated from the own vehicle by at least one lane;

[0012] A first control module is configured to control the activation of an electronic stability control system ESC when the target collision time is less than or equal to a first preset collision time and greater than a second preset collision time;

[0013] The second control module is configured to, when detecting that the target collision time predicted in real time after the ESC is started is less than or equal to a third preset collision time, continuously send a torque request signal to the electric power steering system EPS until the target collision time predicted in real time is greater than the third preset collision time; the third preset collision time is the sum of the first preset collision time and the second preset collision time;

[0014] The torque request signal carries a torque request value, which is used to enable the EPS to determine an actual torque value based on the torque request value, and to control the driving direction of the vehicle based on the actual torque value.

[0015] According to a third aspect of an embodiment of the present application, an electronic device is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the above method when executing the computer program.

[0016] According to a fourth aspect of an embodiment of the present application, a computer-readable storage medium is provided, which stores a computer program, and when the computer program is executed by a processor, the steps of the above method are implemented.

[0017] Compared with the prior art, the embodiments of the present application have the following beneficial effects: when it is detected that the own vehicle and the target vehicle intend to change lanes to the same lane, a target collision time when the own vehicle and the target vehicle collide is predicted in real time, wherein the target vehicle is a vehicle separated from the own vehicle by at least one lane, and when the target collision time is less than or equal to the first preset collision time and greater than the second preset collision time, the electronic stability control system ESC is controlled to be started; when it is detected that the target collision time predicted in real time after the ESC is started is less than or equal to the third preset collision time, a torque request signal is continuously sent to the electric power steering system EPS until the target collision time predicted in real time is greater than the third preset collision time, wherein the third preset collision time is the sum of the first preset collision time and the second preset collision time; according to the size relationship between the target collision time and the first preset collision time, the second preset collision time and the third preset collision time, the function of starting the ESC or EPS can be controlled to be respectively started at different time stages, so as to implement multi-level risk avoidance measures, so as to increase the target collision time when the own vehicle and the target vehicle collide, which is predicted in real time, thereby avoiding the collision risk between the two vehicles when the own vehicle and the target vehicle separated by at least one lane intend to change lanes to the same lane, thereby improving driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0019] Figure 1 It is a schematic diagram of a scenario in which the own vehicle and other vehicles change lanes together;

[0020] Figure 2 It is a flowchart of a vehicle lane change control method provided by an embodiment of the present application;

[0021] Figure 3 is a schematic diagram of another vehicle lane change control process provided by an embodiment of the present application;

[0022] Figure 4 It is one of the schematic diagrams of the driving scenario provided in the embodiment of the present application;

[0023] Figure 5 This is the second schematic diagram of the driving scenario provided in the embodiment of the present application;

[0024] Figure 6 This is the third schematic diagram of the driving scenario provided in the embodiment of the present application;

[0025] Figure 7 This is the fourth schematic diagram of the driving scenario provided in the embodiment of the present application;

[0026] Figure 8 is a flow chart of another vehicle lane change control method provided in an embodiment of the present application;

[0027] Fig. 9 is a schematic diagram of a scenario for calculating target collision time provided by an embodiment of the present application;

[0028] Fig.10 is another schematic diagram of a scenario for calculating target collision time provided by an embodiment of the present application;

[0029] Fig.11 is a schematic diagram of a vehicle lane change control device provided in an embodiment of the present application;

[0030] Fig.12 It is a schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0031] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0032] A vehicle lane change control method and device according to an embodiment of the present application will be described in detail below with reference to the accompanying drawings.

[0033] Figure 1 It is a schematic diagram of a scenario where the vehicle and other vehicles change lanes together, such as Figure 1 The figure shows a scenario in which the own vehicle is traveling parallel to a vehicle that is at least one lane apart. If the two vehicles are traveling parallel to each other with at least one lane apart and intend to change lanes to the same lane (i.e., the middle lane between the two vehicles), and the driver is limited by the field of view of the rearview mirror or has visual fatigue, the rearview mirror of the own vehicle can only see the vehicle coming from the side and rear, and it is difficult to judge in time whether other vehicles are also changing lanes to the same lane, which can easily cause a greater risk of collision and pose a traffic safety hazard.

[0034] In the prior art, a millimeter-wave radar is installed at the rear of the vehicle to sense the surrounding environment. When the vehicle starts to change lanes, if there is a vehicle on the side and rear, the system will issue an alarm to determine whether there is a risk of collision, thereby reminding the driver.

[0035] However, the millimeter-wave radar installed at the rear of the vehicle involved in the above solution is limited to the field of view of the side and rear of the vehicle itself, and cannot be applied to the scenario of changing lanes in the same lane, resulting in a greater risk of collision in this situation.

[0036] In view of this, the present application provides the following embodiments to avoid the risk of collision when two vehicles change lanes to the same lane at the same time.

[0037] Figure 2 1 is a flow chart of a vehicle lane change control method provided in an embodiment of the present application. The method can be executed by a domain controller in the cloud or in the vehicle itself. Figure 2 As shown, the vehicle lane change control method includes the following steps:

[0038] S201, predicting in real time a target collision time when the own vehicle and the target vehicle collide with each other when detecting that the own vehicle and the target vehicle intend to change lanes to the same lane;

[0039] The target vehicle is a vehicle that is at least one lane away from the host vehicle;

[0040] Specifically, the driving environment around the own vehicle can be detected. If it is detected that the own vehicle and the target vehicle intend to change lanes to the same lane, it means that there may be a risk of collision between the own vehicle and the target vehicle. At this time, the predicted time point of collision between the own vehicle and the target vehicle, namely the target collision time (Time to Collision, TTC), can be predicted in real time.

[0041] Among them, when predicting the target collision time in real time, the real-time relative distance between the own vehicle and the target vehicle can be determined, and the speed of the own vehicle in the direction of the real-time relative distance and the speed of the target vehicle in the direction of the real-time relative distance can be determined, and the target collision time can be determined based on the speed of the own vehicle in the direction of the real-time relative distance, the speed of the target vehicle in the direction of the real-time relative distance and the real-time relative distance.

[0042] Among them, when detecting whether the own vehicle and the target vehicle intend to change lanes to the same lane, the relative distance, speed, acceleration and driving trajectory between the own vehicle and the target vehicle can be detected through the camera, laser radar, etc. installed on the body of the own vehicle to detect whether the own vehicle and the target vehicle intend to change lanes to the same lane. Among them, the camera installed on the own vehicle can be located on the center pillar of the vehicle (i.e., the B-pillar), so as to expand the camera's field of view and improve the accuracy of the own vehicle's perception of the surrounding environment, so that the driving conditions of vehicles separated by at least one lane can be detected through the image captured by the camera on the B-pillar, so as to detect whether the vehicles separated by at least one lane intend to change lanes or are changing lanes, so as to more accurately detect the collision risk and target collision time.

[0043] In addition, the target collision time is predicted when it is detected that the own vehicle and the target vehicle intend to change lanes to the same lane, avoiding the problem of wasting computing resources caused by constantly calculating the target collision time in real time.

[0044] Optionally, when it is detected that the own vehicle and the target vehicle intend to change lanes to the same lane, a warning message can be sent to the own vehicle, and the warning message is used to prompt that a collision risk is detected between the own vehicle and the target vehicle.

[0045] S202, when the target collision time is less than or equal to the first preset collision time and greater than the second preset collision time, controlling to start an electronic stability control system (ESC);

[0046] Specifically, the relationship between the target collision time and the first preset collision time and the second preset collision time is compared. When the target collision time is less than or equal to the first preset collision time and greater than the second preset collision time, the ESC is controlled to be started. Among them, the ESC can brake the braking force of one or more wheels and control the traction of the own vehicle through the engine output, so as to help the own vehicle reduce the risk of collision.

[0047] Among them, the first preset collision time can be the physiological reaction time from the eyes detecting the situation to the brain making a judgment and then reacting to the braking, which can be 1.7 seconds; the second preset collision time can be the safety time between vehicles, which can be 1 second.

[0048] Furthermore, if the target collision time determined for the first time is greater than the first preset collision time, the ESC can be controlled to be started when the target collision time is the first preset collision time. If the target collision time determined for the first time is less than or equal to the first preset collision time and greater than the second preset collision time, the ESC can be directly controlled to be started.

[0049] S203, when it is detected that the target collision time predicted in real time after the ESC is started is less than or equal to a third preset collision time, continuously sending a torque request signal to an electric power steering system (Electric Power Steering, EPS) until the target collision time predicted in real time is greater than the third preset collision time;

[0050] The third preset collision time is the sum of the first preset collision time and the second preset collision time;

[0051] The torque request signal carries a torque request value, which is used to enable the EPS to determine an actual torque value based on the torque request value, and to control the driving direction of the vehicle based on the actual torque value.

[0052] Specifically, after the ESC is started, the predicted target collision time is continuously monitored and updated. When it is detected that the target collision time after the ESC is started is less than or equal to the third preset collision time, indicating that there is still a collision risk, EPS is intervened, where the third preset collision time is the sum of the first preset collision time and the second preset collision time.

[0053] In addition, a torque request signal is continuously sent to the EPS, so that the EPS controls the steering angle and force of the own vehicle to control the driving direction of the own vehicle, thereby allowing the own vehicle to perform more accurate avoidance operations until the target collision time predicted in real time is greater than the third preset collision time. The torque request signal includes a torque request value, and the EPS can determine the actual torque value based on the torque request value, and control the driving direction of the own vehicle based on the actual torque value, thereby avoiding the risk of collision in the shortest time.

[0054] Among them, when continuously sending a torque request signal to EPS, the domain controller of the vehicle itself can first complete a handshake with EPS, and then continue to send a torque request signal to EPS. In addition, it should be noted that after EPS determines the actual torque value based on the torque request value, EPS can send the actual torque value determined according to the torque request value to the domain controller, and the domain controller can update the torque request value under the driving road condition based on the actual torque value and the current driving road condition through the torque prediction model learning, so that the learned torque request value approaches the actual request value, so that the learned torque request value can be sent when the same scene is encountered later, reducing the calculation amount of EPS. In addition, when the collision risk is eliminated (that is, the target collision time is greater than the third preset collision time), the domain controller exits the handshake with EPS.

[0055] For example, as an example, Figure 3 It is a schematic diagram of the vehicle lane change control process provided in an embodiment of the present application, and is illustrated by taking the first preset collision time as 1.7 seconds, the second preset collision time as 1 second, and the third preset collision time as 2.7 seconds as an example.

[0056] like Figure 3As shown in the figure, when it is detected that both the own vehicle and the target vehicle are performing a lane change operation, and the target lane of the lane change operation is the same lane, it is determined that there is a collision risk between the two vehicles. At this time, a warning message can be sent to the own vehicle, and the target collision time when the own vehicle collides with the target vehicle can be predicted in real time. If the target collision time is less than or equal to 1.7 seconds and greater than 1 second, the control starts the ESC to perform stable control on the own vehicle. If the target collision time predicted in real time after the ESC is started is greater than 2.7 seconds and lasts for a preset time, the collision risk is eliminated and the EPS start operation is no longer performed; if the target collision time predicted in real time after the ESC is started is still less than or equal to 2.7, the domain controller shakes hands with the EPS and continues to send a torque request signal to the EPS, and the EPS controls the driving direction of the own vehicle until the target collision time predicted in real time is greater than 2.7 and lasts for a preset time. At this time, the collision risk is eliminated and the handshake with the EPS is exited.

[0057] According to the technical solution provided in the embodiment of the present application, when the target collision time is less than or equal to the first preset collision time and greater than the second preset collision time, the ESC can be controlled to start, and the target collision time can be predicted in real time after the ESC is started. When the real-time predicted target collision time is less than or equal to the third preset collision time, a request torque signal is sent to the EPS to control the driving direction of the own vehicle, thereby realizing the relationship between the target collision time obtained by real-time prediction and the first preset collision time, the second preset collision time, and the third preset collision time, executing different levels of risk avoidance measures, avoiding the collision between the own vehicle and the target vehicle when they intend to change lanes to the same lane, improving the risk avoidance effect, and improving driving safety.

[0058] It should be noted that the target vehicle can also be controlled by the same vehicle lane change control method as the own vehicle, which will not be described in detail here. That is, any vehicle in the lane can be the own vehicle. It should also be noted that this application is not only applicable to the scenario where the own vehicle and the target vehicle are separated by at least one lane and change lanes to the same lane, but also to the scenario where vehicles change lanes in adjacent lanes.

[0059] In some embodiments, continuously sending a torque request signal to an electric power steering system EPS includes:

[0060] For each moment after the ESC is activated, the vehicle state of the own vehicle at the current moment is obtained; the vehicle state includes the vehicle speed of the own vehicle, the vehicle acceleration of the own vehicle, the interval distance between the own vehicle and the target vehicle, and the steering wheel torque of the own vehicle;

[0061] Determining a torque request value corresponding to the current moment based on the vehicle state of the own vehicle at the current moment and the target collision time predicted at the current moment, and determining a torque request signal corresponding to the current moment based on the torque request value corresponding to the current moment;

[0062] The torque request signal corresponding to each moment is sent to the EPS until the target collision time predicted in real time is greater than the third preset collision time.

[0063] Specifically, at each moment after the ESC is activated, the torque request value at each moment is determined based on the vehicle state of the own vehicle at the current moment and the target collision time predicted at the current moment, and the torque request value determined at each moment is used to increase the target collision time, so that the torque request value at each moment is more in line with the driving scenario at the current moment, avoiding the risk of collision as much as possible.

[0064] Among them, the distance between the own vehicle and the target vehicle can be determined by cameras, radars, lidars, etc.

[0065] The steering wheel torque reflects the current steering wheel control force and intention, and can be collected through the torque sensor of the vehicle's steering wheel.

[0066] In addition, the steering wheel torque is proportional to the torque request value, the vehicle speed is inversely proportional to the torque request value, and the vehicle acceleration is proportional to the torque request value.

[0067] In addition, optionally, when determining the torque request value corresponding to the current moment based on the vehicle state of the own vehicle at the current moment and the target collision time predicted at the current moment, the basic steering torque that meets the basic driving needs can be determined according to the vehicle speed of the own vehicle, the target collision time and the interval distance, and the basic steering torque is corrected based on the vehicle acceleration and the steering wheel torque. During the correction process, the greater the vehicle acceleration, the smaller the steering wheel torque, thereby ensuring the driver's driving safety while eliminating the collision risk.

[0068] In addition, optionally, the present embodiment may also pre-set a preset correspondence table among the vehicle state, the target collision time and the torque request value, and then determine the torque request value corresponding to the current moment by querying the preset correspondence table according to the vehicle state of the own vehicle at the current moment and the target collision time predicted at the current moment.

[0069] In addition, the torque request signal corresponding to each moment is continuously sent to the EPS through handshake, so that the EPS can adjust the output of the power motor after receiving the torque request signal to achieve precise steering control until the target collision time predicted in real time is greater than the third preset collision time, or the driver actively releases the emergency state (such as by releasing the accelerator, braking or changing the driving direction), thereby eliminating the collision risk and improving driving safety.

[0070] Furthermore, the EPS feeds back the execution status, including actual torque output, steering angle, etc., to the domain controller to form a closed-loop control to ensure the accuracy and responsiveness of the control.

[0071] According to the technical solution provided in the embodiment of the present application, a torque request signal is continuously sent to EPS based on the torque request value corresponding to the own vehicle at each moment after the ESC is started, so that the driving direction of the vehicle can be controlled by EPS at each moment, thereby enabling the own vehicle to stay away from the target vehicle and avoid collision with the target vehicle.

[0072] In some embodiments, the actual torque value is the product of the torque request value and the target correction factor corresponding to the torque request value;

[0073] There is a preset corresponding relationship between the driving environment of the vehicle and the correction factor, and the target correction factor is obtained based on the driving environment of the vehicle and the preset corresponding relationship; the driving environment includes road resistance, road slipperiness and road slope;

[0074] The correction factor is used to correct the difference between the driving environment of the own vehicle and the reference environment when the torque request value is determined, so that the first driving direction is the same as the second driving direction; the first driving direction is the driving direction controlled by the own vehicle in the current driving environment based on the actual torque value, and the second driving direction is the driving direction controlled by the own vehicle in the reference environment based on the torque request value.

[0075] Specifically, the actual torque value is the product of the torque request value and its corresponding target correction factor, that is, the torque request value and the target correction factor jointly determine the actual torque value, so that the torque request value can be corrected by the target correction factor, so that the actual torque value can achieve the effect corresponding to the torque request value on the directional control of the vehicle.

[0076] Among them, the preset correspondence between the vehicle's driving environment and the correction factor can be established through a large number of experiments and data analysis to accurately reflect the difference in the control of the vehicle's driving direction under the same torque value in different driving environments.

[0077] The driving environment includes road resistance, road slipperiness, and road slope. Among them, the road resistance may be different due to different road materials or flatness. For example, roads of different materials (such as asphalt roads, dirt roads, ice and snow roads, etc.) have different rolling resistances on wheels. The friction between the tires and the ground is different due to different road slipperiness, so the road slipperiness will also affect the control of the vehicle's driving direction. For example, if the road slipperiness is less than the preset slipperiness threshold, the friction between the tires and the ground can be reduced, increasing the risk of the vehicle losing control, so the torque value can control the vehicle's driving direction more accurately at this time; if the road slipperiness is greater than the preset slipperiness threshold, the friction between the tires and the ground can be increased. At this time, the same torque value will control the vehicle's driving direction less than the corresponding control force when the road slipperiness is less than the preset slipperiness threshold. When the road slope is uphill or downhill, the gravity of the own vehicle will also affect the direction control of the vehicle. For example, when going uphill, it is necessary to counteract the influence of the gravity of the own vehicle, and when going downhill, it is necessary to prevent the danger caused by the driving direction of the own vehicle changing too quickly. In this way, by determining the road resistance, road wetness and road slope as the driving environment, the determined driving environment takes into account factors related to the vehicle's driving direction control, thereby making the vehicle's driving direction control more precise.

[0078] In addition, it should be noted that the torque request value is calculated in a reference environment, which can be understood as a driving environment used as a reference. For example, the reference environment can be an ideal environment, that is, the road resistance, road slipperiness and road slope are 0; of course, the reference environment can also be set to any driving environment, such as setting the road resistance to 20%, the road slipperiness to 5%, and the road slope to 0.

[0079] Since the reference environment corresponding to the torque request value may be different from the current driving environment of the vehicle itself, and the driving environment has an impact on the control of the vehicle's driving direction, the control effect of the torque request value on the vehicle's driving direction in the reference environment is different from the control effect of the torque request value on the vehicle's driving direction in the current driving environment. Therefore, the torque request value needs to be corrected to obtain the actual request value, so that the control effect of the actual request value on the vehicle's driving direction in the current driving environment is the same as the control effect of the torque request value on the vehicle's driving direction in the reference environment, thereby improving the accuracy of vehicle control.

[0080] In addition, the preset correspondence between the vehicle's driving environment and the correction factor may include: if the comprehensive resistance corresponding to the vehicle's driving environment is higher than the comprehensive resistance corresponding to the reference environment, the correction factor is greater than 1, that is, the actual torque value is greater than the torque request value; if the comprehensive resistance corresponding to the vehicle's driving environment is lower than the comprehensive resistance corresponding to the reference environment, the correction factor is less than 1. The correction factor may be the ratio of the comprehensive resistance corresponding to different driving environments to the comprehensive resistance corresponding to the reference environment, and the correspondence between different driving environments and the correction factor is established. In this way, the target correction factor corresponding to the driving environment of the own vehicle is found from the preset correspondence, so that the product of the calculated torque request value and the target correction factor can meet the driving environment of the own vehicle.

[0081] The comprehensive resistance corresponding to the driving environment of the vehicle may be a weighted sum of the resistances corresponding to the road resistance, road wetness and road slope, respectively.

[0082] In this way, the correction factor can correct the difference between the driving environment of the own vehicle and the reference environment when the torque request value is determined, so that the first driving direction and the second driving direction of the own vehicle are the same, that is, the driving direction controlled by the own vehicle based on the actual torque value in the current driving environment is the same as the driving direction controlled by the own vehicle based on the torque request value in the reference environment, thereby ensuring the accuracy of vehicle control.

[0083] Optionally, when it is detected that the driver controls the driving direction of the vehicle, and the intention corresponding to the change in the driving direction is the same as the intention corresponding to the torque request value, the driver's control may be used as the actual torque value.

[0084] According to the technical solution provided in the embodiment of the present application, the torque request value can be adjusted according to the correction factor based on the driving environment to obtain the actual torque value, so that the actual torque value is more in line with the current driving environment of the vehicle itself, thereby improving the accuracy of vehicle driving control.

[0085] In some embodiments, after detecting that the host vehicle and the target vehicle intend to change lanes to the same lane, predicting in real time the target collision time when the host vehicle and the target vehicle collide, the method further includes:

[0086] When the target collision time is less than or equal to the third preset collision time, a warning message is issued, the warning message is used to prompt the driver to control his own vehicle away from the target vehicle to avoid collision; and / or,

[0087] When the target collision time is less than or equal to the third preset collision time, if it is detected that the driving scenario between the own vehicle and the target vehicle is moving away from the other party or intending to move away from the other party, and the target collision time is changed from less than the third preset collision time to greater than the third preset collision time, it is determined that there is currently no collision risk between the own vehicle and the target vehicle.

[0088] Specifically, the warning information can be sent to the driver in various ways such as sound, vision or touch, and the way to control the vehicle itself can be deceleration, steering or braking. In this way, when the target collision time is less than or equal to the third preset collision time, the warning information is sent, so that the driver can pay more attention to the driving conditions of the vehicle based on the warning information to avoid collision between vehicles.

[0089] In addition, when the real-time updated target collision time is less than or equal to the third preset collision time, if a change is detected in the driving scenario between the own vehicle and the target vehicle, indicating that the two vehicles are moving away from each other or intend to move away from each other, and the above change causes the updated target collision time to change from less than the third preset collision time to greater than the third preset collision time, it is determined that there is no longer a collision risk between the own vehicle and the target vehicle.

[0090] Optionally, after determining that there is no longer a risk of collision between the own vehicle and the target vehicle, the sending of warning information can be stopped, and confirmation information of safe driving can be provided to the driver to inform the driver that the current driving behavior is safe and that normal driving can continue.

[0091] According to the technical solution provided in the embodiment of the present application, a warning message can be sent when the target collision time is less than or equal to the third preset collision time; in addition, the collision risk can be dynamically evaluated according to the driving scenario between the own vehicle and the target vehicle and feedback can be given in real time, thereby improving driving safety and reducing the occurrence of collision accidents.

[0092] In some embodiments, detecting that the driving scenario between the own vehicle and the target vehicle is moving away from the other vehicle or intending to move away from the other vehicle includes:

[0093] Obtaining motion parameters between the own vehicle and the target vehicle, the motion parameters include the real-time relative distance between the own vehicle and the target vehicle, the speed and speed change rate of the own vehicle in the positive direction corresponding to the real-time relative distance, the speed and speed change rate of the target vehicle in the negative direction corresponding to the real-time relative distance, and the steering wheel torque corresponding to the own vehicle; the positive direction corresponding to the real-time relative distance is the direction toward the target vehicle based on the own vehicle;

[0094] When detecting that the real-time relative distance increases, determining that the driving scenario is moving away from the other party;

[0095] When it is detected that the speed of the own vehicle decreases and the speed change rate of the own vehicle in the positive direction corresponding to the real-time relative distance is less than a preset change value, determining that the driving scenario is intended to move away from the other party;

[0096] When it is detected that the speed of the target vehicle increases and the speed change rate of the target vehicle in the negative direction corresponding to the real-time relative distance is greater than a preset change value, determining that the driving scenario is intended to move away from the other party;

[0097] When it is detected that the direction of the steering wheel torque of the own vehicle is away from the target vehicle and the real-time relative distance increases, it is determined that the driving scenario is moving away from the target vehicle;

[0098] When it is detected that the target vehicle is traveling in a positive direction corresponding to the real-time relative distance and the real-time relative distance increases, it is determined that the driving scenario is moving away from the target vehicle.

[0099] Specifically, the motion parameters between the own vehicle and the target vehicle can be obtained through the radar, lidar, camera, vehicle data bus, etc. of the own vehicle.

[0100] Specifically, the real-time relative distance can be used to determine the spatial relationship between the own vehicle and the target vehicle;

[0101] The speed of the own vehicle in the positive direction corresponding to the real-time relative distance can reflect the own vehicle approaching or moving away from the target vehicle. The rate of change of the speed of the own vehicle in the positive direction corresponding to the real-time relative distance can reflect the rate of approaching or moving away from the target vehicle. For example, a positive speed change rate indicates accelerated approach, and a negative speed change rate indicates decelerated approach or accelerated moving away. The positive direction corresponding to the real-time relative distance is the direction toward the target vehicle based on the own vehicle.

[0102] The steering wheel torque reflects the control intention of the driver or the autonomous driving algorithm currently controlling the vehicle regarding the driving direction of the vehicle, and can be used as auxiliary information for judging the intention.

[0103] In addition, when an increase in the real-time relative distance is detected, that is, the own vehicle and the target vehicle are both moving away laterally, or one of the own vehicle and the target vehicle is moving away laterally, the driving scenario is determined to be moving away from the other vehicle.

[0104] also, Figure 4 is one of the schematic diagrams of the driving scenario provided in the embodiment of the present application, such as Figure 4 As shown, when it is detected that the speed of the own vehicle is decreasing and the speed change rate of the own vehicle in the positive direction corresponding to the real-time relative distance is less than the preset change value, that is, the speed change rate of the own vehicle approaching the target vehicle is less than the preset change value, indicating that the own vehicle is decelerating and approaching, it is determined that the driving scenario is intended to move away from the other party.

[0105] also, Figure 5 This is a second schematic diagram of a driving scenario provided in an embodiment of the present application. Figure 5 As shown, when it is detected that the speed of the target vehicle increases, and the speed change rate of the target vehicle in the negative direction corresponding to the real-time relative distance is greater than the preset change value, that is, the speed change rate of the target vehicle moving away from the own vehicle is greater than the preset change value, it means that the target vehicle is accelerating away with the intention of avoiding the risk of collision, and the driving scenario is determined to be the intention to move away from the other party.

[0106] also, Figure 6 This is the third schematic diagram of the driving scenario provided in the embodiment of the present application, such as Figure 6 As shown, when the direction of the steering wheel torque is detected to be away from the target vehicle and the real-time relative distance increases, that is, the own vehicle is moving away from the target vehicle laterally, and the driving scenario is determined to be away from the other party. It should be noted that the positive and negative directions of the steering wheel torque can be set. For example, when the torque direction is left, it is a negative direction, and when the torque direction is right, it is a positive direction. If the own vehicle is in the left lane of the target vehicle, the direction of the steering wheel torque is negative, and the direction of the steering wheel torque is away from the target vehicle; if the own vehicle is in the right lane of the target vehicle, the direction of the steering wheel torque is positive, and the direction of the steering wheel torque is away from the target vehicle.

[0107] also, Figure 7 This is a fourth schematic diagram of a driving scenario provided in an embodiment of the present application, such as Figure 7 As shown, when it is detected that the target vehicle's driving direction is in the positive direction corresponding to the real-time relative distance and the real-time relative distance increases, the own vehicle may not perform any operation at this time and maintain the original motion parameters, while the target vehicle moves laterally away from the own vehicle, and the driving scenario is determined to be away from the other party.

[0108] According to the technical solution provided in the embodiment of the present application, the motion parameters of the vehicle itself can be adjusted in the automatic driving or assisted driving mode to maintain a safe distance or provide early warning to prevent collision accidents. At the same time, it can also provide the driver with intelligent and timely driving assistance information, thereby enhancing driving safety.

[0109] In some embodiments, cameras are provided on the B-pillars on both sides of the host vehicle;

[0110] Detecting that the host vehicle and the target vehicle intend to change lanes to the same lane, including:

[0111] When it is detected that the own vehicle intends to change lanes to a target lane between the own vehicle and the target vehicle, and when it is detected through a camera that the target vehicle intends to change lanes to the target lane, it is determined that the own vehicle and the target vehicle intend to change lanes to the same lane.

[0112] Specifically, cameras are provided on the B-pillars on both sides of the own vehicle, so that the camera and the rear corner radar of the own vehicle can be integrated to expand the field of view of the camera, thereby improving the perception accuracy of the surrounding environment. Especially when the driver is limited by the field of view of the rearview mirror or has visual fatigue, the lane change action of the target vehicle can be detected more accurately, thereby reducing the risk of collision through the above embodiment.

[0113] In addition, when detecting whether the target vehicle intends to change lanes to the target lane between the own vehicle and the target vehicle, the images captured by the cameras set on the B-pillars on both sides of the own vehicle can be used to detect whether there is a target vehicle in other lanes separated by at least one lane, and when the target vehicle is detected, the state of the turn signal of the target vehicle, the direction of the head, and the wheel turn signal can be identified to detect whether the target vehicle intends to change lanes to the same lane. For example, as an example, assuming that the target vehicle is on the right side of the own vehicle, if at least one of the left turn signal of the target vehicle is on, the head is facing left, and the wheel is turned left is satisfied, it can be determined that the target vehicle intends to change lanes to the same lane.

[0114] According to the technical solution provided in the embodiment of the present application, by setting up cameras on the B-pillars on both sides of the vehicle, the field of view can be improved in combination with the rear corner radar to detect in real time whether there is a target vehicle one lane away intending to change lanes to the same lane during driving, thereby improving driving safety and reducing traffic accidents caused by driver negligence or misjudgment.

[0115] In addition, it should be noted that the technical solution provided in the embodiments of the present application can also be applied to various driving environments and vehicle types, thereby enhancing adaptability.

[0116] In some embodiments, after continuously sending the torque request signal to the electric power steering system EPS, the method further includes:

[0117] Send prompt information to the target display screen of the own vehicle, and emit prompt sound and prompt light according to the preset alarm prompt mode;

[0118] Among them, the prompt information includes the target collision time, the relative distance between the target vehicle and the own vehicle;

[0119] Both the warning sound and the warning light are used to remind the driver of your own vehicle that there is a current risk of collision.

[0120] Specifically, after continuously sending the torque request signal to the EPS, a prompt message can be sent to the target display screen of the own vehicle, and a prompt sound and a prompt light can be emitted according to a preset alarm prompt method.

[0121] The prompt information includes the target collision time and the relative distance between the target vehicle and the own vehicle, so that the driver can intuitively understand the spatial interval between the two vehicles. It can be presented in eye-catching colors and large fonts.

[0122] In addition, both the prompt sound and the prompt information are used to remind the driver of the own vehicle that there is a current collision risk. The prompt sound can be a high-frequency, rapid alarm to attract the driver's attention, and the prompt light can be achieved by flashing a specific indicator light on the dashboard, a light strip on the outside of the vehicle, or an emergency flashing light on the front of the vehicle, thereby also reminding the driver of the own vehicle that there is a collision risk for other vehicles around the own vehicle, including the target vehicle, thereby playing a warning effect.

[0123] According to the technical solution provided in the embodiment of the present application, the urgency of the collision risk can be conveyed to the driver in an all-round and multi-angle manner through prompt information, prompt sound and prompt light, so that the driver can quickly take evasive, deceleration or other necessary driving operations, thereby effectively avoiding or reducing the occurrence of collision accidents.

[0124] Figure 8 is a flow chart of another vehicle lane change control method provided by an embodiment of the present application, such as Figure 8 As shown, the vehicle lane change control method may include the following steps:

[0125] When detecting that the own vehicle and the target vehicle intend to change lanes to the same lane, determining that there is a collision risk between the own vehicle and the target vehicle;

[0126] Then the target collision time when the ego vehicle collides with the target vehicle is predicted; in this process, if Fig. 9 and Fig.10 As shown, the target lane for the own vehicle and the target vehicle to perform lane change operations is the same, and a rectangular coordinate system is established with the vehicle center of the own vehicle as the origin. The y-axis in the rectangular coordinate system is parallel to the lane line, and the x-axis is perpendicular to the y-axis.

[0127] The target collision time is determined by the following formula:

[0128] Where Tttc represents the target collision time, Δx represents the real-time relative distance between the own vehicle and the target vehicle, and V 1x Indicates the speed of the vehicle in the x-axis direction, V 2x Indicates the speed of the target vehicle in the x-axis direction.

[0129] When the longitudinal coordinates of the own vehicle and the target vehicle are different, a perpendicular line is drawn from the center point corresponding to the target vehicle to the x-axis, and the real-time relative distance is determined according to the difference between the horizontal coordinates of the target vehicle and the own vehicle.

[0130] Then, it is determined whether the target collision time is less than or equal to the third preset collision time. If so, a warning message is issued, and when the target collision time is less than or equal to the third preset collision time, it is determined whether the driving scenario between the own vehicle and the target vehicle is to move away from the other party or intend to move away from the other party. If so, it is determined whether the target collision time is changed from less than the third preset collision time to greater than the third preset collision time; if so, it is determined that there is no longer a collision risk between the own vehicle and the target vehicle, that is, the existing collision risk is eliminated; if not, it is determined whether the target collision time is less than or equal to the first preset collision time and greater than the second preset collision time. If so, the ESC is controlled to be started, and it is determined whether the target collision time predicted in real time after the ESC is started is less than or equal to the third preset collision time. If so (or the target collision time is less than or equal to the second preset collision time), the torque request signal is continuously sent to the EPS until the target collision time predicted in real time is greater than the third preset collision time, that is, the collision risk is eliminated.

[0131] In addition, it should be noted that when the target collision time is less than the third preset collision time, the driver warning system (Automatic Warning Brake, AWB) function can also be automatically activated to request the chassis to help decelerate, and even trigger the automatic emergency braking (Autonomous Emergency Braking, AEB) and automatic emergency steering system (Automatic Emergency Steering, AES) functions to achieve automatic braking and emergency steering, thereby minimizing the occurrence of collision accidents.

[0132] It should also be noted that in the field of highway traffic management, the management and dispatching efficiency of traffic flow can be improved; by real-time monitoring and warning of collision risks when vehicles change lanes, the occurrence of traffic accidents can be reduced, thereby maintaining the smoothness and safety of highways.

[0133] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0134] All the above optional technical solutions can be arbitrarily combined to form optional embodiments of the present application, which will not be described one by one here.

[0135] The following is an embodiment of the device of the present application, which can be used to execute the embodiment of the method of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method of the present application.

[0136] Fig.11 Schematic diagram of a vehicle lane change control device provided in an embodiment of the present application. Fig.11As shown, the vehicle lane change control device includes: a detection module 1101, a first control module 1102, and a second control module 1103, wherein:

[0137] The detection module 1101 is configured to predict in real time a target collision time when the own vehicle and the target vehicle collide with each other when detecting that the own vehicle and the target vehicle intend to change lanes to the same lane, wherein the target vehicle is a vehicle separated from the own vehicle by at least one lane;

[0138] The first control module 1102 is configured to control the activation of an electronic stability control system ESC when the target collision time is less than or equal to a first preset collision time and greater than a second preset collision time;

[0139] The second control module 1103 is configured to, when detecting that the target collision time predicted in real time after the ESC is started is less than or equal to a third preset collision time, continuously send a torque request signal to the electric power steering system EPS until the target collision time predicted in real time is greater than the third preset collision time; the third preset collision time is the sum of the first preset collision time and the second preset collision time;

[0140] The torque request signal carries a torque request value, which is used to enable the EPS to determine an actual torque value based on the torque request value, and to control the driving direction of the vehicle based on the actual torque value.

[0141] In some embodiments, the second control module 1103 is configured to:

[0142] For each moment after the ESC is activated, the vehicle state of the own vehicle at the current moment is obtained; the vehicle state includes the vehicle speed of the own vehicle, the vehicle acceleration of the own vehicle, the interval distance between the own vehicle and the target vehicle, and the steering wheel torque of the own vehicle;

[0143] Determining a torque request value corresponding to the current moment based on the vehicle state of the own vehicle at the current moment and the target collision time predicted at the current moment, and determining a torque request signal corresponding to the current moment based on the torque request value corresponding to the current moment;

[0144] The torque request signal corresponding to each moment is sent to the EPS until the target collision time predicted in real time is greater than the third preset collision time.

[0145] In some embodiments, the actual torque value is the product of the torque request value and the target correction factor corresponding to the torque request value; wherein, there is a preset corresponding relationship between the vehicle's driving environment and the correction factor, and the target correction factor is obtained based on the driving environment of the own vehicle and the preset corresponding relationship; the driving environment includes road resistance, road wetness and road slope; the correction factor is used to correct the difference between the driving environment of the own vehicle and the reference environment when the torque request value is determined, so that the first driving direction is the same as the second driving direction; the first driving direction is the driving direction controlled by the own vehicle in the current driving environment based on the actual torque value, and the second driving direction is the driving direction controlled by the own vehicle in the reference environment based on the torque request value.

[0146] In some embodiments, after detecting that the host vehicle and the target vehicle intend to change lanes to the same lane, the second control module 1103 predicts in real time the target collision time when the host vehicle collides with the target vehicle, and is further configured to:

[0147] When the target collision time is less than or equal to the third preset collision time, a warning message is issued, the warning message is used to prompt the driver to control his own vehicle away from the target vehicle to avoid collision; and / or,

[0148] When the target collision time is less than or equal to the third preset collision time, if it is detected that the driving scenario between the own vehicle and the target vehicle is moving away from the other vehicle or intending to move away from the other vehicle, and the target collision time is changed from less than the third preset collision time to greater than the third preset collision time, it is determined that the collision risk between the own vehicle and the target vehicle is eliminated.

[0149] In some embodiments, the second control module 1103 is configured to:

[0150] Obtaining motion parameters between the own vehicle and the target vehicle, the motion parameters include the real-time relative distance between the own vehicle and the target vehicle, the speed and speed change rate of the own vehicle in the positive direction corresponding to the real-time relative distance, the speed and speed change rate of the target vehicle in the negative direction corresponding to the real-time relative distance, and the steering wheel torque corresponding to the own vehicle; the positive direction corresponding to the real-time relative distance is the direction toward the target vehicle based on the own vehicle;

[0151] When detecting that the real-time relative distance increases, determining that the driving scenario is moving away from the other party;

[0152] When it is detected that the speed of the own vehicle decreases and the speed change rate of the own vehicle in the positive direction corresponding to the real-time relative distance is less than a preset change value, determining that the driving scenario is intended to move away from the other party;

[0153] When it is detected that the speed of the target vehicle increases and the speed change rate of the target vehicle in the negative direction corresponding to the real-time relative distance is greater than a preset change value, determining that the driving scenario is intended to move away from the other party;

[0154] When it is detected that the direction of the steering wheel torque of the own vehicle is away from the target vehicle and the real-time relative distance increases, it is determined that the driving scenario is moving away from the target vehicle;

[0155] When it is detected that the target vehicle is traveling in a positive direction corresponding to the real-time relative distance and the real-time relative distance increases, it is determined that the driving scenario is moving away from the target vehicle.

[0156] In some embodiments, cameras are provided on the B-pillars on both sides of the host vehicle;

[0157] The detection module 1101 is configured to: when it is detected that the own vehicle intends to change lanes to the target lane between the own vehicle and the target vehicle, and when it is detected through the camera that the target vehicle intends to change lanes to the target lane, determine that the own vehicle and the target vehicle intend to change lanes to the same lane.

[0158] In some embodiments, after the second control module 1103 continues to send the torque request signal to the electric power steering system EPS, it is further configured to:

[0159] Send prompt information to the target display screen of the own vehicle, and emit prompt sound and prompt light according to the preset alarm prompt mode;

[0160] Among them, the prompt information includes the target collision time, the relative distance between the target vehicle and the own vehicle; the prompt sound and prompt light are both used to remind the driver of the own vehicle that there is currently a collision risk.

[0161] Fig.12 Schematic diagram of an electronic device 12 provided in an embodiment of the present application. Fig.12 As shown, the electronic device 12 of this embodiment includes: a processor 1201, a memory 1202, and a computer program 1203 stored in the memory 1202 and executable on the processor 1201. When the processor 1201 executes the computer program 1203, the steps in the above-mentioned method embodiments are implemented. Alternatively, when the processor 1201 executes the computer program 1203, the functions of the modules / units in the above-mentioned device embodiments are implemented.

[0162] The electronic device 12 may be a desktop computer, a notebook, a PDA, a cloud server, or other electronic device. The electronic device 12 may include, but is not limited to, a processor 1201 and a memory 1202. Those skilled in the art will appreciate that Fig.12The electronic device 12 is merely an example and does not limit the electronic device 12 , and may include more or fewer components than those shown in the figure, or different components.

[0163] Processor 1201 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0164] The memory 1202 may be an internal storage unit of the electronic device 12, for example, a hard disk or memory of the electronic device 12. The memory 1202 may also be an external storage device of the electronic device 12, for example, a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card (FlashCard), etc. equipped on the electronic device 12. The memory 1202 may also include both an internal storage unit of the electronic device 12 and an external storage device. The memory 1202 is used to store computer programs and other programs and data required by the electronic device.

[0165] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units.

[0166] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium (e.g., a computer-readable storage medium). Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. The computer program may include computer program code, which may be in source code form, object code form, executable file or some intermediate form. Computer-readable storage media may include: any entity or device capable of carrying computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium, etc.

[0167] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A vehicle lane change control method, characterized in that: include: When detecting that the own vehicle and the target vehicle intend to change lanes to the same lane, predicting in real time the target collision time when the own vehicle and the target vehicle collide, wherein the target vehicle is a vehicle separated from the own vehicle by at least one lane; When the target collision time is less than or equal to the first preset collision time and greater than the second preset collision time, controlling to start the electronic stability control system ESC; When it is detected that the target collision time predicted in real time after the ESC is started is less than or equal to a third preset collision time, continuously sending a torque request signal to the electric power steering system EPS until the target collision time predicted in real time is greater than the third preset collision time; The third preset collision time is the sum of the first preset collision time and the second preset collision time; The torque request signal carries a torque request value, which is used to enable the EPS to determine an actual torque value based on the torque request value, and to control the driving direction of the own vehicle based on the actual torque value.

2. The method according to claim 1, characterized in that The continuously sending a torque request signal to the electric power steering system EPS comprises: For each moment after the ESC is activated, the vehicle state of the own vehicle at the current moment is obtained; the vehicle state includes the vehicle speed of the own vehicle, the vehicle acceleration of the own vehicle, the interval distance between the own vehicle and the target vehicle, and the steering wheel torque of the own vehicle; Determining a torque request value corresponding to the current moment based on the vehicle state of the own vehicle at the current moment and the target collision time predicted at the current moment, and determining a torque request signal corresponding to the current moment based on the torque request value corresponding to the current moment; The torque request signal corresponding to each moment is sent to the EPS until the target collision time predicted in real time is greater than the third preset collision time.

3. The method according to claim 1, characterized in that: The actual torque value is a product of the torque request value and a target correction factor corresponding to the torque request value; There is a preset corresponding relationship between the driving environment of the vehicle and the correction factor, and the target correction factor is obtained based on the driving environment of the vehicle and the preset corresponding relationship; the driving environment includes road resistance, road wetness and road slope; The correction factor is used to correct the difference between the driving environment of the own vehicle and the reference environment when the torque request value is determined, so that the first driving direction is the same as the second driving direction; the first driving direction is the driving direction controlled by the own vehicle in the current driving environment based on the actual torque value, and the second driving direction is the driving direction controlled by the own vehicle in the reference environment based on the torque request value.

4. The method according to claim 1, characterized in that: After predicting in real time the target collision time when the own vehicle and the target vehicle collide when it is detected that the own vehicle and the target vehicle intend to change lanes to the same lane, the method further includes: When the target collision time is less than or equal to the third preset collision time, issuing a warning message, wherein the warning message is used to prompt the driver to control the own vehicle away from the target vehicle to avoid collision; and / or, When the target collision time is less than or equal to the third preset collision time, if it is detected that the driving scenario between the own vehicle and the target vehicle is moving away from the other party or intending to move away from the other party, and the target collision time is changed from less than the third preset collision time to greater than the third preset collision time, it is determined that there is currently no collision risk between the own vehicle and the target vehicle.

5. The method according to claim 4, characterized in that The detecting that the driving scenario between the own vehicle and the target vehicle is moving away from the other vehicle or intending to move away from the other vehicle includes: Obtaining motion parameters between the own vehicle and the target vehicle, the motion parameters including the real-time relative distance between the own vehicle and the target vehicle, the speed and speed change rate of the own vehicle in the positive direction corresponding to the real-time relative distance, the speed and speed change rate of the target vehicle in the negative direction corresponding to the real-time relative distance, and the steering wheel torque corresponding to the own vehicle; the positive direction corresponding to the real-time relative distance is the direction toward the target vehicle based on the own vehicle; In the case where it is detected that the real-time relative distance increases, determining that the driving scenario is moving away from the other party; In the case where it is detected that the speed of the own vehicle decreases and the speed change rate of the own vehicle in the positive direction corresponding to the real-time relative distance is less than a preset change value, determining that the driving scenario is the intention to move away from the other party; In the case where it is detected that the speed of the target vehicle increases and the speed change rate of the target vehicle in the negative direction corresponding to the real-time relative distance is greater than a preset change value, determining that the driving scenario is the intention to move away from the other party; When it is detected that the direction of the steering wheel torque of the own vehicle is away from the target vehicle and the real-time relative distance increases, determining that the driving scenario is moving away from the target vehicle; When it is detected that the driving direction of the target vehicle is in the positive direction corresponding to the real-time relative distance and the real-time relative distance increases, it is determined that the driving scenario is moving away from the other party.

6. The method according to claim 1, characterized in that Cameras are arranged on the B-pillars on both sides of the vehicle; The detecting that the own vehicle and the target vehicle intend to change lanes to the same lane includes: When it is detected that the own vehicle intends to change lanes to a target lane between the own vehicle and the target vehicle, and when it is detected by the camera that the target vehicle intends to change lanes to the target lane, it is determined that the own vehicle and the target vehicle intend to change lanes to the same lane.

7. The method according to claim 1, characterized in that After continuously sending a torque request signal to the electric power steering system EPS, it also includes: Sending a prompt message to the target display screen of the own vehicle, and emitting a prompt sound and a prompt light according to a preset alarm prompt mode; Wherein, the prompt information includes the target collision time and the relative distance between the target vehicle and the own vehicle; The warning sound and the warning light are both used to remind the driver of the own vehicle that there is a current collision risk.

8. A vehicle lane change control device, characterized in that: include: A detection module is configured to predict in real time a target collision time when the own vehicle and the target vehicle collide with each other when detecting that the own vehicle and the target vehicle intend to change lanes to the same lane, wherein the target vehicle is a vehicle separated from the own vehicle by at least one lane; A first control module is configured to control the activation of an electronic stability control system ESC when the target collision time is less than or equal to a first preset collision time and greater than a second preset collision time; A second control module is configured to, when detecting that the target collision time predicted in real time after the ESC is started is less than or equal to a third preset collision time, continuously send a torque request signal to the electric power steering system EPS until the target collision time predicted in real time is greater than the third preset collision time; The third preset collision time is the sum of the first preset collision time and the second preset collision time; The torque request signal carries a torque request value, which is used to enable the EPS to determine an actual torque value based on the torque request value, and to control the driving direction of the own vehicle based on the actual torque value.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

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