Lane changing method and device, product, equipment and medium

Abstract

The invention discloses a lane changing method and device, a product, equipment and a medium, and the method comprises the steps: obtaining obstacle information corresponding to a target gap, the target gap being a gap between obstacles in a target lane, and the obstacle information being motion state information of a target obstacle; determining a collision distance, a displacement difference and a minimum safety distance between the target vehicle and the target obstacle based on the obstacle information and the motion state information of the target vehicle; determining a safety distance threshold based on the collision distance, the displacement difference and the minimum safety distance; under the condition that the target distance is larger than the safe distance threshold value, the target vehicle is controlled to continue to execute the lane changing action of changing the lane to the target lane, and the target distance is the current distance between the target vehicle and the target obstacle. In this way, the stability of the lane changing function can be improved under the condition that safety is guaranteed, and therefore the user experience is improved.

Description

Technical Field

[0001] This application relates to the field of intelligent driving technology, and particularly relates to a lane-changing method, device, product, equipment and medium. Background Art

[0002] In the ADAS (Advanced Driving Assistance System) function, for the gap of the lane change function in complex and changeable driving conditions, the processing is relatively single and insufficient. It can only perform the lane change execution judgment under the condition of a fixed-length interval, resulting in a relatively high frequency of function exit during the lane change process, lack of stability, and affecting the user experience.

[0003] Therefore, how to improve the stability of the lane change function while ensuring safety, so as to improve the user experience, is a technical problem that those skilled in the art need to solve. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a lane-changing method, device, product, equipment and medium, which can improve the stability of the lane change function while ensuring safety, so as to improve the user experience. The specific solutions are as follows:

[0005] In the first aspect, this application provides a lane-changing method, including:

[0006] Obtain the obstacle information corresponding to the target gap, where the target gap is the gap between obstacles in the target lane, and the obstacle information is the motion state information of the target obstacle;

[0007] Based on the obstacle information and the motion state information of the target vehicle, determine the collision distance, displacement difference and minimum safety distance between the target vehicle and the target obstacle; among them, the minimum safety distance is determined based on the safety distance coefficient, and the safety distance coefficient is determined based on the driving speed of the target vehicle;

[0008] Determine the safety distance threshold based on the collision distance, the displacement difference and the minimum safety distance;

[0009] When the target distance is greater than the safety distance threshold, control the target vehicle to continue to perform the lane change action to change lanes to the target lane, where the target distance is the distance between the current target vehicle and the target obstacle.

[0010] Optionally, the obstacle information includes the driving speed and acceleration of the target obstacle. Based on the obstacle information and the motion state information of the target vehicle, determining the displacement difference between the target vehicle and the target obstacle includes:

[0011] Obtain the prediction time;

[0012] Determine the displacement of the target vehicle within the prediction time based on the driving speed of the target vehicle, the target speed, and the prediction time, and obtain a first displacement;

[0013] Determine the displacement of the target obstacle within the prediction time based on the driving speed, acceleration of the target obstacle, and the prediction time, and obtain a second displacement;

[0014] Calculate the displacement difference between the target vehicle and the target obstacle based on the first displacement and the second displacement.

[0015] Optionally, determining the minimum safe distance between the target vehicle and the target obstacle based on the obstacle information and the motion state information of the target vehicle includes:

[0016] Obtain a safety distance coefficient based on the driving speed of the target vehicle;

[0017] Determine the minimum safe distance between the target vehicle and the target obstacle based on the safety distance coefficient and the minimum safe distance base value.

[0018] Optionally, when the target obstacle is the rear obstacle of the target gap, determining the safety distance threshold based on the collision distance, the displacement difference, and the minimum safe distance includes:

[0019] Determine the reaction delay compensation distance based on the driver reaction time and driving speed of the rear obstacle;

[0020] Determine the safety distance threshold based on the reaction delay compensation distance, the collision distance, the displacement difference, and the minimum safe distance.

[0021] Optionally, when the target obstacle is the rear obstacle of the target gap, determining the safety distance threshold based on the collision distance, the displacement difference, and the minimum safe distance includes:

[0022] Determine the safety distance threshold based on the influence coefficient, the collision distance, the displacement difference, and the minimum safe distance;

[0023] Wherein, the influence coefficient is determined based on the dynamic change probability of the rear obstacle.

[0024] Optionally, the influence coefficient is determined based on one or more of a first weight coefficient, a second weight coefficient, and a third weight coefficient. The first weight coefficient is determined based on the distance between the target vehicle and the center line of the target lane, where the center line of the target lane is the center line of the target lane. The second weight coefficient is determined based on the heading angle of the rear obstacle, and the third weight coefficient is determined based on the acceleration of the rear obstacle.

[0025] In a second aspect, the present application provides a lane-changing device, including:

[0026] An obstacle information acquisition module, configured to acquire obstacle information corresponding to a target gap, where the target gap is a gap between obstacles in the target lane, and the obstacle information is the motion state information of the target obstacle;

[0027] An information determination module, configured to determine a collision distance, a displacement difference, and a minimum safety distance between the target vehicle and the target obstacle based on the obstacle information and the motion state information of the target vehicle;

[0028] A threshold determination module, configured to determine a safety distance threshold based on the collision distance, the displacement difference, and the minimum safety distance;

[0029] A lane-changing control module, configured to control the target vehicle to continue to perform a lane-changing action of changing lanes to the target lane when the target distance is greater than the safety distance threshold, where the target distance is the distance between the current target vehicle and the target obstacle.

[0030] In a third aspect, the present application provides a computer program product, including a computer program / instructions, which when executed by a processor, implement the steps of the foregoing lane-changing method.

[0031] In a fourth aspect, the present application provides an electronic device, including a memory and a processor, where:

[0032] The memory is used to store a computer program;

[0033] The processor is configured to execute the computer program to implement the foregoing lane-changing method.

[0034] In a fifth aspect, the present application provides a computer-readable storage medium, used to store a computer program, where the computer program, when executed by a processor, implements the foregoing lane-changing method.

[0035] As can be seen from the above solution, the present application provides a lane-changing method, including: obtaining obstacle information corresponding to a target gap, where the target gap is a gap between obstacles in a target lane, and the obstacle information is the motion state information of a target obstacle; determining a collision distance, a displacement difference, and a minimum safety distance between the target vehicle and the target obstacle based on the obstacle information and the motion state information of the target vehicle, where the displacement difference is the displacement difference within a prediction time; determining a safety distance threshold based on the collision distance, the displacement difference, and the minimum safety distance; and controlling the target vehicle to continue to perform a lane-changing action to change lanes to the target lane when the target distance is greater than the safety distance threshold, where the target distance is the distance between the current target vehicle and the target obstacle.

[0036] It can be seen that the beneficial effects of the present application are as follows: Based on the target gap and the motion state information of the target obstacle, the present application determines the collision distance, the displacement difference, and the minimum safety distance between the target vehicle and the target obstacle during the lane-changing process. The determination of the minimum safety distance takes into account the driving speed of the target vehicle, and then determines the safety distance threshold, which is compared with the distance between the current target vehicle and the target obstacle. By comparing, it is determined whether to change lanes. In this way, a more accurate safety distance threshold can be obtained. Even if the gap changes, it can accurately determine whether to change lanes, which can improve the stability of the lane-changing function while ensuring safety, thereby improving the user experience.

[0037] Correspondingly, a lane-changing device, product, equipment, and readable storage medium provided by the present application also have the above technical effects. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only the embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained according to the provided drawings without creative efforts.

[0039] Figure 1 It is a flowchart of a lane-changing method provided by an embodiment of the present application;

[0040] Figure 2 It is a schematic diagram of a lane-changing process provided by an embodiment of the present application;

[0041] Figure 3 It is a diagram for verifying the stable feasibility distance of the target lane gap provided by an embodiment of the present application;

[0042] Figure 4Schematic diagram of the distance between the center of the rear axle of the host vehicle and the center line of the target lane provided by an embodiment of the present application;

[0043] Figure 5 Schematic diagram of the mapping relationship between the distance between the host vehicle and the center line of the target lane and Df1 provided by an embodiment of the present application;

[0044] Figure 6 Schematic diagram of the mapping relationship between the heading angle value of the rear vehicle and Df2 provided by an embodiment of the present application;

[0045] Figure 7 Schematic diagram of the mapping relationship between the acceleration value of the rear vehicle and Df3 provided by an embodiment of the present application;

[0046] Figure 8 Schematic diagram of the structure of a lane-changing device provided by an embodiment of the present application;

[0047] Figure 9 Schematic diagram of the structure of an electronic device provided by an embodiment of the present application. Detailed implementation manners

[0048] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the protection scope of the present application.

[0049] Currently, in advanced driver assistance functions, the target gap of the lane change assistance function is relatively single and insufficient in dealing with the stability and feasibility of maintaining the gap in complex and changeable driving conditions. It can only perform lane change execution judgment under the condition of a fixed length interval. For the change of the gap, the existing technical methods are limited in that the calculation of the safety space is not intelligent enough, which may not meet the safety space, resulting in a relatively high frequency of the lane change process function exiting. During the lane change, the intervention of obstacles before and after the target gap or the acceleration and deceleration of the front and rear obstacles will cause changes in the target gap, resulting in the reduction, increase of the target gap space and the sudden change of the target speed, etc. In a safe situation, the existing technology may exit the lane change function for small gap changes and cannot maintain the stability and safety feasibility of the target gap. Therefore, the present application provides a lane change scheme that can improve the stability of the lane change function while ensuring safety, thereby improving the user experience.

[0050] See Figure 1 As shown, an embodiment of the present application discloses a lane change method, including:

[0051] Step S11: Obtain the obstacle information corresponding to the target gap, where the target gap is the gap between obstacles in the target lane, and the obstacle information is the motion state information of the target obstacle.

[0052] In the embodiments of the present application, an upper-layer lane-changing instruction signal can be received to obtain the coordinates of the lane-changing gap, i.e., the target gap, and the target speed of the lane change. The lane-changing gap is the space existing in the target lane to be changed, that is, the gap between two adjacent obstacles in the target lane. The two adjacent obstacles are both traveling vehicles, including the front obstacle and the rear obstacle. The front obstacle is the obstacle located in front of the target gap among the two adjacent obstacles, and the rear obstacle is the obstacle located behind the target gap among the two adjacent obstacles. The front and rear are distinguished based on the forward direction of the vehicle. According to the forward direction of the vehicle, the one in front is the front, and the one behind is the rear. The target obstacle is any one of the front obstacle and the rear obstacle.

[0053] Step S12: Determine the collision distance, displacement difference, and minimum safety distance between the target vehicle and the target obstacle based on the obstacle information and the motion state information of the target vehicle; where the minimum safety distance is determined based on a safety distance coefficient, and the safety distance coefficient is determined based on the driving speed of the target vehicle.

[0054] Among them, the target vehicle is the vehicle itself. In an alternative embodiment, the obstacle information includes the driving speed of the target obstacle. Determining the collision distance between the target vehicle and the target obstacle based on the obstacle information and the motion state information of the target vehicle includes: obtaining the collision time based on the driving speed of the target vehicle; determining the collision distance based on the collision time, the driving speed of the target obstacle, and the driving speed of the target vehicle.

[0055] Among them, in the embodiments of the present application, the collision time corresponding to the driving speed of the target vehicle can be obtained based on a mapping relationship table between the preset driving speed and the collision time. If there is no corresponding value in the table, the collision time can be calculated by linear interpolation, and then the collision distance can be determined based on the collision time, the driving speed of the target obstacle, and the driving speed of the target vehicle. The formula TTCDisF = TTC * (Ve - Vobsf) can be used to calculate the required collision distance TTCDisF between the two vehicles during this time. Where TTC is the obtained collision time, Ve is the driving speed of the target vehicle, and Vobsf is the driving speed of the target obstacle.

[0056] Wherein, the displacement difference is the displacement difference within the prediction time. In an optional implementation manner, the obstacle information includes the traveling speed and acceleration of the target obstacle. Determining the displacement difference between the target vehicle and the target obstacle based on the obstacle information and the motion state information of the target vehicle includes: obtaining the prediction time; determining the displacement of the target vehicle within the prediction time based on the traveling speed of the target vehicle, the target speed, and the prediction time to obtain a first displacement; determining the displacement of the target obstacle within the prediction time based on the traveling speed, acceleration, and the prediction time of the target obstacle to obtain a second displacement; calculating the displacement difference between the target vehicle and the target obstacle based on the first displacement and the second displacement.

[0057] Wherein, the prediction time is the time considering the dynamic change of the position relationship between the target vehicle and the target obstacle during the vehicle lane change process, that is, the time corresponding to the displacement difference to be considered for the lane change, which is determined based on experimental data. The prediction time can be obtained based on the lateral distance between the target vehicle and the center line of the target lane and the traveling speed. In an optional implementation manner, the prediction time can be obtained by looking up a mapping relationship table based on the lateral distance between the target vehicle and the center line of the target lane and the traveling speed. The mapping relationship table is measured in advance, and the greater the speed and lateral distance, the greater the obtained prediction time. Further, the displacement generated by the target vehicle within the prediction time is calculated using the formula: DisVehEgo = (Ve + Vtar)*0.5*tPre. Calculating the displacement of the target vehicle within the prediction time, which is the first displacement. Wherein, DisVehEgo is the first displacement, Vtar is the target speed, Ve is the traveling speed of the target vehicle, and tPre is the prediction time. Considering the target speed can more accurately characterize the displacement generated by the actual vehicle itself during the process of reaching the target speed. Using the formula DisObsF = Vobsf*tPre+0.5*aobsf*tPre* tPre to calculate the second displacement of the target obstacle. DisObsF is the second displacement, Vobsf is the traveling speed of the target obstacle, and aobsf is the acceleration of the target obstacle. Calculating the displacement difference between the target vehicle and the target obstacle generated within the prediction time: DiffDisF = DisVehEgo – DisObsF.

[0058] In an optional implementation manner, the minimum safe distance between the target vehicle and the target obstacle can be determined based on the obstacle information and the motion state information of the target vehicle, including: obtaining a safety distance coefficient based on the traveling speed of the target vehicle; determining the minimum safe distance between the target vehicle and the target obstacle based on the safety distance coefficient and the minimum safe distance base value.

[0059] Among them, in the embodiment of the present application, the safety distance coefficient can be obtained by looking up a table based on the driving speed of the target vehicle. If the corresponding safety distance coefficient does not exist in the table, linear interpolation is performed to obtain the safety distance coefficient. The minimum safety distance MiniSaftyDisF = SaftyDis * Vfactor. SaftyDis is the basic value of the minimum safety distance, and Vfactor is the safety distance coefficient.

[0060] Step S13: Determine a safety distance threshold based on the collision distance, the displacement difference, and the minimum safety distance.

[0061] In the embodiment of the present application, if the target obstacle is an obstacle ahead, the safety distance threshold can be calculated using the formula SaftyDisF = MiniSaftyDisF + DiffDisF + TTCDisF. Among them, SaftyDisF is the safety distance threshold.

[0062] In an alternative embodiment, when the target obstacle is an obstacle behind the target gap, determining the safety distance threshold based on the collision distance, the displacement difference, and the minimum safety distance includes: determining a reaction delay compensation distance based on the driver reaction time and the driving speed of the rear obstacle; determining the safety distance threshold based on the reaction delay compensation distance, the collision distance, the displacement difference, and the minimum safety distance. The reaction delay compensation distance can be calculated using the formula DelayDis = tReaction*VobsB. VobsB represents the driving speed of the rear obstacle, and tReaction is the driver reaction time, which can be obtained by querying a preset mapping table based on the lateral distance between the target vehicle and the center line of the target lane. If the corresponding value cannot be found, linear interpolation is used to obtain the driver reaction time of the rear.

[0063] In an alternative embodiment, when the target obstacle is an obstacle behind the target gap, determining the safety distance threshold based on the collision distance, the displacement difference, and the minimum safety distance includes: determining the safety distance threshold based on the influence coefficient, the collision distance, the displacement difference, and the minimum safety distance; wherein, the influence coefficient is determined based on the dynamic change probability of the rear obstacle.

[0064] Among them, the influence coefficient can be determined based on one or more of the first weight coefficient, the second weight coefficient, and the third weight coefficient. The first weight coefficient is determined based on the distance between the target vehicle and the center line of the target lane, where the center line of the target lane is the center line of the target lane. The second weight coefficient is determined based on the heading angle of the rear obstacle, and the third weight coefficient is determined based on the acceleration of the rear obstacle. The first weight coefficient represents the influence of the target vehicle making dynamic changes on the rear obstacle during the lane change process. The closer the target vehicle is to the center line of the target lane during the lane change, the smaller the first weight coefficient, indicating the probability that the rear obstacle will make corresponding dynamic changes under the influence of the lane change process of the target lane. The second weight coefficient represents the weight coefficient of the heading angle value of the rear vehicle affecting the dynamic intention. The larger the heading angle of the rear obstacle obtained and the larger the heading angle of the target lane, the larger the second weight coefficient, indicating that the larger the heading angle between the rear obstacle and the target lane, the more obvious the generated dynamic intention, and the greater the probability of dynamic change, the greater the required safety space. The third weight coefficient represents the weight coefficient of the acceleration value of the rear obstacle affecting the dynamic intention of the rear obstacle. The larger the acceleration of the rear vehicle, the larger the third weight coefficient. It indicates that the larger the acceleration of the rear vehicle, the more obvious the generated dynamic intention, and the greater the required safety space.

[0065] When the target obstacle is the rear obstacle of the target gap, the safety distance threshold can be calculated using the formula SaftyDisF = Dfactor * (DelayDis + MiniSaftyDisF + DiffDisF + TTCDisF).

[0066] Step S14: When the target distance is greater than the safety distance threshold, control the target vehicle to continue to perform the lane change action to change lanes to the target lane, where the target distance is the distance between the current target vehicle and the target obstacle.

[0067] In the embodiment of the present application, when the target distance is less than or equal to the safety distance threshold, the lane change action is exited. That is, when the target distance corresponding to any one of the front obstacle and the rear obstacle is less than or equal to the safety distance threshold, the lane change is exited.

[0068] It can be seen that based on the motion state information of the target gap and the target obstacle, the embodiment of the present application determines the collision distance, displacement difference, and minimum safety distance between the target vehicle and the target obstacle during the lane change process, and then determines the safety distance threshold, and compares it with the distance between the current target vehicle and the target obstacle. By comparing, it is determined whether to change lanes. In this way, a more accurate safety distance threshold can be obtained, the stability of the lane change function can be improved while ensuring safety, and thus the user experience can be improved.

[0069] Further, refer to Figure 2 as shown Figure 2 which is a schematic diagram of a lane change process provided by an embodiment of the present application. Specifically, it may include the following steps:

[0070] Step 1: Receive the upper-layer lane change instruction signal, and obtain the lane change gap coordinates and the lane change target speed information.

[0071] Step 2: According to the position information of the target gap, obtain the obstacle information before and after the target gap in real time, including the obstacle speed, position, acceleration, etc.

[0072] Step 3: Judge the stability and feasibility of the front and rear of the target gap respectively. The basic logic of judging the stability and feasibility of the front and rear of the target gap is similar. First, introduce the judgment of the front. Refer to Figure 3 as shown Figure 3 which is a diagram for verifying the stable and feasible distance of the target lane gap provided by an embodiment of the present application.

[0073] Step 4: Set the time to collision TTC according to different speed segments, and calculate the required collision distance TTCDisF between the two vehicles within this time according to TTC*(Ve - Vobsf). The greater the speed, the smaller the TTC.

[0074] Step 5: According to the lateral distance dy between the vehicle itself and the center line of the target lane and different speed segments of the vehicle itself, look up the forward prediction time tPre two-dimensionally (where the greater the speed and the lateral distance, the greater the predicted time obtained). Refer to Figure 4 as shown Figure 4 which is a schematic diagram of the distance between the center of the rear axle of the vehicle itself and the center line of the target lane provided by an embodiment of the present application. And further calculate the displacements generated by the vehicle itself and the obstacle based on this prediction time:

[0075] (1) Calculation of the displacement generated by the vehicle itself within the prediction time: DisVehEgo = (Ve + Vtar)*0.5*tPre. Vtar: target speed. Considering the target speed can more accurately represent the actual displacement generated by the vehicle itself during the process of reaching the target speed.

[0076] (2) Calculation of the displacement generated by the front obstacle within the prediction time: DisObsF = Vobsf * tPre + 0.5* aobsf * tPre * tPre. Aobsf: real-time obstacle acceleration detected by the sensor.

[0077] Step 6: Calculate the displacement difference between the vehicle itself and the obstacle within the prediction time: DiffDisF = DisVehEgo –DisObsF.

[0078] Step 7: According to different vehicle speed segments, linearly interpolate to obtain different weight coefficients Vfactor, and then multiply by the basic value of the minimum safety distance SaftyDis to get the minimum safety distance MiniSaftyDisF = SaftyDis * Vfactor. The linear interpolation uses Table 1:

[0079] Table 1

[0080]

[0081] Step 8: Calculate the stable and feasible safety distance: SaftyDisF = MiniSaftyDisF + DiffDisF + TTCDisF.

[0082] Step 9: Judge the size relationship between the real-time distance DisAct between the host vehicle and the obstacle ahead and SaftyDisF. If DisAct is greater than SaftyDisF, it meets the stable feasibility, and the original plan can be maintained to continue the lane-changing action; otherwise, exit the lane change. DisAct is the longitudinal distance, that is, the distance in the forward direction of the vehicle in the lane.

[0083] The verification process for the rear is similar to that for the front, but for the rear, compared with the front, the judgment has a compensation distance for the delay caused by the driver's reaction time and a weight scaling coefficient Dfactor for predicting the dynamic changes of the rear vehicle. The stable feasibility judgment logic for the rear is as follows:

[0084] The calculation method for the reaction delay compensation distance is: DelayDis = tReaction * VobsB. VobsB: represents the speed of the obstacle behind. tReaction: the reaction time of the driver behind linearly interpolated according to the lateral distance dy of the host vehicle approaching the center line of the target lane. The greater the distance, the greater the reaction time. The linear interpolation uses Table 2:

[0085] Table 2

[0086]

[0087] The calculation method for the weight coefficient: During the lane-changing process, the safety area changes in real time. To ensure the stability of the safety area and considering the uncertain actions of the rear vehicle, the dynamic change probability of the rear vehicle is designed to dynamically scale the safety area. The formula used is Dfactor = Df1 * Df2 * Df3;

[0088] Df1, that is, the first weight coefficient: represents the weight coefficient of the influence of the host vehicle on the rear vehicle during the lane-changing process. The closer the host vehicle is to the center line of the target lane during the lane change, the smaller the coefficient, indicating that the rear vehicle will make corresponding dynamic changes due to the influence of the host vehicle's lane-changing process. See Figure 5 as shownFigure 5 It is a schematic diagram of the mapping relationship between the distance between the host vehicle and the center line of the target lane and Df1. dy is the distance between the host vehicle and the center line of the target lane. The closer the distance is, the less the influence from the rear is considered.

[0089] Df2, namely the second weight coefficient, represents the weight coefficient of the heading angle value phi of the rear vehicle affecting the dynamic intention. By obtaining the magnitude of the heading angle of the rear vehicle, the larger the heading angle between the rear vehicle and the target lane is, the larger the coefficient is, indicating that the larger the heading angle between the rear vehicle and the target lane is, the more obvious the generated dynamic intention is. Then a larger safety space is required. See Figure 6 as shown Figure 6 It is a schematic diagram of the mapping relationship between the heading angle value of the rear vehicle and Df2 provided by the embodiment of the present application.

[0090] Df3, namely the third weight coefficient, represents the weight coefficient of the acceleration value aback of the rear vehicle affecting the dynamic intention of the rear vehicle parameters. The larger the acceleration of the rear vehicle is, the larger the coefficient is. It indicates that the larger the acceleration of the rear vehicle is, the more obvious the generated dynamic intention is, and then a larger safety space is required. See Figure 7 as shown Figure 7 It is a schematic diagram of the mapping relationship between the acceleration value of the rear vehicle and Df3 provided by the embodiment of the present application.

[0091] Among them, Df1, Df2, and Df3 are all calibrated according to the empirical values obtained from experimental tests, and finally the overall weight coefficient Dfactor, that is, the influence coefficient, is obtained. Furthermore, the rear safety space SaftyDisB = Dfactor * (MiniSaftyDisB + DiffDisB + TTCDisB + DelayDis) is calculated. Finally, the magnitudes of the required safety distance and the actual distance are compared. If the safety distance is satisfied, the original plan is maintained and the lane change action continues; otherwise, the lane change is exited.

[0092] In this way, by using the lane change stability judgment scheme provided by the present application in the lane change assist function, more lane change working conditions (including suddenly cutting-in vehicles, cutting-out vehicles, and sudden changes in the target gap, etc.) can be covered, the feasibility and stability of the lane change function can be maintained, and the lane change function exit frequency can be reduced. For example, in the lane change function based on the 5R1V sensor scheme, by using the host vehicle coordinate system and the information of surrounding obstacles, according to the distance and target speed of the target gap (gap), the safe and feasible area during the lane change process is calculated, the sudden working conditions during the lane change process are verified, the acceleration and lane change probability of the rear vehicle are predicted, and it is judged whether the lane change is satisfied and the lane change continues. More lane change working conditions can be covered, the feasibility and stability of the lane change function can be maintained, and the lane change function exit frequency can be reduced.

[0093] See Figure 8As shown in the figure, an embodiment of the present application provides a lane-changing device, including:

[0094] An obstacle information acquisition module 11, configured to acquire obstacle information corresponding to a target gap, where the target gap is a gap between obstacles in a target lane, and the obstacle information is the motion state information of a target obstacle;

[0095] An information determination module 12, configured to determine a collision distance, a displacement difference, and a minimum safety distance between the target vehicle and the target obstacle based on the obstacle information and the motion state information of the target vehicle; where the minimum safety distance is determined based on a safety distance coefficient, and the safety distance coefficient is determined based on the driving speed of the target vehicle;

[0096] A threshold determination module 13, configured to determine a safety distance threshold based on the collision distance, the displacement difference, and the minimum safety distance;

[0097] A lane-changing control module 14, configured to control the target vehicle to continue to perform a lane-changing action to change lanes to the target lane when the target distance is greater than the safety distance threshold, where the target distance is the distance between the current target vehicle and the target obstacle.

[0098] In an alternative embodiment, the obstacle information includes the driving speed of the target obstacle. The information determination module 12 may specifically be configured to: acquire a collision time based on the driving speed of the target vehicle; determine a collision distance based on the collision time, the driving speed of the target obstacle, and the driving speed of the target vehicle.

[0099] In an alternative embodiment, the obstacle information includes the driving speed and acceleration of the target obstacle. The information determination module 12 may specifically be configured to: acquire a prediction time; determine a displacement of the target vehicle within the prediction time based on the driving speed of the target vehicle, the target speed, and the prediction time to obtain a first displacement; determine a displacement of the target obstacle within the prediction time based on the driving speed, acceleration, and prediction time of the target obstacle to obtain a second displacement; calculate a displacement difference between the target vehicle and the target obstacle based on the first displacement and the second displacement.

[0100] In an alternative embodiment, the information determination module 12 may specifically be configured to: acquire a safety distance coefficient based on the driving speed of the target vehicle; determine a minimum safety distance between the target vehicle and the target obstacle based on the safety distance coefficient and a minimum safety distance base value.

[0101] In an alternative embodiment, when the target obstacle is the rear obstacle of the target gap, the threshold determination module 13 may specifically be configured to: determine a reaction delay compensation distance based on the driver reaction time and driving speed of the rear obstacle; determine a safety distance threshold based on the reaction delay compensation distance, the collision distance, the displacement difference, and the minimum safety distance.

[0102] In an alternative embodiment, when the target obstacle is the rear obstacle of the target gap, the threshold determination module 13 may specifically be configured to: determine a safety distance threshold based on an influence coefficient, the collision distance, the displacement difference, and the minimum safety distance; wherein, the influence coefficient is determined based on the dynamic change probability of the rear obstacle.

[0103] In an alternative embodiment, the influence coefficient is determined based on one or more of a first weight coefficient, a second weight coefficient, and a third weight coefficient. The first weight coefficient is determined based on the distance between the target vehicle and the center line of the target lane, where the center line of the target lane is the center line of the target lane. The second weight coefficient is determined based on the heading angle of the rear obstacle. The third weight coefficient is determined based on the acceleration of the rear obstacle.

[0104] It can be seen that the embodiments of the present application determine the collision distance, displacement difference, and minimum safety distance between the target vehicle and the target obstacle during the lane change process based on the motion state information of the target gap and the target obstacle, and then determine the safety distance threshold, and compare it with the current distance between the target vehicle and the target obstacle. By comparing, it is determined whether to change lanes. In this way, a more accurate safety distance threshold can be obtained, the stability of the lane change function can be improved while ensuring safety, and thus the user experience can be improved.

[0105] See Figure 9 As shown, the embodiments of the present application disclose an electronic device 20, including a processor 21 and a memory 22; wherein, the memory 22 is used to store a computer program; the processor 21 is used to execute the computer program, which is the lane change method disclosed in the foregoing embodiments.

[0106] For the specific process of the above lane change method, reference may be made to the corresponding content disclosed in the foregoing embodiments, and details will not be elaborated herein.

[0107] Moreover, as a carrier for resource storage, the memory 22 may be a read-only memory, a random access memory, a magnetic disk, or an optical disc, etc., and the storage method may be short-term storage or permanent storage.

[0108] In addition, the electronic device 20 further includes a power supply 23, a communication interface 24, an input / output interface 25, and a communication bus 26. Among them, the power supply 23 is used to provide operating voltage for each hardware device on the electronic device 20. The communication interface 24 can create a data transmission channel between the electronic device 20 and external devices, and the communication protocol it follows is any communication protocol applicable to the technical solution of this application, and specific limitations are not imposed here. The input / output interface 25 is used to obtain external input data or output data to the outside, and the specific interface type can be selected according to specific application needs, and specific limitations are not imposed here.

[0109] Furthermore, an embodiment of the present application also discloses a computer-readable storage medium for storing a computer program. When the computer program is executed by a processor, it implements the lane-changing method disclosed in the foregoing embodiment.

[0110] For the specific process of the above-mentioned lane-changing method, reference can be made to the corresponding content disclosed in the foregoing embodiment, and details will not be repeated here.

[0111] Furthermore, an embodiment of the present application also discloses a computer program product including a computer program / instructions. When the computer program / instructions are executed by a processor, they implement the lane-changing method disclosed in the foregoing embodiment.

[0112] For the specific process of the above-mentioned lane-changing method, reference can be made to the corresponding content disclosed in the foregoing embodiment, and details will not be repeated here.

[0113] In this specification, each embodiment is described in a progressive manner. The key point of each embodiment is the difference from other embodiments. The same or similar parts between each embodiment can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the description of the method part.

[0114] The steps of the method or algorithm described in combination with the embodiments disclosed in this article can be directly implemented by hardware, a software module executed by a processor, or a combination of the two. The software module can be placed in a random access memory (RAM), memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, register, hard disk, removable disk, CD-ROM, or any other form of storage medium well-known in the technical field.

[0115] The above has introduced in detail a lane-changing method, device, product, equipment and medium provided by the present application. Specific examples are used in this article to elaborate on the principle and implementation manner of the present application. The description of the above embodiments is only used to help understand the method of the present application and its core idea; at the same time, for those of ordinary skill in the art, according to the idea of the present application, there will be changes in the specific implementation manner and application scope. In summary, the content of this specification should not be construed as a limitation to the present application.

Claims

1. A lane-changing method, characterized in that, Including: Obtaining obstacle information corresponding to a target gap, where the target gap is a gap between obstacles in a target lane, and the obstacle information is the motion state information of a target obstacle; Determining a collision distance, a displacement difference, and a minimum safety distance between the target vehicle and the target obstacle based on the obstacle information and the motion state information of the target vehicle; where the minimum safety distance is determined based on a safety distance coefficient, and the safety distance coefficient is determined based on the driving speed of the target vehicle; Determining a safety distance threshold based on the collision distance, the displacement difference, and the minimum safety distance; When the target distance is greater than the safety distance threshold, controlling the target vehicle to continue to perform a lane-changing action to change lanes to the target lane, where the target distance is the distance between the current target vehicle and the target obstacle.

2. The lane-changing method according to claim 1, wherein The obstacle information includes the driving speed and acceleration of the target obstacle. Determining the displacement difference between the target vehicle and the target obstacle based on the obstacle information and the motion state information of the target vehicle includes: Obtaining a prediction time; Determining the displacement of the target vehicle within the prediction time based on the driving speed, the target speed, and the prediction time of the target vehicle to obtain a first displacement; Determining the displacement of the target obstacle within the prediction time based on the driving speed, the acceleration, and the prediction time of the target obstacle to obtain a second displacement; Calculating the displacement difference between the target vehicle and the target obstacle based on the first displacement and the second displacement.

3. The lane-changing method according to claim 1, characterized in that, Determining the minimum safety distance between the target vehicle and the target obstacle based on the obstacle information and the motion state information of the target vehicle includes: Obtaining a safety distance coefficient based on the driving speed of the target vehicle; Determining the minimum safety distance between the target vehicle and the target obstacle based on the safety distance coefficient and a minimum safety distance base value.

4. The lane-changing method according to claim 1, characterized in that When the target obstacle is a rear obstacle of the target gap, determining the safety distance threshold based on the collision distance, the displacement difference, and the minimum safety distance includes: Determining a reaction delay compensation distance based on the reaction time and the driving speed of the driver of the rear obstacle; Determining the safety distance threshold based on the reaction delay compensation distance, the collision distance, the displacement difference, and the minimum safety distance.

5. The lane-changing method according to any one of claims 1 to 4, characterized in that, When the target obstacle is a rear obstacle of the target gap, determining the safety distance threshold based on the collision distance, the displacement difference, and the minimum safety distance includes: Determining the safety distance threshold based on an influence coefficient, the collision distance, the displacement difference, and the minimum safety distance; where the influence coefficient is determined based on the dynamic change probability of the rear obstacle.

6. The lane-changing method according to claim 5, wherein The influence coefficient is determined based on one or more of a first weight coefficient, a second weight coefficient, and a third weight coefficient. The first weight coefficient is determined based on the distance between the target vehicle and the center line of the target lane, where the center line of the target lane is the center line of the target lane. The second weight coefficient is determined based on the heading angle of the rear obstacle. The third weight coefficient is determined based on the acceleration of the rear obstacle.

7. A lane-changing device, characterized in that, Comprising: An obstacle information acquisition module, configured to acquire obstacle information corresponding to a target gap, where the target gap is a gap between obstacles in a target lane, and the obstacle information is the motion state information of a target obstacle; An information determination module, configured to determine a collision distance, a displacement difference, and a minimum safety distance between the target vehicle and the target obstacle based on the obstacle information and the motion state information of the target vehicle; wherein, the minimum safety distance is determined based on a safety distance coefficient, and the safety distance coefficient is determined based on the driving speed of the target vehicle; A threshold determination module, configured to determine a safety distance threshold based on the collision distance, the displacement difference, and the minimum safety distance; A lane change control module, configured to control the target vehicle to continue to perform a lane change action to change lanes to the target lane when the target distance is greater than the safety distance threshold, where the target distance is the distance between the current target vehicle and the target obstacle.

8. A computer program product, comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by a processor, the steps of the lane change method according to any one of claims 1 to 6 are implemented.

9. An electronic device, characterized in that, Comprising a memory and a processor, wherein: The memory is configured to store a computer program; The processor is configured to execute the computer program to implement the lane change method according to any one of claims 1 to 6.

10. A computer-readable storage medium, characterized in that, For storing a computer program, wherein when the computer program is executed by a processor, the lane change method according to any one of claims 1 to 6 is implemented.

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