Vehicle lane change control method, device, electronic device and readable storage medium

Abstract

This application relates to the field of autonomous driving technology, and provides a vehicle lane change control method, device, electronic device, and readable storage medium. The method includes: when detecting that the vehicle and a target vehicle intend to change lanes to the same lane, predicting in real time the target collision time when a collision occurs; if the target collision time is less than or equal to a first preset collision time and greater than a second preset collision time, controlling the activation of the Electronic Stability Control (ESC) system; and if, after detecting that the target collision time predicted in real time after ESC activation is less than or equal to a third preset collision time, continuously sending torque request signals to the Electric Power Steering (EPS) system until the real-time predicted target collision time is greater than the third preset collision time. The vehicle lane change control method provided by this application improves driving safety.

Description

Technical Field

[0001] This 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 Technology

[0002] With the development of technology, the number of vehicles participating in traffic on the road is gradually increasing, and users' requirements for traffic safety are also gradually rising. Among these requirements, early warning and control during lane changes is an important research direction. Lane changing is one of the causes of frequent traffic accidents when vehicles are traveling on multi-lane roads.

[0003] In existing technologies, millimeter-wave radar installed at the rear of a vehicle senses the environment around the vehicle. When the vehicle begins to change lanes, if there is a vehicle to the side or rear, the system will issue an alarm, allowing the user to determine whether there is a risk of collision when changing lanes. However, the field of vision of the above solution is limited to the side and rear of the vehicle, and cannot observe other vehicles that have changed lanes into the same lane as the vehicle, which still poses a safety hazard. Summary of the Invention

[0004] In view of this, embodiments of this application provide a vehicle lane change control method, device, electronic device, and readable storage medium to solve the problem of limited visibility when a vehicle changes lanes, which leads to safety hazards in the prior art.

[0005] A first aspect of this application provides a vehicle lane change control method, including:

[0006] When a vehicle detects that both its own vehicle and a target vehicle intend to change lanes to the same lane, the system predicts in real time the target collision time when a collision occurs between the vehicle and the target vehicle, where the target vehicle is a vehicle that is at least one lane away from the vehicle itself.

[0007] If 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 activated.

[0008] If the target collision time predicted in real time after the ESC is activated 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 enables the EPS to determine the actual torque value based on the torque request value and control the vehicle's driving direction based on the actual torque value.

[0010] A second aspect of this application provides a vehicle lane change control device, comprising:

[0011] The detection module is configured to predict the target collision time in real time when it detects that its own vehicle and a target vehicle intend to change lanes to the same lane, wherein the target vehicle is a vehicle that is at least one lane away from its own vehicle.

[0012] The first control module is configured to activate the electronic stability control system (ESC) when the target collision time is less than or equal to the first preset collision time and greater than the second preset collision time.

[0013] The second control module is configured to continuously send torque request signals to the electric power steering system EPS when the target collision time predicted in real time after the ESC is detected to be less than or equal to the third preset collision time, 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 enables the EPS to determine the actual torque value based on the torque request value and control the vehicle's driving direction 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] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the above-described method.

[0017] The beneficial effects of this application embodiment compared with the prior art are as follows: When it detects that its own vehicle and a target vehicle intend to change lanes to the same lane, it predicts in real time the target collision time when the own vehicle and the target vehicle collide. 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 a first preset collision time and greater than a second preset collision time, it controls and activates the Electronic Stability Control (ESC) system. When it detects that the target collision time predicted in real time after the ESC activation is less than or equal to a third preset collision time, it continuously sends torque request signals to the Electric Power Steering (EPS) system until the real-time predicted target collision time is greater than the third preset collision time. The third preset collision time is the sum of the first and second preset collision times. It can control the activation of ESC or EPS at different time stages according to the relationship between the target collision time and the first, second, and third preset collision times, realizing multi-level risk avoidance measures to increase the real-time predicted target collision time when the own vehicle and the target vehicle collide. This avoids the collision risk between the two vehicles when the own vehicle and the target vehicle, which are separated by at least one lane, intend to change lanes to the same lane, thereby improving driving safety. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of a scenario where a vehicle changes lanes together with other vehicles;

[0020] Figure 2 This is a schematic flowchart of a vehicle lane change control method provided in an embodiment of this application;

[0021] Figure 3 This is a schematic diagram of another vehicle lane change control process provided in an embodiment of this application;

[0022] Figure 4 This is one of the schematic diagrams of the driving scenario provided in the embodiments of this application;

[0023] Figure 5 This is a second schematic diagram of a driving scenario provided in the embodiments of this application;

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

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

[0026] Figure 8 This is a schematic flowchart of another vehicle lane change control method provided in an embodiment of this application;

[0027] Figure 9 This is a schematic diagram of a scenario for calculating target collision time provided in an embodiment of this application;

[0028] Figure 10 This is a schematic diagram of another scenario for calculating target collision time provided in an embodiment of this application;

[0029] Figure 11 This is a schematic diagram of a vehicle lane change control device provided in an embodiment of this application;

[0030] Figure 12 This is a schematic diagram of the electronic device provided in the embodiments of this application. Detailed Implementation

[0031] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0032] A vehicle lane change control method and apparatus according to embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0033] Figure 1 This is a schematic diagram illustrating a scenario where a vehicle and other vehicles are changing lanes together, such as... Figure 1 As shown, this scenario depicts a vehicle traveling parallel to another vehicle at least one lane apart. If two vehicles are traveling parallel to each other with at least one lane between them and intend to change lanes to the same lane (i.e., the lane between the two vehicles), and the driver's field of vision is limited by the rearview mirror or the driver is visually fatigued, the rearview mirror of the vehicle can only see vehicles coming from the side and rear, making it difficult to judge in time whether other vehicles are also changing lanes to the same lane. This can easily lead to a greater risk of collision and pose a traffic safety hazard.

[0034] In existing technology, a millimeter-wave radar installed at the rear of the vehicle is used to sense the surrounding environment. When the vehicle begins to change lanes, if there is a vehicle to the side or rear, the system will issue an alarm to determine whether there is a collision risk and thus remind the driver.

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

[0036] To address this, this application provides the following embodiments to avoid the collision risk when two vehicles simultaneously change lanes to the same lane.

[0037] Figure 2 This is a flowchart illustrating a vehicle lane change control method provided in an embodiment of this application. This method can be executed by the cloud or by the vehicle's own domain controller. Figure 2 As shown, the vehicle lane change control method includes the following steps:

[0038] S201, when it is detected that its own vehicle and the target vehicle intend to change lanes to the same lane, it predicts the target collision time in real time when the collision occurs between its own vehicle and the target vehicle.

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

[0040] Specifically, it can detect the driving environment around its own vehicle. If it detects that its own vehicle and the target vehicle intend to change lanes to the same lane, it indicates that there may be a collision risk between its own vehicle and the target vehicle. At this time, it can predict the time point at which the collision between its own vehicle and the target vehicle will occur in real time, namely the Time to Collision (TTC).

[0041] In real-time prediction of target collision time, the real-time relative distance between the vehicle and the target vehicle can be determined, as well as the speed of the vehicle and the target vehicle in the real-time relative distance direction. The target collision time can then be determined based on the speed of the vehicle and the target vehicle in the real-time relative distance direction and the real-time relative distance.

[0042] In detecting whether a vehicle intends to change lanes into the same lane as a target vehicle, cameras and lidar mounted on the vehicle can be used to detect the relative distance, speed, acceleration, and trajectory between the two vehicles. The camera can be positioned on the B-pillar to expand its field of view and improve its perception of the surrounding environment. This allows the system to detect vehicles traveling at least one lane apart, thus enabling it to determine whether a vehicle intends to change lanes or is in the process of doing so. This leads to more accurate detection of collision risk and the time of potential collision.

[0043] Furthermore, the target collision time is predicted only when the vehicle itself and the target vehicle are detected to be attempting to change lanes into the same lane, thus avoiding the waste of computing resources caused by continuously calculating the target collision time in real time.

[0044] Optionally, if a vehicle detects that it and a target vehicle intend to change lanes into the same lane, a warning message can be sent to the vehicle itself. The warning message is used to indicate that a collision risk has been detected between the vehicle and the target vehicle.

[0045] S202, If 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 activated.

[0046] Specifically, by comparing the relationship between the target collision time and the first preset collision time and the second preset collision time, if 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 activated. The ESC can use engine output to brake the braking force of one or more wheels and control the traction of the vehicle itself, thereby helping to reduce the risk of collision.

[0047] The first preset collision time can be the physiological reaction time from when the eyes detect the situation to when the brain makes a judgment and then reacts by braking, which can be 1.7 seconds; the second preset collision time can be the safe 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, then ESC can be activated if 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 but greater than the second preset collision time, ESC can be activated directly.

[0049] S203, if the target collision time predicted in real time after the ESC is activated is less than or equal to the third preset collision time, continuously send torque request signals to the electric power steering (EPS) system 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 enables the EPS to determine the actual torque value based on the torque request value and control the vehicle's driving direction based on the actual torque value.

[0052] Specifically, after ESC is activated, the predicted target collision time is continuously monitored and updated. If the target collision time after ESC activation is less than or equal to the third preset collision time, it indicates that there is still a collision risk, and EPS is activated. The third preset collision time is the sum of the first preset collision time and the second preset collision time.

[0053] In addition, the EPS continuously sends torque request signals to control the steering angle and force of its own vehicle to control the vehicle's direction of travel, thereby enabling the vehicle to perform more precise avoidance maneuvers until the real-time predicted target collision 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 vehicle's direction of travel based on the actual torque value, thereby avoiding collision risks in the shortest possible time.

[0054] When continuously sending torque request signals to the EPS, the vehicle's domain controller can first complete a handshake with the EPS before continuously sending torque request signals to the EPS. Furthermore, it should be noted that after the EPS determines the actual torque value based on the torque request value, it can send this actual torque value to the domain controller. The domain controller can then use this actual torque value and the current road conditions to learn and update the torque request value under those road conditions through a torque prediction model. This ensures that the learned torque request value closely approximates the actual request value, allowing it to be sent again when encountering similar scenarios in the future, reducing the computational load on the EPS. Additionally, when the collision risk is eliminated (i.e., the target collision time is greater than the third preset collision time), the domain controller and EPS exit the handshake.

[0055] For example, as an example, Figure 3 This is a schematic diagram of the vehicle lane change control process provided in the embodiments of this application. The first preset collision time is 1.7 seconds, the second preset collision time is 1 second, and the third preset collision time is 2.7 seconds, which are used as examples for explanation.

[0056] like Figure 3As shown, when both the vehicle and the target vehicle are detected to be performing lane-changing operations, and the target lanes of the lane changes are the same, a collision risk is determined between the two vehicles. At this time, a warning message can be sent to the vehicle, and the target collision time of the vehicle and 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 ESC is activated to stabilize the vehicle. If the target collision time predicted in real time after the ESC is activated is greater than 2.7 seconds and continues for a preset time, the collision risk is eliminated, and the EPS activation operation is no longer executed. If the target collision time predicted in real time after the ESC is activated is still less than or equal to 2.7 seconds, the domain controller shakes hands with the EPS and continuously sends torque request signals to the EPS, which controls the vehicle's driving direction until the target collision time predicted in real time is greater than 2.7 seconds and continues for a preset time. At this time, the collision risk is eliminated, and the handshake with the EPS ends.

[0057] According to the technical solution provided in the embodiments of this 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 activated. After the ESC is activated, the target collision time is predicted in real time. When the target collision time is predicted to be less than or equal to the third preset collision time, a torque request signal is sent to the EPS to control the driving direction of the vehicle. This realizes the implementation of different multi-level avoidance measures based on the relationship between the target collision time predicted in real time and the first, second, and third preset collision times, avoiding collisions between the vehicle and the target vehicle when they intend to change lanes to the same lane, improving the avoidance effect and enhancing driving safety.

[0058] It should be noted that the target vehicle can also be controlled using the same lane-change control method as its own vehicle, which will not be elaborated further here. That is, any vehicle in the lane can be considered its own vehicle. It should also be noted that this application applies not only to scenarios where the target vehicle and the target vehicle are separated by at least one lane and the target vehicle changes lanes to the same lane, but also to scenarios such as lane changes between adjacent lanes.

[0059] In some embodiments, continuously sending torque request signals to the electric power steering (EPS) system includes:

[0060] For each moment after ESC is activated, obtain the current vehicle status of the vehicle itself; the vehicle status includes the vehicle speed, vehicle acceleration, distance between the vehicle and the target vehicle, and steering wheel torque of the vehicle itself.

[0061] Based on the current vehicle status and the predicted target collision time, determine the torque request value at the current moment, and determine the torque request signal at the current moment based on the torque request value at the current moment.

[0062] Send torque request signals corresponding to each moment to EPS until the real-time predicted target collision time is greater than the third preset collision time.

[0063] Specifically, for each moment after ESC is activated, the torque request value is determined based on the vehicle's current state and the predicted target collision time. The torque request value determined at each moment is used to increase the target collision time, making the torque request value at each moment more consistent with the driving scenario at the current moment and minimizing the risk of collision.

[0064] The distance between the vehicle and the target vehicle can be determined using methods such as cameras, radar, and lidar.

[0065] Steering wheel torque reflects the current steering wheel control effort and intention, and can be collected by the vehicle's own steering wheel torque sensor.

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

[0067] Alternatively, when determining the torque request value corresponding to the current moment based on the vehicle's current state and the predicted target collision time, the basic steering torque that meets basic driving needs can be determined based on the vehicle's speed, the target collision time, and the distance between them. The basic steering torque can be corrected based on the vehicle's acceleration and 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 risk of collision.

[0068] Alternatively, this embodiment can also pre-set a preset correspondence table between vehicle status, target collision time and torque request value, and then determine the torque request value corresponding to the current moment by querying the preset correspondence table based on the current vehicle status and the target collision time predicted at the current moment.

[0069] In addition, the system continuously sends torque request signals to the EPS at various times via a handshake, so that the EPS can adjust the output of the power steering motor after receiving the torque request signal, thereby achieving precise steering control until the real-time predicted target collision 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 to the domain controller, including actual torque output and steering angle, to form a closed-loop control and ensure the accuracy and responsiveness of the control.

[0071] According to the technical solution provided in the embodiments of this application, based on the torque request value corresponding to each moment after the vehicle is activated by ESC, a torque request signal is continuously sent to EPS, so that the driving direction of the vehicle can be controlled by EPS at each moment, thereby enabling the 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 correspondence between the vehicle's driving environment and the correction factor. The target correction factor is obtained based on the vehicle's driving environment and the preset correspondence. The driving environment includes road resistance, road slipperiness, and road slope.

[0074] The correction factor is used to correct the difference between the vehicle's driving environment 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 vehicle based on the actual torque value in the current driving environment, and the second driving direction is the driving direction controlled by the vehicle based on the torque request value in the reference environment.

[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 together determine the actual torque value. Thus, the torque request value can be corrected by the target correction factor, so that the actual torque value can achieve the same effect on the vehicle's directional control as the torque request value.

[0076] 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 differences in the control of the vehicle's driving direction under the same torque value under different driving environments.

[0077] The driving environment includes road resistance, road surface slippage, and road slope. Road resistance can vary depending on the road material and its smoothness. For example, different road materials (such as asphalt, dirt, and icy roads) exert different rolling resistances on the wheels. The degree of road slippage also affects the friction between the tires and the ground, thus impacting vehicle directional control. For instance, if the slippage is less than a preset threshold, the friction between the tires and the ground decreases, increasing the risk of loss of control; therefore, torque values ​​provide more precise directional control. Conversely, if the slippage is greater than the threshold, the friction between the tires and the ground increases, resulting in less directional control for the same torque value compared to when the slippage is less than the threshold. Furthermore, the vehicle's weight also affects directional control when the road slope is uphill or downhill. For example, going uphill requires counteracting the vehicle's weight, while going downhill requires preventing dangerous changes in direction due to sudden acceleration or deceleration. By defining road resistance, road slipperiness, and road slope as the driving environment, the determined driving environment takes into account factors related to vehicle direction control, thereby making vehicle direction control more precise.

[0078] Furthermore, 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, i.e., road resistance, road slippage, and road slope are all 0; of course, the reference environment can also be set to any driving environment, such as setting the road resistance to 20%, the road slippage to 5%, and the road slope to 0.

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

[0080] Furthermore, the preset correspondence between the vehicle's driving environment and the correction factor can include: if the overall resistance corresponding to the vehicle's driving environment is higher than the overall resistance corresponding to the reference environment, then the correction factor is greater than 1, meaning the actual torque value is greater than the requested torque value; if the overall resistance corresponding to the vehicle's driving environment is lower than the overall resistance corresponding to the reference environment, then the correction factor is less than 1. This correction factor can be the ratio of the overall resistance corresponding to different driving environments to the overall resistance corresponding to the reference environment, and a correspondence between different driving environments and this correction factor is established. In this way, the target correction factor corresponding to the vehicle's driving environment is found from the preset correspondence, ensuring that the product of the calculated requested torque value and the target correction factor matches the vehicle's driving environment.

[0081] The overall resistance corresponding to the vehicle's driving environment can be the weighted sum of the resistances corresponding to road surface resistance, road surface slipperiness, and road surface slope.

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

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

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

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

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

[0087] If the target collision time is less than or equal to the third preset collision time, and if the vehicle detects that the driving situation between itself and the target vehicle is moving away from each other or intending to move away from each other, and the target collision time changes from less than the third preset collision time to greater than the third preset collision time, then it is determined that there is currently no collision risk between itself and the target vehicle.

[0088] Specifically, warning messages can be issued to the driver through various means such as sound, vision, or touch, allowing the driver to control the vehicle by slowing down, steering, or braking. This way, if the target collision time is less than or equal to a third preset collision time, a warning message is issued, enabling the driver to pay closer attention to the vehicle's movement and avoid collisions.

[0089] Furthermore, if the target collision time updated in real time is less than or equal to the third preset collision time, and a change in the driving situation between the vehicle and the target vehicle is detected, indicating that the two vehicles are moving away from each other or intend to move away from each other, and the aforementioned 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, then it is determined that there is no longer a collision risk between the vehicle and the target vehicle.

[0090] Optionally, after determining that there is no longer a risk of collision between its own vehicle and the target vehicle, the system can stop sending warning messages and provide the driver with confirmation of safe driving, informing the driver that the current driving behavior is safe and that normal driving can continue.

[0091] According to the technical solution provided in the embodiments of this application, a warning message can be sent when the target collision time is less than or equal to a third preset collision time; in addition, the collision risk can be dynamically assessed and fed back in real time based on the driving scenario between the vehicle and the target vehicle, thereby improving driving safety and reducing the occurrence of collision accidents.

[0092] In some embodiments, detecting that the driving situation between one's own vehicle and a target vehicle is moving away from each other or intending to move away from each other includes:

[0093] The system acquires motion parameters between its own vehicle and the target vehicle. These parameters include the real-time relative distance between the two vehicles, the speed and rate of change of the vehicle in the positive direction corresponding to the real-time relative distance, the speed and rate of change of the target vehicle in the negative direction corresponding to the real-time relative distance, and the steering wheel torque of the vehicle. The positive direction corresponding to the real-time relative distance is the direction towards the target vehicle with the vehicle as the reference.

[0094] If an increase in real-time relative distance is detected, the driving scenario is determined to be moving away from the other party;

[0095] If the vehicle detects a decrease in its own speed and the rate of change of its own speed in the positive direction corresponding to the real-time relative distance is less than a preset value, the driving scenario is determined to be an intention to move away from the other party.

[0096] If the speed of the target vehicle is detected to increase and the rate of change of the target vehicle's speed in the negative direction corresponding to the real-time relative distance is greater than the preset change value, the driving scenario is determined to be an intention to move away from the other party.

[0097] If the direction of the steering wheel torque of one's own vehicle is away from that of the target vehicle and the relative distance is increasing in real time, the driving scenario is determined to be moving away from the other vehicle.

[0098] If the target vehicle is detected to be traveling in the positive direction corresponding to the real-time relative distance and the real-time relative distance is increasing, the driving scenario is determined to be moving away from the other vehicle.

[0099] Specifically, the motion parameters between the vehicle and the target vehicle can be obtained through the vehicle's radar, lidar, cameras, vehicle data bus, and other means.

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

[0101] The speed of the vehicle in the positive direction corresponding to the real-time relative distance can reflect whether the vehicle is approaching or moving away from the target vehicle. The rate of change of the vehicle's speed in the positive direction corresponding to the real-time relative distance can reflect the rate at which it is approaching or moving away from the target vehicle. For example, a positive rate of change of speed indicates that the vehicle is accelerating towards the target vehicle, while a negative rate of change of speed indicates that the vehicle is decelerating towards the target vehicle or accelerating away from the target vehicle. The positive direction corresponding to the real-time relative distance is the direction towards the target vehicle with the vehicle itself as the reference.

[0102] Steering wheel torque reflects the driver's or the autonomous driving algorithm currently controlling the vehicle's direction of travel and can serve as auxiliary information for determining that intention.

[0103] In addition, if an increase in real-time relative distance is detected, that is, if the vehicle and the target vehicle move away laterally at the same time, or if one of the vehicle and the target vehicle moves away laterally, then the driving scenario is determined to be moving away from each other.

[0104] also, Figure 4 This is one of the schematic diagrams of the driving scenario provided in the embodiments of this application, such as... Figure 4 As shown, if the vehicle detects a decrease in its own speed and the rate of change of its own speed in the positive direction corresponding to the real-time relative distance is less than a preset value, that is, the rate of change of its own speed toward the target vehicle is less than the preset value, it indicates that its own vehicle is decelerating and approaching, and the driving scenario is determined to be an intention to move away from the other party.

[0105] also, Figure 5 This is a second schematic diagram of a driving scenario provided in the embodiments of this application, such as... Figure 5 As shown, when the speed of the target vehicle increases and the rate of change of the target vehicle's speed in the negative direction corresponding to the real-time relative distance is greater than the preset change value, that is, the rate of change of the target vehicle's speed moving away from the vehicle is greater than the preset change value, it indicates that the target vehicle is accelerating away and intends to avoid the risk of collision. In this case, the driving scenario is determined to be an intention to move away from the other vehicle.

[0106] also, Figure 6 This is the third schematic diagram of the driving scenario provided in the embodiments of this application, as shown below. Figure 6 As shown, when the direction of the steering wheel torque is detected to be away from the target vehicle, and the relative distance is increasing in real time, it means that the vehicle is moving laterally away from the target vehicle, and the driving scenario is determined to be moving away from the other vehicle. It should be noted that the positive and negative directions of the steering wheel torque can be set. For example, a left-hand torque direction is negative, and a right-hand torque direction is positive. Therefore, if the vehicle is in the left lane of the target vehicle, a negative steering wheel torque direction indicates that the steering wheel torque is moving away from the target vehicle; conversely, if the vehicle is in the right lane of the target vehicle, a positive steering wheel torque direction also indicates that the steering wheel torque is moving away from the target vehicle.

[0107] also, Figure 7 This is the fourth schematic diagram of the driving scenario provided in the embodiments of this application, as shown below. Figure 7 As shown, when the target vehicle is detected to be traveling in the positive direction corresponding to the real-time relative distance, and the real-time relative distance is increasing, the vehicle itself can remain unchanged and maintain its original motion parameters, while the target vehicle moves laterally away from the vehicle itself, thus determining the driving scenario as moving away from the other vehicle.

[0108] According to the technical solution provided in the embodiments of this application, the vehicle's motion parameters can be adjusted in autonomous driving or assisted driving modes to maintain a safe distance or provide early warnings to prevent collisions. 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 installed on the B-pillars on both sides of the vehicle.

[0110] The system detects that both the vehicle and the target vehicle intend to change lanes into the same lane, including:

[0111] If the system detects that its own vehicle intends to change lanes to the target lane between itself and the target vehicle, and the camera also detects that the target vehicle intends to change lanes to the target lane, it determines that both its own vehicle and the target vehicle intend to change lanes to the same lane.

[0112] Specifically, cameras are installed on both sides of the vehicle's B-pillars. These cameras, combined with the vehicle's rear corner radar, expand the camera's field of view, thereby improving the accuracy of perception of the surrounding environment. Especially when the driver's field of view is limited by the rearview mirror or when the driver is visually fatigued, the lane-changing actions of the target vehicle can be detected more accurately, thus reducing the risk of collision through the above-mentioned embodiments.

[0113] Furthermore, when detecting whether a target vehicle intends to change lanes into the target lane between the vehicle and the target vehicle, images captured by cameras positioned on the B-pillars on both sides of the vehicle can be used to detect whether the target vehicle exists in other lanes at least one lane away. Upon detecting a target vehicle, its turn signal status, heading, and wheel turn signals can be used to determine if it intends to change lanes into the same lane. For example, assuming the target vehicle is to the right of the vehicle, if at least one of the following conditions is met: the target vehicle's left turn signal is on, its heading is to the left, and its wheel turn signals are to the left, then it can be determined that the target vehicle intends to change lanes into the same lane.

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

[0115] In addition, it should be noted that the technical solutions provided in this application can also be applied to various driving environments and vehicle types, thus enhancing adaptability.

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

[0117] Send a notification message to the target display screen of its own vehicle, and issue a notification sound and indicator light according to the preset alarm notification method;

[0118] The information provided includes the time of the target collision and the relative distance between the target vehicle and the vehicle itself.

[0119] Both the audible and visual warnings are used to alert the driver of the vehicle to the potential risk of a collision.

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

[0121] The prompts include the time of the collision and the relative distance between the target vehicle and the driver's own vehicle, so that the driver can intuitively understand the spatial distance between the two vehicles. They can be presented in a striking color and large font.

[0122] In addition, both the warning sound and the warning message are used to alert the driver of the vehicle to the current collision risk. The warning sound can be a high-frequency, rapid alarm sound to attract the driver's attention. The warning light can be achieved by flashing specific indicator lights on the dashboard, external light strips on the vehicle, or emergency flashing lights at the front of the vehicle. This can also alert other vehicles around the vehicle, including the target vehicle, to the collision risk, thus serving as a warning.

[0123] According to the technical solution provided in the embodiments of this application, the urgency of the collision risk can be conveyed to the driver in a comprehensive and multi-faceted manner through three methods: prompting information, prompting sound, and prompting light, so that the driver can quickly take evasive action, deceleration, or other necessary driving operations, thereby effectively avoiding or mitigating the occurrence of collision accidents.

[0124] Figure 8 This is a flowchart illustrating another vehicle lane change control method provided in an embodiment of this application, as shown below. Figure 8 As shown, the vehicle lane change control method may include the following steps:

[0125] If it is detected that both the vehicle and the target vehicle intend to change lanes to the same lane, it is determined that there is a risk of collision between the vehicle and the target vehicle;

[0126] Then predict the target collision time when the vehicle collides with the target vehicle; in this process, such as Figure 9 and Figure 10 As shown, the target lane for both the vehicle and the target vehicle to perform the lane change operation is the same. A rectangular coordinate system is established with the center of the vehicle as the origin. The y-axis of 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 using the following formula:

[0128] Where Tttc represents the time of target collision, Δx represents the real-time relative distance between the vehicle and the target vehicle, and V 1x V represents the velocity of the vehicle along the x-axis. 2x This indicates the speed of the target vehicle along the x-axis.

[0129] In cases where the vertical coordinates of the vehicle and the target vehicle are different, a perpendicular line is drawn from the center point of the target vehicle to the x-axis, and the real-time relative distance is determined based on the difference between the horizontal coordinates of the target vehicle and the vehicle.

[0130] Next, it determines whether the target collision time is less than or equal to the third preset collision time. If so, a warning message is issued. If the target collision time is less than or equal to the third preset collision time, it determines whether the driving situation between its own vehicle and the target vehicle is moving away from each other or intending to move away from each other. If so, it determines whether the target collision time changes from less than the third preset collision time to greater than the third preset collision time. If so, it determines that there is no longer a collision risk between its own vehicle and the target vehicle, i.e., the existing collision risk is eliminated. If not, it determines 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, it controls and activates ESC. It determines whether the target collision time predicted in real time after the ESC is activated 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), it continuously sends a torque request signal to EPS until the target collision time predicted in real time is greater than the third preset collision time, i.e., the collision risk is eliminated.

[0131] Furthermore, 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 be automatically activated to request chassis assistance in deceleration, and even trigger the Automatic Emergency Braking (AEB) and 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, it can improve the efficiency of traffic flow management and scheduling; by monitoring and warning of collision risks when vehicles change lanes in real time, it can reduce the occurrence of traffic accidents, thereby maintaining the smoothness and safety of highways.

[0133] It should be understood that the sequence number of each step in the above embodiments does not imply 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 this application.

[0134] All of the above optional technical solutions can be combined in any way to form optional embodiments of the present application, and will not be described in detail here.

[0135] The following are embodiments of the apparatus described in this application, which can be used to execute the embodiments of the method described in this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the method described in this application.

[0136] Figure 11 This is a schematic diagram of a vehicle lane change control device provided in an embodiment of this application. Figure 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 the target collision time in real time when it detects that its own vehicle and a target vehicle intend to change lanes to the same lane, wherein the target vehicle is a vehicle that is at least one lane away from its own vehicle.

[0138] The first control module 1102 is configured to activate the electronic stability control system (ESC) when the target collision time is less than or equal to the first preset collision time and greater than the second preset collision time.

[0139] The second control module 1103 is configured to continuously send torque request signals to the electric power steering system EPS when the target collision time predicted in real time after the ESC is detected to be less than or equal to the third preset collision time, 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 enables the EPS to determine the actual torque value based on the torque request value and control the vehicle's driving direction based on the actual torque value.

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

[0142] For each moment after ESC is activated, obtain the current vehicle status of the vehicle itself; the vehicle status includes the vehicle speed, vehicle acceleration, distance between the vehicle and the target vehicle, and steering wheel torque of the vehicle itself.

[0143] Based on the current vehicle status and the predicted target collision time, determine the torque request value at the current moment, and determine the torque request signal at the current moment based on the torque request value at the current moment.

[0144] Send torque request signals corresponding to each moment to EPS until the real-time predicted target collision 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 correspondence between the vehicle's driving environment and the correction factor, and the target correction factor is obtained based on the vehicle's driving environment and the preset correspondence; the driving environment includes road resistance, road slippage, and road slope; the correction factor is used to correct the difference between the vehicle's driving environment 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 vehicle based on the actual torque value in the current driving environment, and the second driving direction is the driving direction controlled by the vehicle based on the torque request value in the reference environment.

[0146] In some embodiments, after detecting that its own vehicle and a target vehicle intend to change lanes to the same lane, the second control module 1103, after predicting the target collision time when a collision occurs between its own vehicle and the target vehicle in real time, is further configured to:

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

[0148] If the target collision time is less than or equal to the third preset collision time, and if the vehicle is detected to be moving away from or intending to move away from the target vehicle, and the target collision time changes from less than the third preset collision time to greater than the third preset collision time, then the collision risk between the vehicle and the target vehicle is determined to be eliminated.

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

[0150] The system acquires motion parameters between its own vehicle and the target vehicle. These parameters include the real-time relative distance between the two vehicles, the speed and rate of change of the vehicle in the positive direction corresponding to the real-time relative distance, the speed and rate of change of the target vehicle in the negative direction corresponding to the real-time relative distance, and the steering wheel torque of the vehicle. The positive direction corresponding to the real-time relative distance is the direction towards the target vehicle with the vehicle as the reference.

[0151] If an increase in real-time relative distance is detected, the driving scenario is determined to be moving away from the other party;

[0152] If the vehicle detects a decrease in its own speed and the rate of change of its own speed in the positive direction corresponding to the real-time relative distance is less than a preset value, the driving scenario is determined to be an intention to move away from the other party.

[0153] If the speed of the target vehicle is detected to increase and the rate of change of the target vehicle's speed in the negative direction corresponding to the real-time relative distance is greater than the preset change value, the driving scenario is determined to be an intention to move away from the other party.

[0154] If the direction of the steering wheel torque of one's own vehicle is away from that of the target vehicle and the relative distance is increasing in real time, the driving scenario is determined to be moving away from the other vehicle.

[0155] If the target vehicle is detected to be traveling in the positive direction corresponding to the real-time relative distance and the real-time relative distance is increasing, the driving scenario is determined to be moving away from the other vehicle.

[0156] In some embodiments, cameras are installed on the B-pillars on both sides of the vehicle.

[0157] The detection module 1101 is configured to determine that the vehicle intends to change lanes to the same lane as the target vehicle when it detects that the vehicle intends to change lanes to the target lane between the vehicle and the target vehicle, and the camera detects that the target vehicle intends to change lanes to the target lane.

[0158] In some embodiments, after the second control module 1103 continuously sends torque request signals to the electric power steering system (EPS), it is further configured to:

[0159] Send a notification message to the target display screen of its own vehicle, and issue a notification sound and indicator light according to the preset alarm notification method;

[0160] The alert information includes the time of the target collision and the relative distance between the target vehicle and the vehicle itself; both the alert sound and the alert light are used to alert the driver of the vehicle that there is a risk of collision.

[0161] Figure 12 This is a schematic diagram of the electronic device 12 provided in an embodiment of this application. Figure 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, it implements the steps in the various method embodiments described above. Alternatively, when the processor 1201 executes the computer program 1203, it implements the functions of each module / unit in the various device embodiments described above.

[0162] Electronic device 12 can be a desktop computer, laptop, handheld computer, cloud server, or other electronic device. Electronic device 12 may include, but is not limited to, processor 1201 and memory 1202. Those skilled in the art will understand that... Figure 12This is merely an example of electronic device 12 and does not constitute a limitation on electronic device 12. It may include more or fewer components than shown, or different components.

[0163] The processor 1201 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0164] The memory 1202 can be an internal storage unit of the electronic device 12, such as a hard disk or RAM of the electronic device 12. The memory 1202 can also be an external storage device of the electronic device 12, such as a plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card, FlashCard, etc., equipped on the electronic device 12. The memory 1202 can also include both internal and external storage units of the electronic device 12. 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 will clearly understand that for the sake of convenience and brevity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In actual applications, the above-mentioned functions can be distributed and completed by 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 units 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 (such as 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, etc. Computer-readable storage media may include: any entity or device capable of carrying computer program code, recording medium, U disk, mobile hard disk, magnetic 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 various embodiments of the present application, and should all be included in the scope of protection of the present application.

Claims

1. A vehicle lane change control method, characterized in that, include: If the vehicle detects that both it and a target vehicle intend to change lanes to the same lane, the system can predict the target collision time in real time when a collision occurs between the vehicle and the target vehicle, wherein the target vehicle is a vehicle that is at least one lane away from the vehicle. If 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 activated. If the target collision time predicted in real time after the ESC is activated 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; The torque request signal carries a torque request value, which enables the EPS to determine the actual torque value based on the torque request value and control the driving direction of its own vehicle based on the actual torque value.

2. The method according to claim 1, characterized in that, The continuous sending of torque request signals to the electric power steering (EPS) system includes: For each moment after the ESC is activated, the vehicle status of the vehicle at the current moment is obtained; the vehicle status includes the vehicle speed, the vehicle acceleration, the distance between the vehicle and the target vehicle, and the steering wheel torque of the vehicle. Based on the vehicle state of the vehicle at the current moment and the predicted target collision time at the current moment, the torque request value corresponding to the current moment is determined, and the torque request signal corresponding to the current moment is determined based on the torque request value corresponding to the current moment. The EPS sends torque request signals corresponding to each moment until the real-time predicted target collision time is greater than the third preset collision time.

3. The method according to claim 1, characterized in that, The actual torque value is the product of the torque request value and the target correction factor corresponding to the torque request value; There is a preset correspondence between the vehicle's driving environment and the correction factor. The target correction factor is obtained based on the vehicle's driving environment and the preset correspondence. The driving environment includes road resistance, road slipperiness, and road slope. The correction factor is used to correct the difference between the driving environment of the vehicle itself 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 vehicle itself in the current driving environment based on the actual torque value, and the second driving direction is the driving direction controlled by the vehicle itself in the reference environment based on the torque request value.

4. The method according to claim 1, characterized in that, After detecting that both the vehicle and the target vehicle intend to change lanes to the same lane, and predicting the target collision time in real time when a collision occurs, the method further includes: If the target collision time is less than or equal to the third preset collision time, a warning message is issued. This warning message prompts the driver to control their vehicle to move away from the target vehicle to avoid a collision; and / or, If the target collision time is less than or equal to the third preset collision time, and if it is detected that the driving situation between the vehicle and the target vehicle is moving away from each other or intending to move away from each other, and the target collision time changes from less than the third preset collision time to greater than the third preset collision time, then it is determined that there is currently no collision risk between the vehicle and the target vehicle.

5. The method according to claim 4, characterized in that, The detection that the driving scenario between the vehicle and the target vehicle is moving away from each other or intending to move away from each other includes: The motion parameters between the vehicle and the target vehicle are obtained. The motion parameters include the real-time relative distance between the vehicle and the target vehicle, the speed and rate of change of the vehicle in the positive direction corresponding to the real-time relative distance, the speed and rate of change of the target vehicle in the negative direction corresponding to the real-time relative distance, and the steering wheel torque corresponding to the vehicle. The positive direction corresponding to the real-time relative distance is the direction towards the target vehicle with the vehicle as the reference. If the real-time relative distance is detected to increase, the driving scenario is determined to be moving away from the other party; If the vehicle's speed decreases and the rate of change of its speed in the positive direction corresponding to the real-time relative distance is less than a preset value, the driving scenario is determined to be the intention to move away from the other party. If the speed of the target vehicle is detected to increase and the rate of change of the speed of the target vehicle in the negative direction corresponding to the real-time relative distance is greater than a preset change value, the driving scenario is determined to be the intention to move away from the other party. If the direction of the steering wheel torque of the vehicle itself is detected to be away from the direction of the target vehicle and the real-time relative distance increases, the driving scenario is determined to be moving away from the other party; If the target vehicle's driving direction is detected to be in the positive direction corresponding to the real-time relative distance and the real-time relative distance is increasing, the driving scenario is determined to be moving away from the other party.

6. The method according to claim 1, characterized in that, The vehicle is equipped with cameras on both sides of the B-pillar. The detection of both the vehicle itself and the target vehicle intending to change lanes to the same lane includes: If the vehicle detects that it intends to change lanes to the target lane between itself and the target vehicle, and the camera detects that the target vehicle intends to change lanes to the target lane, it is determined that the 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 torque request signals to the electric power steering (EPS) system, it also includes: Send a notification message to the target display screen of the vehicle itself, and issue a notification sound and a notification light according to the preset alarm notification method; The notification information includes the target collision time and the relative distance between the target vehicle and the vehicle itself. Both the warning sound and the warning light are used to alert the driver of the vehicle to the current risk of collision.

8. A vehicle lane change control device, characterized in that, include: The detection module is configured to predict the target collision time in real time when it detects that its own vehicle and a target vehicle intend to change lanes to the same lane, wherein the target vehicle is a vehicle that is at least one lane away from its own vehicle. The first control module is configured to activate the 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. The second control module is configured to continuously send torque request signals to the electric power steering system EPS until the real-time predicted target collision time is greater than the third preset collision time when the ESC is detected to be less than or equal to 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 enables the EPS to determine the actual torque value based on the torque request value and control the driving direction of its 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, it implements the steps of the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 7.

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