Vehicle lane changing control method, device, equipment and medium

Abstract

The application provides a vehicle lane changing control method, device, equipment and medium. The method comprises the following steps: in the case that the lane changing of a vehicle around the ego vehicle is hindered, a target gap is selected from a plurality of candidate gaps based on at least the gap length of the candidate gap and the distance between the ego vehicle and the candidate gap; wherein the candidate gap is a gap on the adjacent lane of the current driving lane of the ego vehicle; based on the target gap, the ego vehicle is controlled to drive on the current driving lane to a lane-changing position; and the ego vehicle is controlled to change lanes from the lane-changing position to the target gap.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobiles, in particular to a vehicle lane changing control method, device, equipment and medium. BACKGROUND

[0002] When changing lanes manually, the driver relies on driving experience, lacks a unified standardized process, and is prone to dangerous behaviors such as lane cutting and sudden braking. In particular, in peak congestion, bad weather, or high-speed highway driving scenarios, safety accidents often occur due to driver judgment errors or improper operation. The vehicle lane changing control method is born out of the dual needs of improving road safety and evolving autonomous driving technology. SUMMARY

[0003] The present application provides a vehicle lane changing control method, device, equipment and medium.

[0004] The technical solution adopted by the present application is as follows:

[0005] In a first aspect, the present application provides a vehicle lane changing control method, the method comprising the following steps: in the case that the lane changing of the ego vehicle is hindered by the vehicles around the ego vehicle, selecting a target gap from a plurality of candidate gaps based at least on the gap length of the candidate gap and the distance between the ego vehicle and the candidate gap; wherein the candidate gap is a gap on the adjacent lane of the current driving lane of the ego vehicle; based on the target gap, controlling the ego vehicle to drive on the current driving lane to a lane-changing position; controlling the ego vehicle to change lanes from the lane-changing position to the target gap.

[0006] It can be understood that the scheme provided by the present application: since the length of the gap can reflect whether the ego vehicle will collide with the vehicles around the ego vehicle after switching, the length of the distance between the ego vehicle and the candidate gap can reflect the timeliness and stability of the lane changing action, therefore, the target gap selected based on the gap length of the candidate gap and the distance between the ego vehicle and the candidate gap can not only reduce the occurrence of collision after lane changing of the ego vehicle, but also improve the lane changing efficiency.

[0007] In some embodiments, the selecting a target gap from a plurality of candidate gaps based on the gap length of the candidate gap and the distance between the ego vehicle and the candidate gap comprises: determining a score of the candidate gap based on the gap length of the candidate gap and a corresponding first weight and the distance between the ego vehicle and the candidate gap and a corresponding second weight; wherein the first weight is greater than the second weight; or the first weight is less than the second weight; selecting a target gap from a plurality of candidate gaps based on the scores of the plurality of candidate gaps.

[0008] It can be understood that the scheme provided in the application: by determining the score of the candidate gap based on the gap length of the candidate gap and the corresponding first weight and the distance between the ego vehicle and the candidate gap and the corresponding second weight, the first weight and the second weight are used to indicate whether more attention is paid to the influence of the gap length on the candidate gap or more attention is paid to the influence of the distance on the candidate gap; if more attention is paid to the influence of the gap length on the candidate gap, it means that more attention is paid to whether it is safe after lane changing, so that the occurrence of the crash after lane changing can be further reduced, thereby improving the safety of lane changing; if more attention is paid to the influence of the distance on the candidate gap, it means that more attention is paid to whether it can be quickly changed lanes, so that the occurrence of lane deviation and the situation that the following vehicle occupies the target gap in advance can be reduced, thereby the ego vehicle can complete the lane changing as soon as possible.

[0009] In some embodiments, the candidate gap is obtained by: in the case that there is no vehicle on the side of the ego vehicle or the vehicle on the side of the ego vehicle has no intention of overtaking, the gap between the front and rear two vehicles on the adjacent lane of the current driving lane of the ego vehicle is removed if the gap length of the gap is outside the first distance range, and the remaining gap is the candidate gap; wherein the distance between the front adjacent vehicle of the ego vehicle and the ego vehicle is the upper limit value of the first distance range, and the distance between the rear vehicle of the ego vehicle and the ego vehicle is the lower limit value of the first distance range.

[0010] It can be understood that, since the first distance range is determined according to the first distance between the front vehicle of the ego vehicle and the ego vehicle and the second distance between the rear vehicle of the ego vehicle and the ego vehicle, the front vehicle of the ego vehicle will limit the acceleration of the ego vehicle, and the rear vehicle of the ego vehicle will limit the deceleration of the ego vehicle, so that by using the first set to screen the gap, the gap that can ensure that there is no safety accident after the ego vehicle changes lanes but cannot be reached by the ego vehicle through acceleration / deceleration can be screened out, and the gap obtained is the gap that is beneficial to the ego vehicle to realize lane changing under the condition of ensuring the safety of the ego vehicle, so that the lane changing is easier.

[0011] In some embodiments, the control of the ego vehicle to drive on the current driving lane to the lane-changing position based on the target gap comprises: determining a target driving speed required for the ego vehicle to drive to the lane-changing position according to the motion information of the front and rear two vehicles of the target gap; obtaining a first acceleration according to the target driving speed and the current driving speed of the ego vehicle; and controlling the ego vehicle to shift gears according to the first acceleration to drive on the current driving lane to the lane-changing position.

[0012] It can be understood that the technical scheme provided by the present application: because the candidate gap obtained based on the first distance range is a gap that is conducive to the ego vehicle to realize lane changing under the condition of ensuring the driving safety of the ego vehicle; the target gap selected from the candidate gaps is a gap that is more conducive to the ego vehicle to realize lane changing; and the ego vehicle is driven to the lane-changing position in the current driving lane according to the first acceleration obtained based on the target gap, so that the ego vehicle can reach the lane-changing position as soon as possible to realize lane changing even when there are front and rear vehicles.

[0013] In some embodiments, the control of the ego vehicle to change lanes from the lane-changing position to the target gap comprises: obtaining a second acceleration corresponding to a current lane-changing scene from a plurality of pre-configured lane-changing scenes; and in the case that a safety condition is met, controlling the ego vehicle to change lanes from the lane-changing position to the target gap according to the second acceleration; wherein the safety condition comprises at least one of the following: the ego vehicle is in a lane-changing request stage or in a lane-changing control stage; a lane-changing time from the start of lane changing to the current time is less than a first time length; the ego vehicle has crossed a lane line; a current driving speed of the ego vehicle does not exceed a pre-configured speed threshold; and a minimum deceleration of the ego vehicle is greater than a pre-configured deceleration threshold; wherein the minimum deceleration is the minimum deceleration in decelerations of the ego vehicle in the driving process due to obstacle avoidance.

[0014] It can be understood that the technical scheme provided by the present application: the lane-changing time from the start of lane changing to the current time is less than the first time length, which indicates that the lane changing is not overdue; the ego vehicle has crossed the lane line, which indicates that the ego vehicle has completed lane changing; the current driving speed of the ego vehicle does not exceed the pre-configured speed threshold, which indicates that the ego vehicle is not currently speeding; and the minimum deceleration of the ego vehicle is greater than the pre-configured deceleration threshold, which indicates that the ego vehicle is not currently dangerous. In the process of lane changing of the ego vehicle to the target gap, the ego vehicle does not immediately change to the target gap, but enters the target gap when the safety condition is met, so that the lane changing of the ego vehicle is safer and faster; in addition, the safety condition is associated with the lane-changing request, whether the lane changing is overdue, whether the lane line is crossed, whether the speed is exceeded, and whether it is dangerous, so that the lane changing is safer and more efficient.

[0015] In some embodiments, the method further comprises: determining a first safety distance; wherein the first safety distance refers to a collision-preventing distance between the ego vehicle and the vehicles around the ego vehicle; and determining, based on a size relationship between the first safety distance and a horizontal distance between the ego vehicle and the vehicles around the ego vehicle in the driving direction, that the vehicles around the ego vehicle hinder the lane changing of the ego vehicle.

[0016] It can be understood that the technical scheme provided in the application: based on the size relationship between the first safety distance and the horizontal distance of the ego vehicle and the vehicle around the ego vehicle in the driving direction, it is determined that the vehicle around the ego vehicle hinders the lane changing of the ego vehicle, which can quickly obtain a judgment result and has a relatively low demand for algorithm.

[0017] In some embodiments, the first safety distance includes an anti-collision distance between the ego vehicle and a front vehicle on the adjacent lane side of the current driving lane of the ego vehicle; the vehicle around the ego vehicle hinders the lane changing of the ego vehicle includes that the front vehicle on the adjacent lane side hinders the lane changing of the ego vehicle; and the determination of the vehicle around the ego vehicle hindering the lane changing of the ego vehicle based on the size relationship between the first safety distance and the horizontal distance of the ego vehicle and the vehicle around the ego vehicle in the driving direction includes: in the case that the first safety distance is greater than the horizontal distance of the ego vehicle and the front vehicle on the adjacent lane side in the driving direction, it is determined that the front vehicle on the adjacent lane side hinders the lane changing of the ego vehicle.

[0018] It can be understood that the technical scheme provided in the application: in the case that the first safety distance is greater than the horizontal distance of the ego vehicle and the front vehicle on the adjacent lane side in the driving direction, it is indicated that the ego vehicle will not collide with the front vehicle on the adjacent lane side during the lane changing process, the first safety distance is simple and easy to calculate, and the horizontal distance of the ego vehicle and the front vehicle on the adjacent lane side in the driving direction can be obtained through a sensor, so the whole process has a relatively low demand for algorithm.

[0019] In some embodiments, the first safety distance includes an anti-collision distance between the ego vehicle and a rear vehicle on the adjacent lane side of the current driving lane of the ego vehicle; the vehicle around the ego vehicle hinders the lane changing of the ego vehicle includes that the rear vehicle on the adjacent lane side hinders the lane changing of the ego vehicle; and the determination of the vehicle around the ego vehicle hindering the lane changing of the ego vehicle based on the size relationship between the first safety distance and the horizontal distance of the ego vehicle and the vehicle around the ego vehicle in the driving direction includes: in the case that the first safety distance is greater than the absolute value of the sum of the vehicle length of the rear vehicle on the adjacent lane side and the horizontal distance of the ego vehicle and the rear vehicle on the adjacent lane side in the driving direction, it is determined that the rear vehicle on the adjacent lane side hinders the lane changing of the ego vehicle.

[0020] It can be understood that the technical scheme provided in the application: since the uncertainty of the rear vehicle is greater, in order to prevent the rear vehicle from tailgating the ego vehicle, in addition to considering the safety inhibition distance and the longitudinal distance, the vehicle body length of the rear vehicle is also considered, so that the judgment result can be quickly obtained while the safety is improved.

[0021] In some embodiments, the first safety distance comprises an anti-collision distance between the ego vehicle and a vehicle behind the ego vehicle on a neighboring lane; the vehicle around the ego vehicle has an obstacle to lane changing of the ego vehicle, comprising: the vehicle behind the ego vehicle on the neighboring lane has an obstacle to lane changing of the ego vehicle; the determination of the vehicle around the ego vehicle having the obstacle to lane changing of the ego vehicle based on the size relationship between the first safety distance and the horizontal distance between the ego vehicle and the vehicle around the ego vehicle in the driving direction, comprises: in a case that the first safety distance is greater than the absolute value of the sum of the length of the vehicle behind the ego vehicle on the neighboring lane and the horizontal distance between the ego vehicle and the vehicle behind the ego vehicle on the neighboring lane in the driving direction, and the probability of the vehicle behind the ego vehicle on the neighboring lane changing to the neighboring lane of the current driving lane of the ego vehicle is greater than a first lane changing probability threshold, and the pressure amount of the vehicle behind the ego vehicle on the neighboring lane pressing the lane line of the neighboring lane of the current driving lane of the ego vehicle is greater than a first pressure amount threshold, it is determined that the vehicle behind the ego vehicle on the neighboring lane has the obstacle to lane changing of the ego vehicle.

[0022] It can be understood that the technical scheme provided in the present application: due to the greater uncertainty of the vehicle behind, in order to prevent the occurrence of the situation that the vehicle behind rear-ends the ego vehicle, in addition to considering the first safety distance and the horizontal distance between the ego vehicle and the vehicle behind the ego vehicle on the neighboring lane in the driving direction, the length of the vehicle body of the vehicle behind the ego vehicle is also considered, and the lane changing probability and the pressure amount of the vehicle behind the ego vehicle are also considered, so that the judgment result is obtained at a fast speed, and the safety is further improved.

[0023] In some embodiments, the first safety distance comprises an anti-collision distance between the ego vehicle and a vehicle in front of the ego vehicle on a neighboring lane; the vehicle around the ego vehicle has an obstacle to lane changing of the ego vehicle, comprising: the vehicle in front of the ego vehicle on the neighboring lane has an obstacle to lane changing of the ego vehicle; the determination of the vehicle around the ego vehicle having the obstacle to lane changing of the ego vehicle based on the size relationship between the first safety distance and the horizontal distance between the ego vehicle and the vehicle around the ego vehicle in the driving direction, comprises: in a case that the first safety distance is less than the horizontal distance between the ego vehicle and the vehicle in front of the ego vehicle on the neighboring lane in the driving direction, and the probability of the vehicle in front of the ego vehicle on the neighboring lane changing to the neighboring lane of the current driving lane of the ego vehicle is greater than a second lane changing probability threshold, and the pressure amount of the vehicle in front of the ego vehicle on the neighboring lane pressing the lane line of the neighboring lane of the current driving lane of the ego vehicle is greater than a second pressure amount threshold, it is determined that the vehicle in front of the ego vehicle on the neighboring lane has the obstacle to lane changing of the ego vehicle.

[0024] It can be understood that the technical scheme provided in the application considers the lane changing probability and the line pressure of the front vehicle on the adjacent lane in addition to the first safety distance and the horizontal distance between the ego vehicle and the front vehicle on the adjacent lane in the driving direction, considers the safety problem of the ego vehicle after lane changing, and thus improves the safety while obtaining the judgment result at a fast speed.

[0025] In some embodiments, the determining the first safety distance comprises: determining the first safety distance according to at least one of the following parameters: a safety threshold corresponding to the current driving speed of the ego vehicle; a time distance between the vehicle around the ego vehicle and the ego vehicle; a distance to be traveled by the ego vehicle assuming that the ego vehicle drives off the current driving lane of the ego vehicle; a driving distance of the vehicle around the ego vehicle assuming that the ego vehicle drives at the same speed as the front vehicle after completing lane changing; a speed of the vehicle around the ego vehicle assuming that the vehicle around the ego vehicle completes lane changing; a distance to be traveled by the vehicle around the ego vehicle assuming that the vehicle around the ego vehicle drives off the current driving lane of the vehicle around the ego vehicle.

[0026] It can be understood that the technical scheme provided in the application: these parameters are easy to obtain and easy to calculate, and thus the demand for algorithm can be reduced.

[0027] In some embodiments, the method further comprises: determining the distance to be traveled by the ego vehicle assuming that the ego vehicle drives off the current driving lane of the ego vehicle according to the current driving speed of the ego vehicle, the lane changing time required by the ego vehicle assuming that the ego vehicle completes lane changing, the lane width of the current driving lane of the ego vehicle, and the sampling acceleration; wherein the sampling acceleration is obtained by sampling a preset acceleration range according to a preset sampling step.

[0028] It can be understood that the technical scheme provided in the application: these parameters are easy to obtain and easy to calculate, and thus the demand for algorithm can be reduced.

[0029] In some embodiments, the method further comprises: determining the driving distance of the ego vehicle assuming that the ego vehicle drives at the same speed as the front vehicle after completing lane changing according to the driving speed of the ego vehicle assuming that the ego vehicle completes lane changing, the target deceleration time, and the target deceleration; wherein the target deceleration refers to the deceleration required by the ego vehicle assuming that the ego vehicle completes lane changing and needs to reach the same speed as the front vehicle of the ego vehicle after lane changing; and the target deceleration time refers to the time required by the ego vehicle to reduce from the current driving speed to the target speed.

[0030] It can be understood that the technical scheme provided in the application: these parameters are easy to obtain and easy to calculate, and thus the demand for algorithm can be reduced.

[0031] In some embodiments, the method further comprises determining the target deceleration time according to the assumed driving speed of the ego vehicle when completing the lane change, the assumed speed of the vehicle around the ego vehicle when completing the lane change, and the target deceleration.

[0032] It can be understood that the technical solutions provided in the present application are easy to obtain and easy to calculate, and thus the demand for algorithms can be reduced.

[0033] In some embodiments, the method further comprises determining the driving distance of the vehicle around the ego vehicle from when the ego vehicle completes the lane change to when the driving speed of the vehicle around the ego vehicle is the same as the driving speed of the vehicle in front of the ego vehicle according to the assumed speed of the vehicle around the ego vehicle when completing the lane change and the target deceleration time.

[0034] It can be understood that the technical solutions provided in the present application are easy to obtain and easy to calculate, and thus the demand for algorithms can be reduced.

[0035] In the second aspect, the present application provides a control device for lane changing of a vehicle, comprising a selection module, a first control module and a second control module.

[0036] The selection module is configured to select a target gap from a plurality of candidate gaps based on at least the gap length of the candidate gap and the distance between the ego vehicle and the candidate gap, in a case where the vehicle around the ego vehicle hinders the lane change of the ego vehicle, wherein the candidate gap is a gap on an adjacent lane of the current driving lane of the ego vehicle.

[0037] The first control module is configured to control the ego vehicle to drive to a lane-changeable position on the current driving lane based on the target gap.

[0038] The second control module is configured to control the ego vehicle to change lanes from the lane-changeable position to the target gap.

[0039] In the third aspect, the present application provides a vehicle device comprising a memory and a processor, wherein the memory stores a computer program capable of running on the processor, and the processor implements the method of the first aspect when executing the program.

[0040] In the third aspect, the present application provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program is executed by a processor or a vehicle device to implement the method of the first aspect. BRIEF DESCRIPTION OF DRAWINGS

[0041] The drawings incorporated in and forming a part of the specification, illustrate preferred embodiments of the present application and, together with the description, serve to explain the principles of the present application. It is apparent to those skilled in the art in light of the present disclosure that the scope of the present application encompasses more than the specific embodiments described below.

[0042] The flowcharts shown in the drawings are only exemplary and do not necessarily include all the contents and operations / steps, nor are they necessarily executed in the order described. For example, some operations / steps can be further divided, and some operations / steps can be combined or partially combined, so the actual execution order can be changed according to the actual situation.

[0043] Figure 1 A flowchart of a vehicle lane changing control method provided for an embodiment of the present application;

[0044] Figure 2 A flowchart of a vehicle numbering method provided for an embodiment of the present application;

[0045] Figure 3 A flowchart of a vehicle lane changing control method provided for an embodiment of the present application;

[0046] Figure 4 A flowchart of a vehicle lane changing control method provided for an embodiment of the present application;

[0047] Figure 5 A flowchart of a vehicle lane changing control method provided for an embodiment of the present application;

[0048] Figure 6 A flowchart of a vehicle lane changing control method provided for an embodiment of the present application;

[0049] Figure 7 A flowchart of a vehicle lane changing control method provided for an embodiment of the present application;

[0050] Figure 8 A flowchart of a vehicle lane changing control method provided for an embodiment of the present application; DETAILED DESCRIPTION

[0051] To make the purposes, technical solutions and advantages of the embodiments of the present application clearer, the specific technical solutions of the present application will be further described in detail below with reference to the drawings of the embodiments of the present application. The following embodiments are used to illustrate the present application, but are not used to limit the scope of the present application.

[0052] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used in the description herein is for describing particular embodiments only and is not intended to be limiting of the application.

[0053] In the following description, reference is made to "some embodiments," "the present embodiment," "the present application embodiment," and "the like," which describe a subset of all possible embodiments, but it is understood that "some embodiments" can be the same subset or a different subset of all possible embodiments, and can be combined with each other without conflict.

[0054] The "first, second, third" and the like description appearing in the present application embodiment does not have a specific meaning (such as no order, nor does it represent a specific limitation on the number of devices in the present application embodiment), and is only for the convenience of clearly describing the present application embodiment, and cannot constitute any limitation on the present application embodiment.

[0055] Before further detailing the present application embodiment, the terms and phrases that can be involved in the present application embodiment are explained, and the terms and phrases involved in the present application embodiment are applicable to the following explanations.

[0056] Longitudinal planning: In the process of lane changing of a vehicle, longitudinal planning refers to controlling the speed and speed strategy of the vehicle along the driving direction (i.e. the direction of the lane), with the purpose of safely, smoothly and efficiently completing the lane changing action, while harmoniously interacting with the surrounding traffic flow. In simple terms, longitudinal planning solves the problem of when to accelerate, when to decelerate, and how fast to complete lane changing.

[0057] Dynamic suppression requirement: refers to the requirement that the system needs to dynamically "suppress" or "give up" certain originally feasible lane change targets (lane change intentions) according to the real-time changing traffic environment (such as the speed, position, acceleration, behavior intention of surrounding vehicles), in order to ensure driving safety and efficiency. This mechanism enables the vehicle to "flexibly respond" like a human driver, avoiding accidents caused by stubbornly executing pre-planned actions.

[0058] Backtracking: refers to the process of stopping the lateral lane changing action and controlling the vehicle to return to the original lane or a safe state when the originally planned action is unsafe due to sudden risks or environmental changes during the lane changing execution.

[0059] Unintended Departure Lane Change (UDLC): used to prevent unintentional lane departure of the vehicle due to driver distraction or operational error.

[0060] Auto Lane Change (ALC): After the driver turns on the turn signal, the system automatically completes the lane change operation without the need for the driver to manually control the steering wheel.

[0061] Integrated Adaptive Cruise Control (IACC): It includes longitudinal control and lateral control. The longitudinal control is to automatically adjust the vehicle speed to maintain a safe distance from the front vehicle. The lateral control is to actively keep the vehicle stable and centered in the lane.

[0062] Time-to-Space (TTS): The time interval between adjacent vehicles (i.e., the front vehicle and the rear vehicle) passing through the same position on the same lane. Its core significance is to quantify the following safety margin between vehicles, which directly determines the collision risk. TTS = D / V, where D is the distance between the rear of the front vehicle and the front of the ego vehicle, and V is the ego vehicle speed.

[0063] To facilitate understanding of the technical solutions of the embodiments of the present application, the related technologies or terms of the embodiments of the present application are described below. The following related technologies or related terms can be arbitrarily combined with the technical solutions of the embodiments of the present application as optional solutions, which all belong to the protection scope of the embodiments of the present application.

[0064] With the rapid development of intelligent driving technology, lane changing, as an important part of vehicle lateral motion, its longitudinal planning rationality directly affects the driving safety and ride comfort of the vehicle. In related technologies, the longitudinal planning method for lane changing process mainly includes two types: optimization-based longitudinal planning method and rule-based longitudinal planning method.

[0065] In one related technology, a lane changing control method is provided, which uses a nonlinear optimization algorithm to find the optimal acceleration and deceleration trajectory, so that the vehicle can meet the requirements of longitudinal safety distance and comfort during lane changing. However, this method uses a complex nonlinear optimization algorithm, which takes a long time to calculate, making it difficult to apply in intelligent driving systems with high real-time requirements or low-cost hardware with low computing power platforms. In addition, this method does not consider the handling of dangerous situations during lane changing.

[0066] In another related technology, a lane changing control method is provided, which iteratively calculates a lane changing scheme of a vehicle by considering the front and rear vehicle following safety distance in the same lane and the lane changing gap of the adjacent lane, and has the characteristics of clear control logic, easy programming, and implementation that can meet real-time requirements. However, the method is limited to the control method of vehicle lane changing at intersections, and its flexibility is insufficient when facing complex traffic scenes in the entire driving scene. Secondly, the method considers a small number of participating targets in the environment and does not consider the targets in the adjacent lane. The actions of the vehicles in the adjacent lane during the lane changing process will also affect the safety of the lane changing. The method also does not handle dangerous situations that occur during the lane changing process.

[0067] Based on this, the inventors of the present application found through research and analysis that the existing lane changing control method has the problems of low calculation efficiency and poor planning quality.

[0068] Based on this, the embodiments of the present application provide a vehicle lane changing control method, device, equipment, medium and the like.

[0069] Figure 1 A flowchart of a vehicle lane changing control method provided by an embodiment of the present application is shown in Figure 1 As shown in the figure, the method comprises the following steps:

[0070] S101, in the case that the lane changing of the vehicle around the ego vehicle is obstructive to the ego vehicle, selecting a target gap from a plurality of candidate gaps based on at least the gap length of the candidate gap and the distance between the ego vehicle and the candidate gap; wherein the candidate gap is a gap on the adjacent lane of the current driving lane of the ego vehicle;

[0071] S102, based on the target gap, controlling the ego vehicle to drive on the current driving lane to a lane changing position;

[0072] S103, controlling the ego vehicle to change lanes from the lane changing position to the target gap.

[0073] It can be understood that the scheme provided by the present application: since the length of the gap can reflect whether the ego vehicle will collide with the vehicles around the ego vehicle after switching, and the length of the distance between the ego vehicle and the candidate gap can reflect the timeliness and stability of the lane changing action, the target gap selected based on the gap length of the candidate gap and the distance between the ego vehicle and the candidate gap can not only reduce the occurrence of collision after the ego vehicle changes lanes, but also improve the lane changing efficiency.

[0074] The further optional embodiments of each of the above steps and related terms are described below.

[0075] S101、In a case where the lane change of the ego vehicle is hindered by the vehicles around the ego vehicle, a target gap is selected from the plurality of candidate gaps based on at least a gap length of the candidate gap and a distance between the ego vehicle and the candidate gap.

[0076] The candidate gap is a gap on an adjacent lane of a current lane of the ego vehicle.

[0077] In the embodiments of the present application, the vehicles around the ego vehicle include a front vehicle of the ego vehicle, a rear vehicle of the ego vehicle, a side vehicle of the ego vehicle, a side front vehicle of the ego vehicle, and a side rear vehicle of the ego vehicle.

[0078] Further, in some optional embodiments, the side vehicle of the ego vehicle can be divided into an adjacent lane side vehicle and an adjacent adjacent lane side vehicle; the side front vehicle of the ego vehicle can be divided into an adjacent lane side front vehicle and an adjacent adjacent lane side front vehicle; and the side rear vehicle of the ego vehicle can be divided into an adjacent lane side rear vehicle and an adjacent adjacent lane side rear vehicle.

[0079] For example, Figure 2 A schematic diagram for numbering the vehicles around the ego vehicle is provided for the embodiments of the present application, as shown in Figure 2 The front vehicle of the ego vehicle is numbered as 1; the rear vehicle of the ego vehicle is numbered as 11; the side vehicle of the ego vehicle is numbered as 7, 8, 27 and 28; the side front vehicle of the ego vehicle is numbered as 3, 5, 4, 6, 23, 25, 24 and 26; and the side rear vehicle of the ego vehicle is numbered as 9, 10, 29 and 30.

[0080] The No. 7 vehicle and the No. 8 vehicle belong to the adjacent lane side vehicle; the No. 27 vehicle and the No. 28 vehicle belong to the adjacent adjacent lane side vehicle; the No. 3 vehicle, the No. 5 vehicle, the No. 4 vehicle and the No. 6 vehicle belong to the adjacent lane side front vehicle; the No. 23 vehicle, the No. 25 vehicle, the No. 24 vehicle and the No. 26 vehicle belong to the adjacent adjacent lane side front vehicle; the No. 9 vehicle and the No. 10 vehicle belong to the adjacent lane side rear vehicle; and the No. 29 vehicle and the No. 30 vehicle belong to the adjacent adjacent lane side rear vehicle.

[0081] The method for judging whether the lane change of the vehicle around the ego vehicle hinders the lane change of the ego vehicle will be described in detail below.

[0082] The calculation of lane change inhibition refers to the judgment of the longitudinal relationship of the vehicles on both sides of the current lane of the ego vehicle, to determine whether the lane change of the vehicle around the ego vehicle hinders the lane change of the ego vehicle (i.e., whether it hinders the lane change). It can also include the detection of irregular obstacles, including but not limited to water barriers, cone barrels and stone piers. If it is judged that there is a risk of collision with irregular obstacles when changing lanes to the side, the lane change will also be inhibited.

[0083] For example, the detection of irregular obstacles can be achieved through automatic driving drivable space perception technology.

[0084] The following describes whether the vehicle around the ego vehicle inhibits the lane change of the ego vehicle.

[0085] The inhibition of the vehicle around the ego vehicle is divided into front vehicle inhibition, side front vehicle inhibition, side vehicle inhibition, and side rear vehicle inhibition.

[0086] The following describes the front vehicle inhibition:

[0087] The lane change inhibition of the front target vehicle is very important. If the distance to the front vehicle is very close or the collision time is very short, the lane change path cannot be avoided in time, so it is necessary to inhibit the lane change and slow down to increase the distance before changing lanes.

[0088] In some optional embodiments, whether the front vehicle of the ego vehicle hinders the lane change of the ego vehicle is determined according to the collision time of the front vehicle of the ego vehicle or the time distance of the front vehicle of the ego vehicle.

[0089] Exemplarily, in a case where the collision time TTC of the front vehicle of the ego vehicle is less than a collision time threshold TTC Threshod , it is considered that the front vehicle of the ego vehicle hinders the lane change of the ego vehicle. Alternatively, in a case where the time distance of the front vehicle of the ego vehicle is less than a time distance threshold, it is considered that the front vehicle of the ego vehicle hinders the lane change of the ego vehicle.

[0090] The collision time TTC of the front vehicle of the ego vehicle can be determined according to the current driving speed of the front vehicle of the ego vehicle and the acceleration of the front vehicle of the ego vehicle.

[0091] The following describes the side front vehicle and side rear vehicle inhibition:

[0092] In some optional embodiments, a first safety distance LcDiS Threshold is determined; and whether the vehicle around the ego vehicle hinders the lane change of the ego vehicle is determined based on a size relationship between the first safety distance and a horizontal distance between the ego vehicle and the vehicle around the ego vehicle in the driving direction.

[0093] The first safety distance LcDiS Threshold is a distance between the ego vehicle and the vehicle around the ego vehicle to prevent collision.

[0094] It can be understood that, based on the size relationship between the first safety distance and the horizontal distance between the ego vehicle and the vehicle around the ego vehicle in the driving direction, the determination of whether the vehicle around the ego vehicle hinders the lane change of the ego vehicle can quickly obtain a judgment result, and the demand for the algorithm is relatively low.

[0095] Furthermore, in some optional embodiments, at least the following can be considered: the safety threshold SafeDis corresponding to the vehicle's current driving speed, the time gap between the vehicle and surrounding vehicles TimeGap, and the distance LcDiS that the vehicle would need to travel to leave its current driving lane. self Assume the distance traveled by the car from the moment it changes lanes until it reaches the same speed as the vehicle in front is DecelDiS. self Assuming that after the car completes a lane change and shifts to the same speed as the vehicle in front, the distance traveled by vehicles around the car is DecelDiS. target Assume the speed Vt of the vehicles around your car when they complete the lane change. Finished And the distance LcDiS that vehicles around the vehicle would need to travel to leave their current lanes. target One of the determinations is the first safe distance LcDiS Threshold .

[0096] Understandably, since these parameters are readily available and easy to calculate, the need for algorithms can be reduced.

[0097] In order to ensure that the calculated first safety distance LcDiS Threshold More accurately, for example, the first safety distance LcDiS can be calculated according to the following formula (1). Threshold :

[0098] (1)

[0099] For example, the safety threshold SafeDis corresponding to the vehicle's current speed can be obtained by looking up a first correspondence table. This first correspondence table lists the correspondences between the vehicle's current speed and the safety threshold SafeDis; that is, different current speeds correspond to different safety thresholds SafeDis. For safety reasons, in the embodiments of this application, it is stipulated that the higher the vehicle's current speed, the larger the minimum safety threshold SafeDis. It is understood that those skilled in the art can set the correspondence between the vehicle's current speed and the safety threshold SafeDis according to actual circumstances.

[0100] The safety threshold SafeDis refers to the distance between the vehicle and the vehicle directly in front of it in its current lane.

[0101] In some optional embodiments, the time gap between the vehicle and surrounding vehicles can be a pre-set value. In other optional embodiments, it can be determined based on lane-changing style. This application does not particularly limit this; the following example illustrates how the time gap between the vehicle and surrounding vehicles can be determined based on lane-changing style, thereby making lane changing safer.

[0102] The following explains the relationship between the time gap (also known as lane change suppression time gap) between the vehicle and surrounding vehicles and the lane change style.

[0103] For example, lane-changing styles may include at least one of agile lane-changing style, standard lane-changing style, and soft lane-changing style.

[0104] Among them, the lane change suppression time is the smallest under the agile lane change style, the lane change suppression time is the largest under the soft lane change style, and the lane change suppression time is greater under the standard lane change style than under the agile lane change style than under the soft lane change style.

[0105] In some optional embodiments, the lane change can be based on the vehicle's current speed Vi, the lane change time LcTime assumed to be required for the vehicle to complete the lane change, and the lane width Lane of the vehicle's current lane. width And the sampled acceleration Ai, to determine the distance LcDiS that the vehicle needs to travel to leave its current lane. self .

[0106] The sampling acceleration Ai is obtained by sampling a preset acceleration range according to a preset sampling step size.

[0107] For example, suppose the distance LcDiS required for the vehicle to leave its current driving lane is... self It can be calculated using the following formula (2):

[0108] (2)

[0109] The vehicle's current speed Vi can be obtained through sensors; the lane-changing time LcTime required for the vehicle to complete the lane change can be a pre-set value; and the lane width Lane of the vehicle's current lane. width This can be obtained through sensors.

[0110] Understandably, these parameters are readily available and easy to calculate, thus reducing the need for algorithms.

[0111] In some alternative embodiments, the speed Vi can be used as a reference, assuming the vehicle completes the lane change.Finished , target deceleration time DecelTime and target deceleration TgtDecel, determine the running distance DecelDiS from when the ego vehicle finishes the lane change to when the speed of the ego vehicle is the same as the speed of the vehicle in front self .

[0112] Exemplarily, the running distance DecelDiS from when the ego vehicle finishes the lane change to when the speed of the ego vehicle is the same as the speed of the vehicle in front can be determined by the following formula (2): self The target deceleration TgtDecel can be calculated by the following formula (3):

[0113] (3)

[0114] The target deceleration TgtDecel refers to the deceleration required for the ego vehicle to reach the same speed as the vehicle in front of the ego vehicle after the ego vehicle finishes the lane change.

[0115] Further, in some optional embodiments, the target deceleration TgtDecel can be obtained by looking up a second relationship corresponding list, which is a list of corresponding relationships between the distance between the ego vehicle and the vehicles around the ego vehicle and the comfortable deceleration. First, the comfortable deceleration is obtained, and then the ego vehicle travels at the comfortable deceleration to obtain the deceleration required for the ego vehicle to reach the same speed as the vehicle in front after the ego vehicle finishes the lane change. By traveling at the comfortable deceleration, the forward inclination feeling of the driver caused by sudden deceleration can be reduced.

[0116] The target deceleration time DecelTime refers to the time required for the ego vehicle to reduce from the current speed to the target speed; and the comfortable deceleration refers to the deceleration that the driver or passenger can tolerate without obvious discomfort during the deceleration of the vehicle.

[0117] In some optional embodiments, the target deceleration time DecelTime can be determined according to the running speed Vi of the ego vehicle when the ego vehicle finishes the lane change, Finished the speed Vt of the vehicle around the ego vehicle when the vehicle finishes the lane change, and the target deceleration TgtDecel. Finished

[0118] Exemplarily, the target deceleration time DecelTime can be calculated by the following formula (4):

[0119] (4)

[0120] It can be understood that these parameters are easy to obtain and easy to calculate, and thus the demand for algorithms can be reduced.

[0121] ​In some optional embodiments, the driving speed Vt of the vehicle around the ego vehicle when the ego vehicle completes the lane change can be determined according to the current driving speed Vt of the vehicle around the ego vehicle, the acceleration At of the vehicle around the ego vehicle, and the lane change time LcTime required for the ego vehicle to complete the lane change Finished .

[0122] Exemplarily, the driving speed Vt of the vehicle around the ego vehicle when the ego vehicle completes the lane change can be calculated by the following formula (6) Finished .

[0123] (6)

[0124] In some optional embodiments, the driving speed Vt of the vehicle around the ego vehicle when the ego vehicle completes the lane change can be determined according to the current driving speed Vt of the vehicle around the ego vehicle, the acceleration At of the vehicle around the ego vehicle, and the lane change time LcTime required for the ego vehicle to complete the lane change Finished .

[0125] Exemplarily, the driving speed Vt of the vehicle around the ego vehicle when the ego vehicle completes the lane change can be calculated by the following formula (6) Finished :

[0126] (6)

[0127] The current driving speed Vt of the vehicle around the ego vehicle can be obtained by a sensor, and the acceleration At of the vehicle around the ego vehicle can also be obtained by a sensor.

[0128] It can be understood that these parameters are easy to obtain and easy to calculate, and thus the demand for algorithms can be reduced.

[0129] In some optional embodiments, the driving distance DecelDiS of the vehicle around the ego vehicle when the ego vehicle completes the lane change until the speed of the vehicle around the ego vehicle is the same as the driving speed of the vehicle in front of the ego vehicle can be determined according to the driving speed Vt of the vehicle around the ego vehicle when the ego vehicle completes the lane change Finished and the target deceleration time DecelTime target .

[0130] Exemplarily, the driving distance DecelDiS of the vehicle around the ego vehicle when the ego vehicle completes the lane change until the speed of the vehicle around the ego vehicle is the same as the driving speed of the vehicle in front of the ego vehicle can be calculated by the following formula (7) target :

[0131] (7)

[0132] It can be understood that these parameters are easy to obtain and easy to calculate, and thus the demand for algorithms can be reduced.

[0133] In some optional embodiments, the distance LcDiS required for the vehicles around the vehicle to leave their current lanes can be determined based on the acceleration At of the vehicles around the vehicle, the lane-changing time LcTime required for the vehicle to complete the lane change, and the current speed Vt of the vehicles around the vehicle. target .

[0134] For example, the distance LcDiS required for vehicles surrounding the vehicle to leave their current driving lanes can be calculated using the following formula (8). target :

[0135] (8)

[0136] Understandably, these parameters are readily available and easy to calculate, thus reducing the need for algorithms.

[0137] When the vehicles surrounding your vehicle are vehicles in the adjacent lane ahead (e.g., vehicle number 3): the first safe distance includes the collision avoidance distance LcDiS between your vehicle and the vehicles in the adjacent lane ahead. Threshold邻侧前 Vehicles around the vehicle obstructing the vehicle's lane change, including vehicles in the adjacent lane obstructing the vehicle's lane change.

[0138] Among them, the collision avoidance distance LcDiS between the vehicle and the vehicle in front on the adjacent lane is... Threshold邻侧前 This refers to the LcDiS calculated when the vehicles around the vehicle are identified as vehicles in front on the adjacent lane. Threshold .

[0139] Based on the first safety distance and the relationship between the vehicle and the horizontal distance between the vehicle and the surrounding vehicles in the direction of travel, it is determined that the surrounding vehicles obstruct the vehicle's lane change, including: based on the collision avoidance distance LcDiS between the vehicle and the vehicle in front on the adjacent lane. Threshold邻侧前 The horizontal distance between the vehicle and the vehicle in front on the adjacent lane in the direction of travel, PosX target邻侧前 The relationship between the vehicle's longitudinal distance and the vehicle in front on the adjacent lane is used to determine whether the vehicle in front on the adjacent lane is obstructing the vehicle's lane change.

[0140] Among them, the horizontal distance PosX between the vehicle and the vehicle in front on the adjacent lane in the direction of travel. target邻侧前 This can be obtained through sensors.

[0141] For example, in LcDiS Threshold邻侧前 >PosX target邻侧前 In such cases, it is considered that the vehicle in front on the adjacent lane is obstructing the lane change of the vehicle.

[0142] It can be understood that in the case that the anti-collision distance between the ego vehicle and the adjacent lane front vehicle is greater than the horizontal distance between the ego vehicle and the adjacent lane front vehicle in the driving direction, it is indicated that the ego vehicle will not collide with the adjacent lane front vehicle during the lane changing process, the anti-collision distance between the ego vehicle and the adjacent lane front vehicle is simple to calculate, and the horizontal distance between the ego vehicle and the adjacent lane front vehicle in the driving direction can be obtained through a sensor, and therefore, the entire process has relatively low requirements on the algorithm.

[0143] In the case that the vehicle around the ego vehicle is the adjacent adjacent lane front vehicle (for example, vehicle No. 23): the first safety distance includes an anti-collision distance LcDiS Threshold邻邻侧前 between the ego vehicle and the adjacent adjacent lane front vehicle.

[0144] The anti-collision distance LcDiS Threshold邻邻侧前 between the ego vehicle and the adjacent adjacent lane front vehicle is calculated when the vehicle around the ego vehicle is explicitly determined as the adjacent adjacent lane front vehicle. Threshold .

[0145] Based on the size relationship between the first safety distance and the horizontal distance between the ego vehicle and the vehicle around the ego vehicle in the driving direction, it is determined that the vehicle around the ego vehicle hinders the lane changing of the ego vehicle, including: based on the size relationship between the anti-collision distance LcDiS Threshold邻邻侧前 between the ego vehicle and the adjacent adjacent lane front vehicle and the horizontal distance PosX target邻邻侧前 between the ego vehicle and the adjacent adjacent lane front vehicle in the driving direction (i.e., the longitudinal distance between the ego vehicle and the adjacent adjacent lane front vehicle), it is determined that the adjacent adjacent lane front vehicle hinders the lane changing of the ego vehicle.

[0146] The horizontal distance PosX target邻邻侧前 between the ego vehicle and the adjacent adjacent lane front vehicle in the driving direction can be obtained through a sensor.

[0147] Exemplarily, in the case that PosX target邻邻侧前 <LcDiS Threshold邻邻侧前 , and the probability that the adjacent adjacent lane front vehicle changes lanes to the adjacent lane of the current driving lane of the ego vehicle is greater than a second lane changing probability threshold, and the line pressing amount of the adjacent adjacent lane front vehicle pressing the lane line of the adjacent lane of the current driving lane of the ego vehicle is greater than a second line pressing amount threshold, it is determined that the adjacent adjacent lane front vehicle hinders the lane changing of the ego vehicle.

[0148] Understandably, in addition to considering the first safe distance and the horizontal distance between the vehicle and the vehicle in front of the adjacent lane in the direction of travel, the probability of lane changing and the amount of lane crossing by the vehicle in front of the adjacent lane are also taken into account. This takes into account the safety issues of the vehicle after changing lanes, which can improve safety while obtaining the judgment result quickly.

[0149] When the vehicles surrounding your vehicle are vehicles in the adjacent lane to your side rear (e.g., vehicle number 9): the first safe distance includes the collision avoidance distance LcDiS between your vehicle and the vehicles in the adjacent lane to your side rear. Threshold邻侧后 Vehicles around the vehicle that obstruct the vehicle's lane change include vehicles behind the vehicle in the adjacent lane that obstruct the vehicle's lane change.

[0150] Among them, the collision avoidance distance LcDiS between the vehicle and the vehicle behind it in the adjacent lane Threshold邻侧后 This refers to the LcDiS calculated when vehicles around the vehicle are identified as vehicles behind the vehicle in the adjacent lane. Threshold .

[0151] Based on the first safety distance and the relationship between the vehicle and the horizontal distance between the vehicle and the surrounding vehicles in the direction of travel, it is determined that the surrounding vehicles obstruct the vehicle's lane change, including: based on the collision avoidance distance LcDiS between the vehicle and the vehicles to the side and rear of the adjacent lane. Threshold邻侧后 The horizontal distance between the vehicle and the vehicle behind it in the adjacent lane in the direction of travel, PosX target邻侧后 The relationship between the vehicle's longitudinal distance and the vehicle behind it in the adjacent lane is used to determine whether the vehicle behind it is obstructing the vehicle's lane change.

[0152] Among them, the horizontal distance PosX between the vehicle and the vehicle behind it in the adjacent lane in the direction of travel. target邻侧后 This can be obtained through sensors.

[0153] For example, in LcDiS Threshold邻侧后 >|PosX target邻侧后 If the length of the vehicle behind the vehicle in the adjacent lane is used as a reference, it is determined that the vehicle behind the vehicle in the adjacent lane is obstructing the lane change of the vehicle.

[0154] Understandably, given the greater uncertainty of vehicles behind, in order to prevent rear-end collisions, in addition to considering the safe containment distance (i.e., the first safe distance) and longitudinal distance (i.e., the horizontal distance between the vehicle and the vehicle behind in the adjacent lane in the direction of travel), the length of the vehicle behind (i.e., the length of the vehicle behind in the adjacent lane) is also considered. This allows for quick judgment while also improving safety.

[0155] The first safety distance includes a collision prevention distance LcDiS between the ego vehicle and the adjacent-adjacent-lane rear vehicle Threshold邻邻侧后 The lane changing of the vehicle around the ego vehicle is hindered by the ego vehicle, including that the lane changing of the adjacent-adjacent-lane rear vehicle is hindered by the ego vehicle.

[0156] The collision prevention distance LcDiS between the ego vehicle and the adjacent-adjacent-lane rear vehicle Threshold邻邻侧后 is the LcDiS calculated when the vehicle around the ego vehicle is explicitly determined as the adjacent-adjacent-lane rear vehicle Threshold .

[0157] The lane changing of the vehicle around the ego vehicle is hindered by the ego vehicle, including that the lane changing of the adjacent-adjacent-lane rear vehicle is hindered by the ego vehicle, based on a size relationship between the first safety distance and a horizontal distance in a driving direction between the ego vehicle and the vehicle around the ego vehicle, including that the lane changing of the adjacent-adjacent-lane rear vehicle is hindered by the ego vehicle, based on a size relationship between the collision prevention distance LcDiS between the ego vehicle and the adjacent-adjacent-lane rear vehicle Threshold邻邻侧后 and a horizontal distance in a driving direction PosX between the ego vehicle and the adjacent-adjacent-lane rear vehicle (i.e., a longitudinal distance between the ego vehicle and the adjacent-adjacent-lane rear vehicle). target邻邻侧后

[0158] The horizontal distance in a driving direction PosX between the ego vehicle and the adjacent-adjacent-lane rear vehicle target邻邻侧后 may be obtained by a sensor.

[0159] Exemplarily, in a case that LcDiS Threshold邻邻侧后 >|PosX target邻邻侧后 + a length of the adjacent-adjacent-lane rear vehicle, and a probability of the adjacent-adjacent-lane rear vehicle changing lanes to an adjacent lane of a current driving lane of the ego vehicle is greater than a first lane changing probability threshold, and a line pressing amount of the adjacent-adjacent-lane rear vehicle pressing a lane line of the adjacent lane of the current driving lane of the ego vehicle is greater than a first line pressing amount threshold, it is determined that the lane changing of the adjacent-adjacent-lane rear vehicle is hindered by the ego vehicle.

[0160] It can be understood that, since the rear vehicle is more uncertain, in order to prevent the occurrence of a rear-end situation of the rear vehicle to the ego vehicle, in addition to considering the first safety distance and the horizontal distance in a driving direction between the ego vehicle and the adjacent-adjacent-lane rear vehicle, the length of the body of the adjacent-adjacent-lane rear vehicle is also considered, and the lane changing probability and the line pressing amount of the adjacent-adjacent-lane rear vehicle are also considered, so that the judgment result can be obtained at a fast speed, and the safety is further improved.

[0161] Next, a side vehicle inhibition is introduced:

[0162] ​In some optional embodiments, when the side vehicle is a neighboring lane side vehicle (for example, vehicle No. 7), the method for determining whether the lane change of the side vehicle to the ego vehicle is obstructed is as follows: when the neighboring lane side vehicle exists, it is determined that the lane change of the neighboring lane side vehicle to the ego vehicle is obstructed.

[0163] In some optional embodiments, when the side vehicle is a neighboring lane side vehicle (for example, vehicle No. 27), the method for determining whether the lane change of the side vehicle to the ego vehicle is obstructed is as follows: when the neighboring lane side vehicle exists, and the probability of the lane change of the neighboring lane side vehicle to the adjacent lane of the current lane of the ego vehicle is greater than a third lane change probability threshold, it is determined that the lane change of the neighboring lane side vehicle to the ego vehicle is obstructed.

[0164] The first lane change probability threshold, the second lane change probability threshold, and the third lane change probability threshold can be the same or different, which is not particularly limited in the present application.

[0165] The method for selecting a target gap from multiple candidate gaps based on the gap length of the candidate gap and the distance between the ego vehicle and the candidate gap will be described in detail below.

[0166] In some optional embodiments, the method for selecting a target gap from multiple candidate gaps based on the gap length of the candidate gap and the distance between the ego vehicle and the candidate gap comprises: determining a score of the candidate gap based on the gap length of the candidate gap and a corresponding first weight, and the distance between the ego vehicle and the candidate gap and a corresponding second weight; wherein the first weight is greater than the second weight, or the first weight is less than the second weight; and selecting the target gap from the multiple candidate gaps based on the scores of the multiple candidate gaps.

[0167] For example, the sum of the first weight and the second weight can be 1. It can be understood that the sum of the first weight and the second weight can also be other values, which are not particularly limited in the present application.

[0168] It can be understood that by determining the score of the candidate gap based on the gap length of the candidate gap and the corresponding first weight, and the distance between the ego vehicle and the candidate gap and the corresponding second weight, the first weight and the second weight are used to indicate whether the influence of the gap length on the candidate gap or the influence of the distance on the candidate gap is more emphasized; if the first weight is greater than the second weight, it means that the influence of the gap length on the candidate gap is more emphasized, which means that more attention is paid to whether it is safe after the lane change, so that the occurrence of the collision after the lane change can be further reduced, thereby improving the safety of the lane change; if the second weight is greater than the first weight, it means that the influence of the distance on the candidate gap is more emphasized, which means that more attention is paid to whether the lane change can be completed quickly, so that the lane deviation and the occurrence of the situation that the rear vehicle occupies the target gap in advance can be reduced, thereby enabling the ego vehicle to complete the lane change as soon as possible.

[0169] For example, the score of the candidate gap is determined based on the gap length of the candidate gap and the corresponding first weight and the distance between the ego vehicle and the candidate gap and the corresponding second weight, including: the score of each candidate gap is obtained in the following manner: a gap score value is obtained according to the product of the first weight and the gap length of the candidate gap, a distance score value is obtained according to the product of the second weight and the distance between the ego vehicle and the candidate gap, and the sum of the gap score value and the distance score value is determined as the score of the candidate gap; and the target gap is selected from the plurality of candidate gaps based on the scores of the plurality of candidate gaps.

[0170] In order to select the candidate gap that can be reached by the ego vehicle the fastest, in some optional embodiments, the product of the second weight and the distance between the ego vehicle and the candidate gap can be the product of the second weight and the shortest distance between the ego vehicle and the candidate gap.

[0171] In other optional embodiments, the target gap is selected from the plurality of candidate gaps based on the gap length of the candidate gap and the distance between the ego vehicle and the candidate gap, including: the score of the candidate gap is determined based on the product of the score of the gap length of the candidate gap and the third weight and the product of the score of the distance between the ego vehicle and the candidate gap and the fourth weight; the third weight is greater than the fourth weight; or the third weight is less than the fourth weight; and the target gap is selected from the plurality of candidate gaps based on the scores of the plurality of candidate gaps.

[0172] For example, the sum of the third weight and the fourth weight can be 1. It can be understood that the sum of the third weight and the fourth weight can also be other numerical values, which are not particularly limited in the present application.

[0173] For example, the longer the gap length of the candidate gap, the higher the score of the gap length of the candidate gap; and the smaller the distance between the ego vehicle and the candidate gap, the greater the score of the distance between the ego vehicle and the candidate gap.

[0174] It can be understood that the method of determining the score of the candidate gap based on the product of the score of the gap length of the candidate gap and the third weight and the product of the score of the distance between the ego vehicle and the candidate gap and the fourth weight can make the subsequently selected target gap more accurate.

[0175] In some optional embodiments, selecting the target gap from the plurality of candidate gaps based on the scores of the plurality of candidate gaps can include: regarding the candidate gap with the highest score as the target gap.

[0176] In order to prevent misjudgment and make the selected target gap more accurate, in some other optional embodiments, the target gap is selected from the plurality of candidate gaps based on the scores of the plurality of candidate gaps, including: comparing the highest-scored candidate gap with a preset gap threshold value, if the highest-scored candidate gap is greater than the preset gap threshold value, regarding the highest-scored candidate gap as the target gap, and if the highest-scored candidate gap is less than or equal to the preset gap threshold value, considering that there is no target gap.

[0177] Further, in some other optional embodiments, when no target gap is selected, the ego vehicle is controlled to continue driving in the gap between the vehicle in front of the ego vehicle and the vehicle behind the ego vehicle.

[0178] The method for obtaining the candidate gap is described as follows:

[0179] In some optional embodiments, the candidate gap is obtained by the following method: in the case that there is no vehicle on the side of the ego vehicle or the vehicle on the side of the ego vehicle has no intention of overtaking, the gap length of the gap between the front and rear vehicles on the adjacent lane of the current driving lane of the ego vehicle is removed if the gap length is outside the first distance range, and the remaining gap is the candidate gap; wherein the distance between the vehicle in front of the current driving lane of the ego vehicle and the ego vehicle is the upper limit value of the first distance range, and the distance between the vehicle behind the current driving lane of the ego vehicle and the ego vehicle is the lower limit value of the first distance range.

[0180] Further, in some other optional embodiments, the distance between the vehicle in front of the current driving lane of the ego vehicle and the ego vehicle can be the lower limit value of the first distance range, and the distance between the vehicle behind the current driving lane of the ego vehicle and the ego vehicle can be the upper limit value of the first distance range.

[0181] Hereinafter, the case that the distance between the vehicle in front of the current driving lane of the ego vehicle and the ego vehicle is the upper limit value of the first distance range, and the distance between the vehicle behind the current driving lane of the ego vehicle and the ego vehicle is the lower limit value of the first distance range is exemplarily described.

[0182] Exemplarily, the first distance range can be formed with the ego vehicle as the origin, the distance between the ego vehicle and the vehicle in front of the ego vehicle as a positive value, and the distance between the ego vehicle and the vehicle behind the ego vehicle as a negative value. For example, the distance between the No. 1 vehicle and the ego vehicle ego is 50 meters (m), and the distance between the No. 11 vehicle and the ego vehicle ego is -100 meters (m), so the first distance range is [-100m, 50m]. It can be understood that the first distance range [-100m, 50m] is only an example, and the present application does not limit the first distance range, which is subject to the actual situation.

[0183] Exemplarily, Figure 3A schematic diagram of the gaps formed by the ego vehicle and the vehicles around the ego vehicle is provided in the embodiments of the present application, as shown in Figure 3 The gap between the 5th vehicle and the 3rd vehicle is gap 1, the gap between the 3rd vehicle and the 7th vehicle is gap 2, the gap between the 7th vehicle and the 11th vehicle is gap 3, and the gap between the 11th vehicle and the 39th vehicle is gap 4.

[0184] The gaps 1, 2, 3, and 4 are filtered using the first distance range, and gaps with a length outside the first distance range are excluded to obtain candidate gaps. Then, the candidate gaps are scored based on the first weight and the second weight, and the target gap is selected from the multiple scored candidate gaps.

[0185] It can be understood that, since the first distance range is determined according to the first distance between the vehicle in front of the ego vehicle and the ego vehicle and the second distance between the vehicle behind the ego vehicle and the ego vehicle, the vehicle in front of the ego vehicle will limit the acceleration of the ego vehicle, and the vehicle behind the ego vehicle will limit the deceleration of the ego vehicle. Therefore, by filtering the gaps using the first set, gaps that the ego vehicle cannot reach by accelerating / decelerating although no safety accident will occur after the ego vehicle changes lanes can be filtered out, and the obtained gaps are gaps that are conducive to the ego vehicle to change lanes while ensuring the safety of the ego vehicle, making it easier to change lanes.

[0186] In other optional embodiments, the candidate gaps are obtained by: first, sorting the vehicles on the adjacent lane of the ego vehicle from front to back, then calculating all the gaps, and then excluding the vehicles on the lane changing side (i.e., the adjacent lane) that are outside the first distance range, and calculating the gaps formed by the remaining vehicles, which are the candidate gaps.

[0187] S102, based on the target gap, controlling the ego vehicle to drive on the current driving lane to a lane changeable position.

[0188] In some optional embodiments, based on the target gap, controlling the ego vehicle to drive on the current driving lane to a lane changeable position includes: determining a target driving speed required for the ego vehicle to drive to the lane changeable position according to the motion information of the two vehicles before and after the target gap; obtaining a first acceleration according to the target driving speed and the current driving speed of the ego vehicle; and controlling the ego vehicle to change gear according to the first acceleration to drive on the current driving lane to the lane changeable position.

[0189] The lane changeable position is a safe lane change position, and when the ego vehicle drives to the safe lane change position, the occurrence of a collision caused by sudden acceleration of a rear vehicle and / or sudden deceleration of a front vehicle can be avoided.

[0190] For example, the first acceleration can be obtained through cruise control: the target driving speed is set as the speed control target of cruise control, and cruise control controls the current driving speed of the vehicle to the speed control target to obtain the first acceleration.

[0191] It is understandable that the candidate gaps obtained based on the first distance range are gaps that are conducive to the vehicle changing lanes while ensuring the vehicle's driving safety; the target gap selected from these candidate gaps is a gap that is even more conducive to the vehicle changing lanes; and then, based on the first acceleration obtained from the target gap, the vehicle is allowed to travel in the current lane to the lane-changing position with the first acceleration. In this way, even when there is restraint from vehicles in front and behind, the vehicle can reach the lane-changing position as soon as possible to change lanes.

[0192] Understandably, using the first acceleration to shift gears and reach the lane-changing position, followed by the second acceleration to shift gears again and move from the lane-changing position to the target gap, serves two purposes. First, the initial acceleration to reach the lane-changing position serves as a warning to surrounding vehicles that a lane change is imminent, reducing the likelihood of sudden acceleration from behind or deceleration from in front, thus improving safety during lane changes. Second, the initial acceleration to reach the lane-changing position, followed by the second acceleration to move from the lane-changing position to the target gap, effectively provides a buffer period. If a vehicle behind accelerates or in front decelerates... Firstly, when a vehicle is in a lane-changing position, it can reduce the risk of accidents by not changing lanes immediately. Secondly, when a vehicle is in a lane-changing position, it can also inhibit the acceleration of vehicles behind it or the deceleration of vehicles in front, reducing the likelihood of collisions and thus improving safety. Thirdly, when a vehicle is in a lane-changing position, it can gain an advantage in lane changing. That is, if the vehicle in front of and / or behind it has the same lane-changing need (i.e., they need to change lanes to the same lane), since the vehicle has already partially changed lanes while the other vehicle is only beginning to prepare to change lanes, the vehicle can complete the lane change faster, increasing the lane-changing speed.

[0193] For example, when the first acceleration is negative, the vehicle decelerates (or slows down) to a lane-changing position, which can be referred to as [further details needed]. Figure 4 , Figure 4 This application provides a schematic diagram illustrating a vehicle using a speed change mechanism to reach a lane-changing position, as shown in the embodiment of the present application. Figure 4 As shown, the target vehicle ego slows down to a position where it can change lanes, making it easier to enter the target gap.

[0194] For example, when the first acceleration is positive, the vehicle accelerates (or speeds up) to a lane-changing position, which can be referred to as... Figure 5 , Figure 5Another schematic diagram of the ego vehicle driving through the speed change to the lane-changing position is provided in some embodiments of the present application, as shown in FIG. 6. Figure 5 As shown in FIG. 6, the target vehicle ego drives to the lane-changing position through the speed change, which facilitates the entry into the target gap.

[0195] S103, controlling the ego vehicle to change lanes from the lane-changing position to the target gap.

[0196] In some optional embodiments, the control of the ego vehicle to change lanes from the lane-changing position to the target gap comprises: obtaining a second acceleration corresponding to the current lane-changing scene from a plurality of accelerations corresponding to a plurality of lane-changing scenes respectively; and controlling the ego vehicle to change lanes from the lane-changing position to the target gap according to the second acceleration under the condition that a safety condition is met.

[0197] The safety condition comprises at least one of the following: the ego vehicle is in a lane-changing request phase or in a lane-changing control phase; a cumulative lane-changing time from the start of the lane-changing to the current time is less than a first time length; the ego vehicle has crossed a lane line at the current time; a current speed of the ego vehicle does not exceed a pre-set speed threshold; and a minimum deceleration of the ego vehicle is greater than a pre-set deceleration threshold.

[0198] The minimum deceleration is a minimum deceleration in decelerations of the ego vehicle in the driving process due to the avoidance of obstacles.

[0199] Further, the minimum deceleration can include but is not limited to a conical barrel deceleration, a pedestrian deceleration, and a cut-in deceleration. The cut-in deceleration is used to indicate the acceleration of the target vehicle around the ego vehicle when cutting into the target lane.

[0200] In some optional embodiments, the safety condition is considered to be met when the minimum deceleration of the ego vehicle is greater than the pre-set deceleration threshold, and the danger is considered to be non-existent when the minimum deceleration of the ego vehicle is greater than the pre-set deceleration threshold.

[0201] In another example, the safety condition is considered to be met when the ego vehicle is in the lane-changing request phase or in the lane-changing control phase, the time length required for the lane-changing to the target gap based on the second acceleration is less than the first time length, the ego vehicle has crossed the lane line at the current time, the current speed of the ego vehicle does not exceed the pre-set speed threshold, and the minimum deceleration of the ego vehicle is greater than the pre-set deceleration threshold.

[0202] It can be understood that the cumulative lane-changing time from the start of the lane-changing to the current time being less than the first time length indicates that the ego vehicle does not exceed the time limit for the lane-changing at the current time; and the current speed of the ego vehicle not exceeding the pre-set speed threshold indicates that the ego vehicle does not exceed the speed limit.

[0203] Exemplarily, the lane changing time is generated in the process of lane changing, the whole system starts timing when the lane changing is allowed, and then the lane changing time is accumulated every frame. It is assumed that the accumulated lane changing time is less than the first time length when accumulated to the current frame, which indicates that the lane changing has not timed out by the current time.

[0204] Exemplarily, it is assumed that the first time length can be 10 seconds, each frame corresponds to 0.025 seconds, and the current frame is 100 frames. From the time when the lane changing starts to the time when the lane changing is accumulated to 100 frames, the accumulated lane changing time at the current time is already 2.5 seconds. Since 2.5 seconds is less than 10 seconds, it is indicated that the lane changing has not timed out by the current time. If the lane changing time has exceeded 10 seconds and is still in the process of lane changing, it indicates that there is a problem in the process of lane changing. It can be understood that the consideration of whether the lane changing has timed out can know whether there is a problem in the process of lane changing. In the case of a problem, the lane changing is temporarily not performed, which can make the lane changing process safer.

[0205] It can be understood that from the time when the whole system allows the lane changing to start timing, whether the lane changing is completed is determined every frame. Exemplarily, it is determined that the lane changing is not completed under the current frame. If the accumulated lane changing time from the time when the whole system allows the lane changing to start timing to the current frame is less than the first time length, it is considered that the lane changing has not timed out. If the accumulated lane changing time is greater than the first time length, it is considered that the lane changing has timed out. It is determined that the lane changing is completed under the current frame. If the accumulated lane changing time from the time when the whole system allows the lane changing to start timing to the current frame is less than the first time length, it is indicated that the whole lane changing time has not timed out, and it can also be considered that the lane changing has not timed out. If the accumulated lane changing time is greater than the first time length, it is indicated that the whole lane changing time has timed out, and it can also be considered that the lane changing has timed out.

[0206] It can be understood that the ego vehicle does not immediately change to the target gap, but drives into the target gap under the condition of meeting the safety condition. In this way, the lane changing of the ego vehicle can be safer and faster. In addition, the safety condition is related to the lane changing request, whether the lane changing has timed out, whether the lane changing crosses the lane line, whether the lane changing is overspeed, and whether the lane changing is dangerous, so that the lane changing is safer and more efficient.

[0207] Further, in some optional embodiments, the deceleration threshold is adaptively adjusted according to a deceleration scenario.

[0208] The deceleration scenario at least includes one of a following: a following vehicle deceleration scenario, a deceleration scenario of a vehicle in an original lane in a lane changing process, and a cruise control scenario.

[0209] Exemplarily, in the case where the deceleration scenario is the following vehicle deceleration scenario, the deceleration threshold is obtained based on the time interval of the tracked vehicle.

[0210] It can be understood that the time interval of the tracked vehicle is different, and the corresponding deceleration threshold is different. The deceleration threshold obtained according to the time interval of the tracked vehicle can make the lane changing more safe in the car-following deceleration scene.

[0211] Exemplarily, in the case that the deceleration scene is the deceleration scene of the vehicle in the original lane during the lane changing process, the deceleration threshold is dynamically adjusted according to the lane changing completion time of the ego vehicle. The longer the lane changing completion time is, the greater the deceleration threshold is.

[0212] It can be understood that the longer the lane changing completion time is, the greater the deceleration threshold is. Time is traded for safety redundancy, and the occurrence of misjudgment is reduced. If the deceleration threshold is unchanged, the safe lane changing will be misjudged as a dangerous operation. For example, the highway gently merges into the traffic flow, and the lane changing completion time is relatively long, but it is safe.

[0213] Exemplarily, in the case that the deceleration scene is the cruise control scene, the deceleration threshold is the speed control target in the cruise control.

[0214] It can be understood that the deceleration threshold is aligned with the speed control target, which can avoid the redundant braking triggered by the too low deceleration threshold, reduce the acceleration fluctuation, and reduce the passenger's forward inclination.

[0215] The following describes the obtaining process of the second acceleration:

[0216] Further, in some optional embodiments, the second acceleration can be obtained by the following method:

[0217] S1, sampling a preset acceleration range according to a preset sampling step to obtain a plurality of sampling accelerations.

[0218] S2, after traversing all the sampling accelerations, obtaining a first sampling acceleration range in which the vehicle in the front side of the ego vehicle does not hinder the lane changing of the ego vehicle, obtaining a second sampling acceleration range in which the vehicle in the side of the ego vehicle does not hinder the lane changing of the ego vehicle, and obtaining a third sampling acceleration range in which the vehicle in the rear side of the ego vehicle does not hinder the lane changing of the ego vehicle; taking the intersection of the first sampling acceleration range, the second sampling acceleration range and the third sampling acceleration range to obtain a lane changing acceleration range.

[0219] Exemplarily, refer to Table 1.

[0220] Table 1 Determination of lane changing acceleration range

[0221]

[0222] Exemplarily, the preset acceleration range is [-Maxccel, Maxccel]; Maxccel is the minimum acceleration; Maxccel is the maximum acceleration; acc_i (which can also be Ai) is the sampling acceleration collected according to the preset sampling step accel_step.

[0223] Exemplarily, the vehicle in the side front of the ego vehicle is sampled according to the preset sampling step accel_step and the preset acceleration range [-Maxccel, Maxccel], to obtain a first sampling acceleration range [-Maxccel, acc_i+accel_step] in which the vehicle in the side front will not hinder the ego vehicle to change lanes; the vehicle in the side of the ego vehicle is sampled according to the preset sampling step accel_step and the preset acceleration range [-Maxccel, Maxccel], to obtain a second sampling acceleration range [-Maxccel, Maxccel] in which the vehicle in the side will not hinder the ego vehicle to change lanes; the vehicle in the side rear of the ego vehicle is sampled according to the preset sampling step accel_step and the preset acceleration range [-Maxccel, Maxccel], to obtain a third sampling acceleration range [acc_i, Maxccel] in which the vehicle in the side rear will not hinder the ego vehicle to change lanes.

[0224] Therefore, the intersection of the first sampling acceleration range, the second sampling acceleration range and the third sampling acceleration range is [acc_i, acc_i+accel_step], that is, the lane changing acceleration range is [acc_i, acc_i+accel_step].

[0225] Exemplarily, Maxccel can be -1.6, Maxccel can be 1.6, and the sampling step has a value range of [0.2, 0.5]. It can be understood that Maxccel can be -1.6, Maxccel can be 1.6, and the sampling step has a value range of [0.2, 0.5] is only an example, and the application does not limit the value range of Maxccel, Maxccel and the sampling step.

[0226] It can be understood that Maxccel is the minimum acceleration, which can be a number less than 0, 0 or a number greater than 0. The application does not particularly limit the value of Maxccel, and the actual situation is used as the standard. Maxccel is the maximum acceleration, which can be a number less than 0, 0 or a number greater than 0. The application does not particularly limit the value of Maxccel, and the actual situation is used as the standard. In actual application, only Maxccel is smaller than Maxccel is required.

[0227] S3, determining the second acceleration from the lane-changing acceleration range according to different lane-changing scenarios.

[0228] The lane-changing scenarios include at least one of the following: a vehicle existing in the first preset range, a large vehicle existing at the side rear of the ego vehicle, the vehicle existing in the first preset range and the vehicle at the rear of the ego vehicle having a same-direction cut-out action, and a general lane-changing scenario.

[0229] For example, when the lane-changing scenario is the vehicle existing in the first preset range, the second acceleration is the smallest sampling acceleration with a positive value in the lane-changing acceleration range.

[0230] For example, when the lane-changing scenario is the large vehicle existing at the side rear of the ego vehicle, the second acceleration is the largest sampling acceleration in the lane-changing acceleration range.

[0231] For example, when the lane-changing scenario is the large vehicle existing at the side rear of the ego vehicle and the vehicle existing in the first preset range, the second acceleration is any sampling acceleration below the average value of the lane-changing acceleration range but greater than the smallest sampling acceleration with a positive value in the lane-changing acceleration range.

[0232] For example, when the lane-changing scenario is the vehicle at the rear of the ego vehicle having the same-direction cut-out action, the second acceleration is any sampling acceleration above the average value of the lane-changing acceleration range but less than the largest sampling acceleration in the lane-changing acceleration range.

[0233] For example, when the lane-changing scenario is the general lane-changing scenario, the second acceleration is the average value of the lane-changing acceleration range.

[0234] It can be understood that the second acceleration determined according to different lane-changing scenarios can make the lane changing safer and more efficient.

[0235] Further, in some optional embodiments, when the preset acceleration range is sampled at the preset sampling step, the sampling upper limit can be adjusted.

[0236] The sampling upper limit can be adjusted according to at least one of the following: a lane-changing style, a speed limit, a time-distance limit, and a lane-changing mode.

[0237] For example, the sampling upper limit adjusted according to the lane-changing style includes: the sampling upper limit under the agile lane-changing style is greater than the sampling upper limit under the standard lane-changing style; the sampling upper limit under the standard lane-changing style is greater than the sampling upper limit under the soft lane-changing style.

[0238] Exemplarily, the adjusting the sampling upper limit according to the overspeed limit comprises: in a case where the current driving speed of the ego vehicle does not exceed a first speed limit, the sampling upper limit is an upper limit of a preset acceleration range; in a case where the current driving speed of the ego vehicle exceeds the first speed limit but does not exceed a preset speed threshold, the sampling upper limit is a difference obtained by subtracting a sampling step from the upper limit of the preset acceleration range; and in a case where the current driving speed of the ego vehicle is between the preset speed threshold and a maximum vehicle speed, the sampling upper limit is a first preset sampling upper limit.

[0239] wherein the first speed limit is less than the preset speed threshold, and the preset speed threshold is less than the maximum vehicle speed. The first speed limit is related to a speed limit of a current lane in which the ego vehicle drives.

[0240] The corresponding relationship between the sampling upper limit and the current vehicle speed of the ego vehicle can be seen from Table 2.

[0241] Table 2: Corresponding relationship between sampling upper limit and current vehicle speed of ego vehicle

[0242]

[0243] As can be seen from Table 2, in a case where the current driving speed of the ego vehicle is less than or equal to the first speed limit (SetSpd_mps), the sampling upper limit is an upper limit of a preset acceleration range (i.e., a maximum acceleration Maxaccel); in a case where the first speed limit SetSpd_mps is less than the current driving speed of the ego vehicle and the current driving speed of the ego vehicle is less than or equal to a preset speed threshold (SetSpd_mps+spd_step), the sampling upper limit is a difference obtained by subtracting a sampling step accel_step from the maximum acceleration Maxaccel; and in a case where the preset speed threshold (SetSpd_mps+spd_step) is less than the current driving speed of the ego vehicle and the current driving speed of the ego vehicle is less than or equal to a maximum vehicle speed (OverSpdMax_mps), the sampling upper limit is a first preset sampling upper limit. In this embodiment, the first preset sampling upper limit is 0, and it can be understood that 0 is an example, and in actual application, it can be other values, which are not particularly limited in the present application.

[0244] The first speed limit SetSpd_mps is related to the specified speed limit of the current lane of the ego vehicle, that is, the specified speed limit of the current lane of the ego vehicle is equal to the first speed limit SetSpd_mps; the sampling speed spd_step can be a speed calculated according to a first percentage of the specified speed limit of the current lane of the ego vehicle allowed to be exceeded in advance, or the sampling speed spd_step can also be a preset speed in advance, which is not particularly limited in the present application, and the following will be exemplarily described by taking the sampling speed spd_step as a speed calculated according to a first percentage of the specified speed limit of the current lane of the ego vehicle allowed to be exceeded in advance.

[0245] Exemplarily, assuming that the specified speed limit of the current lane of the ego vehicle is 80 kilometers per hour (that is, the first speed limit SetSpd_mps is exemplarily 80 kilometers per hour), the maximum speed of the ego vehicle is 150 kilometers per hour, and 10% of the specified speed limit of the current lane is allowed to be exceeded (that is, the first percentage is exemplarily 10%), then the sampling speed spd_step = 80 + 80 * 10% = 88 (kilometers per hour), that is, the current driving speed of the ego vehicle is constrained not to exceed 88 kilometers per hour, therefore, when the current driving speed of the ego vehicle is less than or equal to 80 kilometers per hour, the sampling upper limit is the maximum acceleration; when the current driving speed of the ego vehicle exceeds 80 kilometers per hour but is less than or equal to 88 kilometers per hour, the sampling upper limit is 0.

[0246] Exemplarily, the adjustment of the sampling upper limit according to the time interval restriction includes that when the current time interval of the ego vehicle is less than the time interval threshold, the sampling upper limit is a second preset sampling upper limit.

[0247] The second preset sampling upper limit can be the same as the first sampling upper limit, or can be different, and the following will be exemplarily described by taking the second preset sampling upper limit as 0.

[0248] Exemplarily, the adjustment of the sampling upper limit according to the lane changing mode includes that the lane changing mode at least includes one of the following: obstacle avoidance lane changing mode, merging mode, navigation mode lane changing, and lever lane changing mode.

[0249] The sampling upper limit of the obstacle avoidance lane changing mode is greater than the sampling upper limit of the merging mode; the sampling upper limit of the merging mode is greater than the sampling upper limit of the navigation mode lane changing; the sampling upper limit of the navigation mode lane changing is greater than the sampling upper limit of the lever lane changing mode; and the sampling upper limit of the lever lane changing mode is greater than the sampling upper limit of the overtaking lane changing.

[0250] That is, the sampling range in the obstacle avoidance lane changing mode is greater than the sampling range in the merging lane changing mode, the sampling range in the merging lane changing mode is greater than the sampling range in the extended navigation lane changing mode, the sampling range in the extended navigation lane changing mode is greater than the sampling range in the lever lane changing mode, and the sampling range in the lever lane changing mode is greater than the sampling range in the overtaking lane changing mode.

[0251] In some optional embodiments, the vehicle lane changing control method provided by the embodiments of the present application further includes the following step S104.

[0252] S104, in the case that the lane changing of the vehicle around the ego vehicle does not hinder the lane changing of the ego vehicle and the ego vehicle will not back up, controlling the ego vehicle to shift gears based on the second acceleration obtained in advance to drive off the current driving lane of the ego vehicle.

[0253] The method for determining whether the vehicle around the ego vehicle will cause the ego vehicle to back up during the lane changing (which can also be referred to as lane changing back up) is similar to the method for determining whether the lane changing of the vehicle around the ego vehicle hinders the lane changing of the ego vehicle (which can also be referred to as lane changing inhibition), and thus will not be described here.

[0254] The difference between the lane changing back up and the lane changing inhibition is that the requirement for the lane changing back up is more stringent, which is reflected in that the safety threshold SafeDis selected under the lane changing inhibition is greater than the safety threshold SafeDis selected under the lane changing back up, and the lane changing time LcTime required for the ego vehicle to complete the lane changing set under the lane changing inhibition is greater than the lane changing time LcTime required for the ego vehicle to complete the lane changing set under the lane changing back up.

[0255] It can be understood that, for those skilled in the art who know how to determine whether the vehicle around the ego vehicle will hinder the lane changing of the ego vehicle, how to determine whether the vehicle around the ego vehicle will cause the ego vehicle to back up during the lane changing can be easily inferred, and thus will not be described here.

[0256] The present application designs a method for adjusting the back up strength with the back up preset time, and the lane changing back up considers the time duration of the lane changing. The longer the lane changing process lasts, the shorter the collision prediction time is, so as to prevent the fixed prediction time from causing false back up when the lane changing is almost completed.

[0257] In other optional embodiments, the embodiments of the present application also provide a back up weakening method for mutual suppression between a target (i.e., a vehicle) and a target, taking the side rear vehicle back up calculation as an example. The side rear target is predicted to slow down by judging whether the vehicle in front has a tendency or action of same direction lane changing, so as to weaken the back up of the side rear vehicle.

[0258] In some optional embodiments, the embodiments of the present application also provide a method for optimizing a far-away quick target trigger false back-off. In a daily driving environment, a vehicle with a large speed difference is often encountered. A collision is predicted to occur, but the vehicle has a probability and time to change lanes, slow down, or follow the vehicle, so the vehicle should not trigger back-off. Therefore, the embodiments of the present application dynamically predict whether the vehicle will slow down according to the distance between the vehicle and the vehicle.

[0259] For example, a collision time is obtained according to the speed and distance of the vehicle around the ego vehicle, and a minimum safety distance threshold is obtained according to the collision time. The greater the collision time, the smaller the minimum safety distance threshold. Since the minimum safety distance threshold is decreasing, the probability of back-off triggering can be reduced.

[0260] After calculating the back-off signal of each vehicle around the ego vehicle, it is determined which target back-off signal needs to be output according to the lane changing control stage and whether the vehicle crosses the line. The back-off signal is output to the decision system, and then the decision system tells all modules to cancel the lane change and back off to the original lane to follow the vehicle.

[0261] It can be understood that when the ego vehicle is not hindered by the vehicle around the ego vehicle, the ego vehicle does not directly change lanes, but considers whether a collision with the vehicle around the ego vehicle will occur. When no collision occurs, the second acceleration obtained in advance is controlled to change the speed of the ego vehicle to drive away from the current driving lane of the ego vehicle. In this way, the lane changing is safer on the basis of quick lane changing.

[0262] The following examples describe possible implementation schemes of the lane changing control method of one or more embodiments described above.

[0263] The embodiments provide a low-time-complexity acceleration and deceleration lane changing longitudinal planning calculation method (i.e., a vehicle lane changing control method), which includes lane changing safety distance calculation, lane changing suppression judgment, lane changing back-off calculation, lane changing condition creation, and lane changing acceleration decision method. The method ensures the safety and smoothness of the lane changing process through multi-target dynamic analysis and acceleration sampling, in combination with the kinematic characteristics of the vehicle, greatly reducing the algorithm complexity of the entire module.

[0264] The vehicle lane changing control method provided by the embodiments can refer to Figure 6 .

[0265] Figure 6 Another flowchart of the vehicle lane changing control method provided by the embodiments of the present application is shown in FIG. 8. Figure 6 The vehicle lane changing control method includes the following steps.

[0266] S601, receiving a lane changing request.

[0267] S602, judge whether there is inhibition (obstruction), if there is obstruction, execute step S607, if there is no inhibition, execute step S603.

[0268] The ego vehicle judges whether there is inhibition after receiving the lane changing request, and calculates the lane changing acceleration.

[0269] S603, lane changing longitudinal decision.

[0270] In the absence of inhibition, lane changing longitudinal decision is made, that is, the lane changing acceleration (i.e., the second acceleration) is decided.

[0271] S604, lane changing control.

[0272] The lane changing control is performed according to the decided lane changing acceleration.

[0273] S605, lane changing rollback.

[0274] After the lane changing acceleration is decided, the lane changing rollback is judged, and if there is no lane changing rollback, step S606 is performed, and if there is lane changing rollback, the lane changing is not performed.

[0275] S606, lane changing completion.

[0276] The ego vehicle performs lane changing according to the decided lane changing acceleration.

[0277] S607, based on the gap search, the ego vehicle reaches the lane changeable position by accelerating or decelerating.

[0278] The ego vehicle obtains the optimal gap (also referred to as the target gap) based on the gap search, and then calculates a suitable speed according to the information of the two vehicles before and after the optimal gap, and the ego vehicle can drive to the lane changeable position on the current lane by decelerating or accelerating at the calculated speed, and after reaching the lane changeable position, the lane changing is performed to the optimal gap, so that the lane changing can be completed.

[0279] For safety considerations, as an optional embodiment, after reaching the lane changeable position, it is judged again whether the vehicles around the ego vehicle cause inhibition and rollback to the lane changing of the ego vehicle, and in the absence of inhibition and rollback, the lane changing is performed to the optimal gap, so that the lane changing can be completed.

[0280] After the lane changing task is activated, the safety distance (i.e., the first safety distance) of the lane changing is calculated first, and by analyzing the speed, acceleration and distance of the ego vehicle and the vehicles around the ego vehicle, and considering the comfortable deceleration after the lane changing and the safety distance threshold, the safety distance of the lane changing is calculated. The method proposed in this embodiment is suitable for lane changing safety distance calculation in a multi-target dynamic scene.

[0281] The lane change suppression judgment module distinguishes and judges vehicles in adjacent lanes and adjacent adjacent lanes according to the calculated safety distance of lane change. For a side front target, whether lane change needs to be suppressed is judged in combination with the cut-in probability and the line pressure of the side front vehicle; for a side rear vehicle, judgment is made based on higher safety parameters and the length of the side rear vehicle. This method is suitable for the dynamic suppression needs of vehicles in different lanes, and the method is effective and the time consumption of the algorithm is low.

[0282] The lane change rollback calculation module adopts a similar idea as lane change suppression, but more conservatively considers lane change duration and vehicle mutual influence to avoid false rollback. By dynamically predicting the behavior of the rear vehicle, the rollback intensity is adjusted, and the method is suitable for lane change rollback optimization in complex traffic scenarios.

[0283] The lane change condition creation module drives to a lane changeable position through acceleration and deceleration operations in the current driving lane of the ego vehicle, handles complex gap scenarios, and selects the optimal gap for lane change operation. This module is suitable for lane change condition optimization under different traffic densities. The core of the embodiment is to simplify the method of circulating through complex gaps to a single scenario, anchor a gap for acceleration and deceleration, drive to a lane changeable position, create conditions for lane change, and then perform corresponding acceleration and deceleration operations according to different lane change modes. This method can avoid the frustration caused by changing instructions from day to night.

[0284] The acceleration and deceleration lane change decision module proposes a safe and smooth decision method that comprehensively judges lane change status, timeout, dangerous state, completion flag, and overspeed factors to determine whether to output lane change acceleration (i.e., second acceleration), ensuring the safety and smoothness of the lane change process. This module is suitable for safe and timely switching of lane change acceleration and following acceleration and deceleration in multi-target dynamic scenarios, ensuring the safety of lane change.

[0285] The use of the various methods proposed in this embodiment can effectively improve the efficiency and safety of lane change calculation on low-cost and low-computing-power platforms, meeting the lane change needs of autonomous driving systems in complex traffic scenarios.

[0286] The lane change control method provided in this embodiment is described in detail below.

[0287] 1. Lane change suppression and lane change acceleration and deceleration calculation method.

[0288] The embodiment provides a method for calculating lane change inhibition and lane change acceleration and deceleration with low time complexity and safe use. In various functions of the auxiliary driving, the unintended departure lane change (UDLC) is a driver triggered lane change function, and the auto lane change (ALC) is an automatic triggered lane change system of the auxiliary driving system. When the driver toggles the turn signal or the decision system automatically requests a lane change request instruction in the integrated adaptive cruise control (IACC) mode or the pilot assist mode, the auxiliary driving system samples a plurality of accelerations and decelerations according to an expected lane change direction, judges which acceleration in a target lane meets safe lane change in combination with target attributes of a vehicle periphery and a self-vehicle driving state, and outputs a lane change inhibition signal of 0 if at least one sampled acceleration meets safe lane change. The decision system triggers a lane change control command to all downstream modules, including a longitudinal control module. The longitudinal control module also records all sampled accelerations meeting safe lane change and forwards a suitable acceleration to downstream control. If all sampled accelerations calculate that the space of the target lane cannot meet safe lane change, the lane change inhibition signal is output as a number greater than 0. The specific number represents which target inhibits the lane change. The entire lane change system is in a waiting stage until the lane change condition is met, and then the lane change is performed. Alternatively, the lane change is automatically cancelled when the waiting time is too long. The specific lane change acceleration sampling calculation and lane change inhibition calculation are as follows.

[0289] Exemplarily, the specific number representing which target inhibits the lane change includes: assuming that a flag of a front side vehicle is Front_lc_sts, a flag of a side vehicle is Side_lc_sts, and a flag of a rear side vehicle is Rear_lc_sts.

[0290] Exemplarily, the specific number representing which target inhibits the lane change includes: assuming that a flag of a front side vehicle is Front_lc_sts, a flag of a side vehicle is Side_lc_sts, and a flag of a rear side vehicle is Rear_lc_sts. Figure 2For example, if Front_lc_sts=1, it means that the vehicle in front of the adjacent lane (for example, vehicle No. 3) causes inhibition to the lane changing of the ego vehicle; if Front_lc_sts=2, it means that the vehicle in front of the adjacent lane (for example, vehicle No. 23) causes inhibition to the lane changing of the ego vehicle; if Side_lc_sts=1, it means that the vehicle in the adjacent lane causes inhibition to the lane changing of the ego vehicle; if Side_lc_sts=2, it means that the vehicle in the adjacent lane (for example, vehicle No. 27) causes inhibition to the lane changing of the ego vehicle; if rear_lc_sts=1, it means that the vehicle in the rear of the adjacent lane (for example, vehicle No. 9) causes inhibition to the lane changing of the ego vehicle; if Rear_lc_sts=2, it means that the vehicle in the rear of the adjacent lane (for example, vehicle No. 29) causes inhibition to the lane changing of the ego vehicle.

[0291] 1.1, Lane changing acceleration sampling calculation.

[0292] Due to the limitation of hardware resources and computing power, and the requirement of the entire system's calculation cycle time is 0.025s, the density of the lane changing acceleration sampling (i.e., sampling acceleration) cannot be too dense, otherwise it will lead to high time complexity of the algorithm, so the acceleration step is set to 0.2 gradient (i.e., assuming the sampling step is 0.2).

[0293] The upper and lower limits of the lane changing acceleration sampling are determined by the lane changing style (for example, agile, standard and soft), the speed limit, the target time interval limit and the lane changing mode (for example, the lever lane changing mode, the overtaking lane changing mode, the obstacle avoidance lane changing mode, the merging lane changing mode and the navigation lane changing mode), etc. It is not necessary to calculate all the sampling accelerations every time the lane changing inhibition and the lane changing acceleration are calculated, and the number of calculations needs to be reduced. The embodiment provides a method of dynamically adjusting and reducing the number of calculations by scene and function.

[0294] Firstly, the lane changing style determines the maximum acceleration of the acceleration sampling array (i.e., the sampling upper limit). Three lane changing styles are designed in the embodiment, which are agile lane changing style, standard lane changing style and soft lane changing style, wherein the sampling upper limit is from large to small, i.e., the sampling upper limit under the agile lane changing style is greater than that under the standard lane changing style; the sampling upper limit under the standard lane changing style is greater than that under the soft lane changing style.

[0295] Taking the agile lane changing style as an example, the upper limit of the acceleration is MaxAccel, and then the acceleration sampling is sequentially subtracted from the basis to obtain a cyclically traversed acceleration array.

[0296] Exemplarily, assuming that the preset acceleration range is [0.6, 1.6], that is, the minimum acceleration MaxAccel is 0.6, the maximum acceleration MaxAccel is 1.6, and the sampling step is 0.2, the obtained sampling accelerations are respectively: 1.6, 1.6-0.2=1.4, 1.4-0.2=1.2, …, 0.6.

[0297] Secondly, the embodiment provides a solution to accelerate the lane change. The speed limit determines the maximum value of the acceleration sampling (i.e., the upper limit of the sampling), and exemplarily, the system allows the speed to exceed the set speed by 10% during the acceleration lane change, for example, the road speed limit is 80 kilometers per hour, and the speed during the acceleration lane change is limited to 88 kilometers per hour. Based on the above speed limit, the sampling acceleration is limited, and the corresponding relationship between the upper limit of the sampling and the current speed of the vehicle can be seen from Table 2, and the specific related description can also be seen from the description of Table 2. Through this method, the problem of accelerating and exceeding the speed by 10% can be avoided. There is a dangerous scene during the acceleration lane change, the front vehicle quickly leaves, the side rear vehicle quickly comes, and the acceleration lane change is calculated. During the acceleration process, the target in front suddenly brakes, and the vehicle is outputting the execution acceleration. Since the execution mechanism needs time to change from acceleration to deceleration or the system has a delay, this scene often leads to a risk of rear-end collision or a feeling of acceleration compression. The embodiment provides a method for optimizing this scene, which uses a time interval and a maximum acceleration mapping method, that is, when the time interval is less than the time interval threshold, the upper limit of the sampling is limited to a second preset upper limit of the sampling (for example, 0). The time interval threshold can be calibrated in advance according to the actual situation.

[0298] In the ALC automatic lane change auxiliary driving system, the lane change request issued by the decision system has multiple types, referred to as lane change modes, including the lever lane change mode, the overtaking lane change mode, the obstacle avoidance lane change mode, the merging lane change mode, and the navigation lane change mode. The requirements for the lane change acceleration in different lane change modes are also different, for example, the overtaking lane change mode tries to avoid large deceleration (i.e., the lane change acceleration is less than 0), the deceleration range of the lever lane change can be allowed to be wider than the overtaking lane change, and the obstacle avoidance lane change mode allows large deceleration lane change. The innovative method of the embodiment takes the overtaking lane change as a reference, first calculates whether the vehicles around the vehicle hinder the lane change of the vehicle according to the sampling acceleration of the overtaking lane change, directly outputs if at least one sampling acceleration can cancel all inhibitions, and continues to calculate according to the expansion of the sampling range according to different lane change modes if all sampling accelerations of the overtaking lane change exist inhibitions. Most of the lane change modes are automatic overtaking lane change, so the embodiment can achieve the lowest complexity calculation.

[0299] That is, the sampling upper limit of the obstacle avoidance lane changing mode is greater than the sampling upper limit of the merging lane changing mode; the sampling upper limit of the merging mode is greater than the sampling upper limit of the extended navigation lane changing mode; the sampling upper limit of the extended navigation lane changing mode is greater than the sampling upper limit of the lever lane changing mode; and the sampling upper limit of the lever lane changing mode is greater than the sampling upper limit of the overtaking lane changing mode.

[0300] That is, the sampling range of the obstacle avoidance lane changing mode is greater than the sampling range of the merging lane changing mode, the sampling range of the merging lane changing mode is greater than the sampling range of the extended navigation lane changing mode; the sampling range of the extended navigation lane changing mode is greater than the sampling range of the lever lane changing mode; and the sampling range of the lever lane changing mode is greater than the sampling range of the overtaking lane changing mode.

[0301] 1.2, calculation of lane changing inhibition.

[0302] The calculation of lane changing inhibition refers to the judgment of the longitudinal relationship of the target on both sides of the current lane of the ego vehicle, and whether the lane changing of the ego vehicle is inhibited (i.e., whether the lane changing is hindered) by the vehicle around the ego vehicle. It can also include the detection of irregular obstacles, including but not limited to water barriers, cone barrels, and stone piers. If it is judged that there is a risk of collision with irregular obstacles when changing lanes to the side, the lane changing will also be inhibited.

[0303] Exemplarily, the detection of irregular obstacles can be achieved by automatic driving drivable space perception technology.

[0304] Wherein, the target refers to the vehicle around the ego vehicle, and the vehicles around the ego vehicle are numbered first. The vehicles on the left side are all odd numbers, and the vehicles on the right side are all even numbers, as shown in Figure 2

[0305] The inhibition of the vehicle around the ego vehicle includes front target (front vehicle) inhibition, side front target (side front vehicle) inhibition, side target (side vehicle) inhibition, and side rear target (side rear vehicle) inhibition.

[0306] 1.2.1, calculation method of front target inhibition.

[0307] The lane changing inhibition of the front vehicle is very important. If the distance to the front target is very close or the time to collision is very short, the lane changing path cannot be avoided in time, so it is necessary to inhibit the lane changing and slow down to increase the distance before changing lanes. Exemplarily, taking the front target with label 1, which is abbreviated as Target1, as an example.

[0308] This embodiment provides a practical and low complexity inhibition method. Condition 1 for triggering inhibition: the time to collision TTC of the front target is less than the threshold TTC Threshod ​In the case of condition 1, the front target inhibits the ego vehicle's lane change. In the case of condition 2, the front target inhibits the ego vehicle's lane change. The triggering condition 1 and the triggering condition 2 are in an or relationship.

[0309] 1.2.2, calculation method of side front and side rear target inhibition.

[0310] Taking the overtaking lane change agile lane change mode as an example, the core of calculating the inhibition and is to calculate the lane change safety distance of the ego vehicle and the target vehicle. Because the lane change function can realize the speed planning of the lane change side front target, the safety distance is allowed to be calculated according to the acceleration of [-MaxAccel, MaxAccel] in the calculation of lane change inhibition.

[0311] 1.2.2.1 The calculation process is as follows:

[0312] 1) Loop through each sampling acceleration Ai in [-MaxAccel, MaxAccel], and the ego vehicle's speed when the lane change is completed (i.e. the driving speed when the ego vehicle completes the lane change) Vi Finished The calculation can refer to the above formula (5).

[0313] 2) The ego vehicle's lane change driving distance (i.e. the distance required for the ego vehicle to drive away from the current driving lane of the ego vehicle) LcDiS self The calculation can refer to the above formula (2);

[0314] 3) The target vehicle's speed when the lane change is completed (i.e. the speed when the vehicle around the ego vehicle completes the lane change) Vt Finished The calculation can refer to the above formula (6);

[0315] 4) The target vehicle's lane change process driving distance (i.e. the distance required for the vehicle around the ego vehicle to drive away from the current driving lane of the vehicle around the ego vehicle) LcDiS target The calculation can refer to the above formula (8);

[0316] 5) Comfort deceleration table lookup: through the target distance (i.e. the distance between the ego vehicle and the vehicle around the ego vehicle) and the set comfort deceleration two-dimensional table lookup, the deceleration TgtDecel required for the ego vehicle to reach the same speed as the front vehicle after the lane change is completed is obtained. The calculation of the specific deceleration time (i.e. target deceleration time) DecelTime can refer to the above formula (4);

[0317] 6) The ego vehicle's driving distance during the deceleration process after the lane change (i.e. the driving distance from the completion of the lane change of the ego vehicle to the time when the speed is changed to be the same as the driving speed of the front vehicle) DecelDiS selfThe calculation can refer to the above formula (3);

[0318] 7) The driving distance of the target vehicle after the ego vehicle deceleration process (i.e. the driving distance of the vehicle around the ego vehicle when the ego vehicle completes the lane change and the speed of the ego vehicle is the same as the driving speed of the vehicle in front) DecelDiS target The calculation can refer to the above formula (7);

[0319] 8) Obtain the additional minimum safety threshold (i.e. safety threshold) SafeDis through the vehicle speed lookup table; the higher the vehicle speed, the larger the minimum safety threshold;

[0320] 9) Lane change safety inhibition distance (i.e. first safety distance) LcDis Threshold The calculation can refer to the above formula (1).

[0321] In this embodiment, the lane change style is innovatively associated with the minimum safety threshold and the lane change inhibition distance; the softer the lane change style, the larger the lane change inhibition distance and the minimum safety threshold, which also means that the lane change safety inhibition distance is larger and the lane change is more conservative.

[0322] The target considered by the side front inhibition is limited to a total of 8 targets of Nos. 3 / 5 / 23 / 25 and 4 / 6 / 24 / 26, and the adjacent lane side front target No. 3 and the adjacent adjacent lane side front target No. 23 are taken as examples:

[0323] 1.2.2.2 Inhibition judgment of adjacent lane side front target (adjacent lane side front vehicle):

[0324] If LcDis Threshold is greater than the longitudinal distance PosX target of the target distance, the target will inhibit lane change, otherwise it will not inhibit lane change.

[0325] It can be understood that when the inhibition judgment of the adjacent lane side front target is performed, the calculated LcDis Threshold is LcDiS Threshold邻侧前 , that is, the anti-collision distance between the ego vehicle and the adjacent lane side front target; when the inhibition judgment of the adjacent lane side front target is performed, the obtained longitudinal distance PosX target of the target distance is PosX target邻侧前 , that is, the horizontal distance between the ego vehicle and the adjacent lane side front target in the driving direction.

[0326] 1.2.2.3 Inhibition judgment of adjacent adjacent lane side front target (adjacent adjacent lane side front vehicle):

[0327] For a target in the adjacent lane ahead, such as vehicle 23, the method for calculating the collision avoidance distance (also known as longitudinal safety distance suppression) between the vehicle and the target in the adjacent lane ahead is the same as that for vehicle 3 in the adjacent lane. It is necessary to use the probability of vehicle 23 cutting into the adjacent lane to determine whether to use the suppression of vehicle 23. If the following conditions are met at the same time, then lane changing is suppressed for the target in the adjacent lane ahead:

[0328] a. The distance between the vehicle and the target in the adjacent lane meets the following condition: PosX target <LcDis Threshold ;

[0329] b. The probability of a target cutting in from the adjacent lane is higher than the second lane change probability threshold. Threshold2 ;

[0330] c. The target in front of the adjacent lane exceeds the lane line by a greater amount than the second lane line threshold DisToLane2;

[0331] It is understandable that when performing suppression judgment of targets ahead on the adjacent lane side, the calculated LcDis Threshold That is, LcDiS Threshold邻邻侧前 This refers to the collision avoidance distance between the vehicle and a target in the adjacent lane; when performing the suppression judgment of a target in the adjacent lane, the longitudinal distance PosX of the target distance is obtained. target That is, PosX target邻邻侧前 This refers to the horizontal distance between the vehicle and the target in front of the adjacent lane in the direction of travel; the probability of the target in front of the adjacent lane cutting in refers to the probability that the target in front of the adjacent lane changes lanes to the adjacent lane of the vehicle's current driving lane; the amount by which the target in front of the adjacent lane crosses the lane line refers to the amount by which the vehicle in front of the adjacent lane crosses the lane line of the adjacent lane of the vehicle's current driving lane.

[0332] Lane change suppression judgment for targets to the side and rear: Similar to targets to the side and front, targets to the side and rear are also distinguished by adjacent lane and adjacent adjacent lane. Targets to the side and rear include four types: 9 / 29 (left rear adjacent target / left rear adjacent target) and 10 / 30 (right rear adjacent target / right rear adjacent target).

[0333] The steps for calculating lane-changing safety distance are as follows:

[0334] The calculation steps for lane-changing safety distance for targets behind and to the side are the same as those for targets in front and to the side (steps 1-9). However, targets behind and to the side are more uncertain, so the calibration parameters need to be more stringent than those for targets in front and to the side to prevent dangerous lane changes that could lead to rear-end collisions.

[0335] 1.2.2.4 Inhibition judgment of the adjacent lane rear target:

[0336] Since the target is in the rear side of the ego vehicle, the longitudinal distance of the target distance PosX targett The expression and the front and side front are different, the target vehicle length Length Target Need to be taken into account.

[0337] If the ego vehicle and the adjacent lane rear target satisfy |PosX target +Length Target |<LcDis Threshold , the adjacent lane rear target inhibits the ego vehicle's lane change, otherwise it does not inhibit.

[0338] It can be understood that when the inhibition judgment of the adjacent lane rear target is performed, the calculated LcDis Threshold That is, LcDis Threshold邻侧后 , that is, the anti-collision distance between the ego vehicle and the adjacent lane rear target; When the inhibition judgment of the adjacent lane rear target is performed, the longitudinal distance of the target distance PosX target That is, PosX target邻侧后 , that is, the horizontal distance between the ego vehicle and the adjacent lane rear target in the driving direction.

[0339] 1.2.2.5 Adjacent adjacent lane rear target inhibition:

[0340] For the adjacent adjacent lane rear target, for example, target 29, the lane change safety distance calculation steps of the adjacent adjacent lane rear target and the calculation method of the adjacent lane rear target (for example, target 9) are the same, but since the ego vehicle is located in the front of the adjacent adjacent target 9, it has priority in lane changing, so the lane changing inhibition parameters need to be slightly weaker than the adjacent lane rear target 9. At the same time, the cut-in probability of target 29 cutting into the adjacent lane is needed to judge whether to adopt the inhibition of target 29, and if the following conditions are met, the lane change is inhibited:

[0341] a. The distance between the ego vehicle and the target satisfies: |PosX target +Length Target |<LcDis Threshold ;

[0342] b. The adjacent adjacent lane rear target cut-in probability is higher than the first lane change probability threshold CutIn Threshold1 ;

[0343] c. The adjacent adjacent lane target exceeds the lane line pressure DisToLane1.

[0344] It can be understood that when the suppression judgment of the adjacent lane side rear target is performed, the calculated LcDis Threshold That is, LcDis Threshold邻邻侧后 That is, the anti-collision distance between the ego vehicle and the adjacent lane side rear target; when the suppression judgment of the adjacent lane side rear target is performed, the longitudinal distance PosX target That is, PosX target邻邻侧后 That is, the horizontal distance between the ego vehicle and the adjacent lane side rear target in the driving direction; the adjacent lane side rear target cut-in probability refers to the probability of the adjacent lane side rear target changing lanes to the adjacent lane of the current driving lane of the ego vehicle; and the adjacent lane side rear target exceeds the lane line pressure amount refers to the pressure amount of the adjacent lane side rear target to the lane line of the adjacent lane of the current driving lane of the ego vehicle.

[0345] 1.2.3, judgment of side target suppression:

[0346] The embodiment provides a simple, practical and safe side target suppression method, and the specific method is as follows:

[0347] 1.2.3.1 Judgment of adjacent lane side target suppression:

[0348] For the adjacent lane side target, exemplarily, it can be the No. 7 vehicle or the No. 8 vehicle.

[0349] Adjacent lane side target lane changing suppression logic: when there is a target in the lane changing target lane corresponding to the side of the ego vehicle, suppression is triggered.

[0350] Exemplarily, whether the adjacent lane side target exists or not is judged by judging the ID of the vehicle information, and when the ID of the vehicle information on the adjacent lane side is not 0, it is determined that the adjacent lane side target exists.

[0351] 1.2.3.2 Judgment of adjacent adjacent lane side target suppression:

[0352] For the adjacent adjacent lane side target, exemplarily, it can be the No. 27 vehicle or the No. 28 vehicle.

[0353] Adjacent adjacent lane side target lane changing suppression logic: when there is a target in the adjacent lane on the lane changing side, and the cut-in probability of cutting into the adjacent lane is greater than the third cut-in threshold CutIn Threshold3 , suppression is triggered.

[0354] 1.3, integration of suppression signal and lane changing acceleration.

[0355] After the circulation in 1.2, all the sampling accelerations are finally counted to obtain the acceleration of the target suppression without the front, side and rear targets.

[0356] The embodiment provides a set of ideas to integrate the inhibition signal and the lane-changing acceleration. As shown in the example shown in Table 1, the sampling range of the acceleration of all targets is [-MaxAccel, MaxAccel], the acceleration of the side front target in the range [-Maxccel, acc_i+accel_step] meets the lane-changing, and does not cause inhibition to the lane-changing of the ego vehicle; when the side target does not exist, the acceleration of the side target in the range [-Maxccel, Maxccel] meets the lane-changing, and does not cause inhibition to the lane-changing of the ego vehicle; the side rear target needs to accelerate lane-changing or small deceleration lane-changing to meet, so the acceleration of the side rear target in the range [acc_i, Maxccel] meets the lane-changing, and does not cause inhibition to the lane-changing of the ego vehicle; finally, the intersection of the three acceleration ranges is the final lane-changing acceleration range meeting all targets, and the intersection of the three feasible acceleration ranges is shown in Table 1, that is, the acceleration in the range [acc_i, acc_i+accel_step] meets.

[0357] After obtaining the acceleration range of all targets, the best acceleration of each frame needs to be calculated, and the embodiment provides a method for determining the best acceleration (i.e., the determination of the second acceleration) according to different lane-changing scenes.

[0358] Scenario one: if there is no target in the far range (i.e., the first preset range) of the lane-changing side, the smallest sampling acceleration with a positive value in the lane-changing acceleration range is output. In this way, acceleration overspeed lane-changing and then deceleration can be avoided, and longitudinal unevenness is further caused.

[0359] Exemplarily, the far range can be 80 m. It can be understood that 80 m is only an example of the far range, and in actual application, the far range can also be other numerical values, and the application does not particularly limit the comparison

[0360] Scenario two: if the side rear is a large vehicle with strong pressure, the largest sampling acceleration in the lane-changing acceleration range is output. In this way, the acceleration is large, and the lane-changing confidence is stronger.

[0361] Exemplarily, whether the vehicle at the side rear is a large vehicle can be identified through a perception identification technology. The perception identification technology can identify whether the vehicle at the side rear is a large vehicle through the head style of the vehicle at the side rear, and further, the head style of the point cloud data can know the type of the large vehicle in the case that the vehicle at the side rear is a large vehicle. For example, the type of the large vehicle includes but is not limited to at least one of the following: a bus, a coach, a truck and a tanker.

[0362] Scenario three: on the basis of scenario two, if there is a close-range target in the side front, then tend to output any one of the sampling accelerations that is below the average value of the lane-changing acceleration range but greater than the minimum sampling acceleration with a positive value in the lane-changing acceleration range.

[0363] Illustratively, whether there is a close-range target in the side front can be represented by judging the collision time between the ego vehicle and the target in the side front. For example, in the case where the collision time between the ego vehicle and the target in the side front is less than n seconds, it is considered that there is a close-range target in the side front.

[0364] Scenario four: if the target in the rear has a same-direction cut-in action, pre-acceleration is needed to prevent the rear vehicle from changing lanes first, causing the ego vehicle to change lanes back, then tend to output any one of the sampling accelerations that is above the average value of the lane-changing acceleration range but less than the maximum sampling acceleration in the lane-changing acceleration range.

[0365] The rest of the scenarios: since the acceleration range satisfied by the targets in the side front, side and rear is intersected to represent a feasible range, taking a small acceleration will cause oppression to the rear, and taking a large acceleration will cause oppression to the target in the side front, so the mean value of the lane-changing acceleration range can be taken as the best acceleration output.

[0366] 1.4, lane-changing back calculation method.

[0367] This embodiment designs a lane-changing back method similar to the lane-changing inhibition, both of which calculate whether to collide with the target after the lane change is completed, but the difference is that: the lane-changing inhibition is more conservative than the lane-changing back, and the safety distance of the lane-changing inhibition is larger.

[0368] The difference is that: the lane-changing back is more stringent than the lane-changing inhibition, which is reflected in that when selecting the safety threshold SafeDis, the safety threshold SafeDis selected under the lane-changing inhibition is greater than the safety threshold SafeDis selected under the lane-changing back; when setting the lane-changing time LcTime required for the ego vehicle to complete the lane change, the lane-changing time LcTime set under the lane-changing inhibition is greater than the lane-changing time LcTime set under the lane-changing back.

[0369] This embodiment designs a method of adjusting the back strength with the back preset time, which considers the time of the lane-changing duration, and the longer the lane-changing process lasts, the shorter the collision prediction time is, preventing the fixed prediction time from causing false back when the lane change is almost completed.

[0370] This embodiment designs a method of mutual suppression between targets to weaken the retreat. Taking the retreat calculation of the side rear target as an example, it is judged whether the front target has the trend of same direction lane changing or action to predict that the side rear fast target will slow down, and then the retreat of the side rear target is weakened.

[0371] This embodiment designs a method of optimizing the trigger of the retreat of the far fast target. In the daily driving environment, there are often targets with a large speed difference. The prediction shows that a collision will occur, but since the distance is far, the target has the probability and time of lane changing, yielding or slowing down, and should not trigger the retreat. Therefore, this embodiment dynamically predicts whether the target will slow down according to the distance between the target and the vehicle.

[0372] Exemplarily, specifically, the collision time is obtained according to the speed and distance of the target and the vehicle, and the minimum safety distance threshold is obtained according to the collision time. The greater the collision time, the smaller the minimum safety distance threshold. Since the minimum safety distance threshold is decreasing, the probability of retreat triggering can be reduced.

[0373] After calculating the retreat signal of each target, it is determined which target's retreat signal needs to be output according to the lane changing control stage and whether the line is crossed. The retreat signal is output to the decision system, and then the decision system tells all modules to cancel the lane change and retreat to the original lane to follow the vehicle.

[0374] Exemplarily, taking target No. 9 as an example, if the vehicle has crossed the line and target No. 9 retreats, the vehicle does not retreat. At each moment, the calculation of whether each target retreats is performed according to the above target retreat calculation method.

[0375] 1.5, the lane speed up and down creates a lane changing condition method.

[0376] Not every lane changing request can be successful. When the lane changing request is made, there is a target in at least one of the side or side front distance or side rear distance, and at least one inhibition is generated. Therefore, the lane changing control command cannot be switched, and only lane changing waiting can be performed. Since the decision system issues a lane changing request, it should try to cancel the inhibition signal to complete the lane changing longitudinal planning.

[0377] This embodiment designs a method of creating lane changing space in the vehicle lane with low time complexity. Due to limited hardware resources and computing power, the time complexity and space complexity of the algorithm are reduced as much as possible. The method of loop traversal complex gap is simplified to a single scene, and then the corresponding speed up and down operation is performed according to the scene.

[0378] The target selected by the upstream target selection target module is mapped to the longitudinal coordinate according to the target longitudinal distance, and then a target gap is selected from the multiple gaps formed by the multiple targets according to the gap size on the lane-changing side, the target speed and acceleration on the lane-changing side, and the distance that should be inhibited at the current speed, the gap is nailed to create a lane-changing condition by accelerating or decelerating, which can avoid the change of the command from day to night and cause the unknown frustration, and the complexity can be reduced from m*n to m+n.

[0379] Method: Simplify the scene, and the target that is most easily inhibited in lane changing is the side target, so simplify the scene according to whether there is a side target.

[0380] First step: There is a car on the side, and the side car has the trend of accelerating to overtake the vehicle, so let the side car go first.

[0381] Second step: There is no car on the side, or the car on the side has no intention of overtaking, first sort all the targets from front to back, and then calculate all the gaps. The gap between the ego vehicle and the target is shown in the figure Figure 3 .

[0382] Third step: Since target No. 1 in front of the ego vehicle and target No. 11 behind the ego vehicle will limit the acceleration and deceleration of the ego vehicle, the distance between No. 1 and the ego vehicle and the distance between No. 11 and the ego vehicle form a set (i.e. the first distance range), and the targets on the lane-changing side whose longitudinal distance is outside the set are excluded and not considered, that is, the gaps formed by the lane-changing side are filtered using the first set.

[0383] Fourth step: Calculate the gaps formed by the remaining targets to get the candidate gaps.

[0384] Fifth step: Score the candidate gaps according to the product of the first weight and the length of the candidate gap, and the product of the second weight and the shortest distance between the ego vehicle and the candidate gap.

[0385] Fifth step: Combine the gap score to select the target gap to calculate the acceleration.

[0386] Sixth step: If the best insertion position (i.e. target gap) is not calculated: operate in the gap between target No. 1 and target No. 11 in front of and behind the vehicle lane.

[0387] Seventh step: If the best insertion position (i.e. target gap) is calculated, plan the acceleration and deceleration method based on the front and rear targets of the target gap: according to the target gap obtained, the target information of the front and rear targets of the gap is obtained, a target speed is calculated according to the target information of the two targets, and a cruise control speed is obtained. An acceleration. The lane-changing space diagram of deceleration or acceleration of the vehicle lane is shown in Figure 4 and Figure 5 .

[0388] The lane acceleration or speed-up creates a lane-changing space, which is essentially that the ego vehicle can reach a lane-changing position on the current lane of the ego vehicle by accelerating or decelerating, and when reaching the lane-changing position, the ego vehicle changes lanes to the target gap.

[0389] 1.6, Lane-changing acceleration decision method (i.e. how to decide the second acceleration).

[0390] After the lane-changing acceleration is calculated, it is not always output for execution, but it is output for execution after safety decision.

[0391] Exemplarily, the flag whether the execution can be output is called TtyOutInprocess Flag The embodiment proposes a safe and smooth decision method, which is determined by lane-changing state, lane-changing timeout state, danger state, lane-changing completion flag and overspeed judgment.

[0392] 1) Exemplarily, the lane-changing state flag bit is AlcCmd, if the system is in the lane-changing request or lane-changing control stage, the lane-changing state flag bit AlcCmd is True, considering that it is in the lane-changing request stage or lane-changing control stage.

[0393] 2) Exemplarily, the danger state flag bit is Danger Flag The embodiment provides a method for adjusting the danger state judgment threshold according to the scene. First, consider the minimum value of all longitudinal accelerations except lane-changing acceleration as a reference, and second, adjust the deceleration threshold according to different deceleration scenes.

[0394] Among them, all longitudinal accelerations except lane-changing acceleration are all decelerations of the ego vehicle in the driving process due to obstacle avoidance, including but not limited to conical barrel deceleration, pedestrian deceleration and cut-in deceleration.

[0395] The following takes three deceleration scenes as examples to explain how to adjust the deceleration threshold:

[0396] 2.1) When the scene is a following vehicle deceleration scene, the deceleration threshold is obtained based on the time interval of the tracked vehicle.

[0397] 2.2) When the scene is a deceleration scene for the original lane target during lane-changing, the deceleration threshold is dynamically adjusted according to the lane-changing completion time of the ego vehicle. The longer the lane-changing completion time, the larger the deceleration threshold.

[0398] 2.3) When the scene is a cruise control deceleration scene, the threshold of cruise deceleration (also called speed control target) is taken as the deceleration threshold.

[0399] If the minimum value of all decelerations is less than one of the deceleration thresholds in the three deceleration scenarios mentioned above, it is judged as dangerous, and the Danger flag is set. Flag It is True.

[0400] 3) For example, the sign that a lane change is complete is LaneChange. Flag You can determine whether a lane change has been completed by checking if the lane lines have been crossed.

[0401] For example, the change of lane lines can be used to determine whether a lane change crosses lane lines. If a lane change crosses lane lines, the lane change is considered complete, and the lane change completion flag "LaneChange" is displayed. Flag It is True.

[0402] 4) For example, the OverTime flag for lane change timeout status. Flag If the lane change time is within the first time interval, then the OverTime flag for lane change timeout status will be set. Flag If True, it means that the lane change has not exceeded the time limit; the lane change time is a cumulative value, which is counted from the time when the entire system allows lane changes until the current moment, and can also be called the duration.

[0403] Understandably, starting from the moment the system allows a lane change, each frame uses a constant term jump to determine whether the lane change is complete. For example, if the lane change is not completed in the current frame, and the accumulated lane change time from the moment the system allows a lane change to the current frame is less than the first duration, then the lane change is considered not to have timed out; if it is greater than the first duration, then the lane change is considered to have timed out. If the lane change is completed in the current frame, and the accumulated lane change time from the moment the system allows a lane change to the current frame is less than the first duration, then the entire lane change time has timed out, or it can be considered not to have timed out; if the accumulated lane change time is greater than the first duration, then the entire lane change time has timed out, or it can be considered to have timed out.

[0404] 5) The overspeed indicator is OverSpd. Flag If the vehicle's current speed does not exceed a preset speed threshold (e.g., during acceleration and lane change, the speed does not exceed 10% of the preset speed), then the overspeed detection flag OverSpd will be activated. Flag If True, and the speed reaches the maximum speed limit, output a flag to maintain the maximum speed for planning and limiting.

[0405] When AlcCmd, OverTime Flag LaneChangeFlag and OverSpd Flag while True and Danger Flag is False, then TtyOutInprocess Flag is True, allowing the output of the current lane-changing acceleration (i.e., the second acceleration) to be executed, if a dangerous scene in front is encountered during the lane-changing process, for example, an obstacle in front is encountered during the acceleration lane-changing process and needs to be decelerated urgently, Danger Flag is True, TtyOutInprocess Flag is switched to False in time, and then switched to a safe deceleration smoothly, so that the lane-changing is ensured to be smooth under the premise of safety and efficiency.

[0406] The vehicle lane-changing control method provided by the embodiment includes a lane-changing target inhibition method, a lane-changing acceleration planning method, a lane-changing retreat calculation method, a method for creating a lane-changing condition by accelerating or decelerating in the current lane after the lane-changing is inhibited by a target, and a lane-changing acceleration and deceleration decision method, and is directly applied to a low-cost intelligent auxiliary driving system without a map, so that automatic lane-changing on an expressway and an express road, obstacle-avoiding lane-changing, and navigation-aided lane-changing can be realized, and mass production can be realized in multiple vehicle models.

[0407] To sum up, the lane-changing control method provided by the application can balance the calculation efficiency and planning quality to meet the requirements of real-time performance and safety of an intelligent driving system, inhibit lane-changing in a dangerous lane-changing scene, plan a comfortable and safe lane-changing longitudinally, consider dynamic and static targets of five lanes to ensure the safety of lane-changing, provide a method for creating a lane-changing condition in the current lane when the lane-changing is blocked by a vehicle beside, provide a lane-changing retreat processing method in a dangerous scene during lane-changing, and has low time complexity and can be run on a low-cost and low-computing-power platform.

[0408] It should be noted that although the steps of the method in the application are described in a specific order in the drawings, this does not require or imply that the steps must be performed in this specific order or that all the steps shown must be performed to achieve the desired result. In addition or alternatively, some steps can be omitted, multiple steps can be combined into one step, and / or one step can be divided into multiple steps, etc.; or, steps in different embodiments can be combined into a new technical solution.

[0409] Based on the same inventive concept as the foregoing embodiments, the embodiments of the present application provide a vehicle lane changing control device, which comprises various modules and units included in the modules, and can be implemented by a processor; of course, it can also be implemented by a specific logic circuit; in the implementation process, the processor can be an AI acceleration engine (such as NPU, etc.), GPU, central processing unit (CPU), microprocessor (MPU), digital signal processor (DSP), or field programmable gate array (FPGA), etc.

[0410] Figure 7 A structural schematic diagram of a vehicle lane changing control device provided by the embodiments of the present application is shown in FIG. 7, which comprises a selection module 701, a first control module 702, and a second control module 703, wherein: Figure 7

[0411] The selection module 701 is configured to select a target gap from a plurality of candidate gaps based on at least the gap length of the candidate gap and the distance between the ego vehicle and the candidate gap in the case that the lane changing of the ego vehicle by the vehicles around the ego vehicle is obstructed; wherein the candidate gap is a gap on the adjacent lane of the current driving lane of the ego vehicle.

[0412] The first control module 702 is configured to control the ego vehicle to drive on the current driving lane to a lane changing position based on the target gap.

[0413] The second control module 703 is configured to control the ego vehicle to change lanes from the lane changing position to the target gap.

[0414] In some optional embodiments, the second control module 703 is further configured to control the ego vehicle to shift gears based on the second acceleration obtained in advance to drive off the current driving lane of the ego vehicle in the case that the lane changing of the ego vehicle by the vehicles around the ego vehicle is not obstructed and the ego vehicle will not back off.

[0415] The above description of the device embodiments is similar to the description of the method embodiments, and has similar beneficial effects as the method embodiments. For technical details not disclosed in the device embodiments of the present application, please refer to the description of the method embodiments of the present application.

[0416] It should be noted that the division of the modules in the embodiments of the present application is illustrative, and is only a logical function division. In actual implementation, there can be another division manner. In addition, each functional unit in each embodiment of the present application can be integrated in one processing unit, or can be physically separated, or two or more units can be integrated in one unit. The integrated unit can be implemented in the form of hardware, or in the form of software functional unit. It can also be implemented in the form of combination of software and hardware.

[0417] ​It should be noted that, in the embodiments of the present application, if the above-mentioned method is implemented in the form of a software function module and sold or used as an independent product, it can also be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the embodiments of the present application can be embodied in the form of a software product in essence or the part that contributes to the related art, and the computer software product is stored in a storage medium, including a plurality of instructions for causing a vehicle device to execute all or part of the method of each embodiment of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (Read Only Memory, ROM), a magnetic disk or an optical disk, and various media that can store program codes. Thus, the embodiments of the present application are not limited to any specific hardware and software combination.

[0418] The embodiments of the present application provide a vehicle device, Figure 8 A structural schematic diagram of a vehicle device provided by the embodiments of the present application is shown in FIG. 8. Figure 8 As shown in FIG. 8, the vehicle device 80 includes a memory 801 and a processor 802, the memory 801 stores a computer program executable on the processor 802, and the processor 802 implements the steps in the method provided in the above-mentioned embodiments when executing the program.

[0419] It should be noted that the memory 801 is configured to store instructions and applications executable by the processor 802, and can also buffer data (for example, image data, audio data, voice communication data and video communication data) to be processed or having been processed in the processor 802 and each module of the vehicle device 80, which can be implemented by a flash memory (FLASH) or a random access memory (Random Access Memory, RAM).

[0420] The embodiments of the present application further provide a computer readable storage medium for storing a computer program.

[0421] Optionally, the computer readable storage medium can be applied to the vehicle device in the embodiments of the present application, and the computer program causes the processor or the vehicle device to execute the methods of the embodiments of the present application, which will not be described herein for the sake of brevity.

[0422] The embodiments of the present application further provide a computer program product including computer program instructions.

[0423] Optionally, the computer program product can be applied to the vehicle device in the embodiments of the present application, and the computer program instructions cause the processor or the vehicle device to execute the methods of the embodiments of the present application, which will not be described herein for the sake of brevity.

[0424] The embodiments of the present application further provide a computer program.

[0425] Optionally, the computer program can be applied to the vehicle device in the embodiments of the present application, and when the computer program runs on the processor or the vehicle device, the processor or the vehicle device is caused to execute the various methods of the embodiments of the present application. For brevity, the description is not repeated here.

[0426] It should be noted that the descriptions of the above vehicle device, storage medium, computer program product and computer program embodiments are similar to the descriptions of the above method embodiments, and have similar beneficial effects to the method embodiments. For technical details of the vehicle device, storage medium, computer program product and computer program embodiments of the present application that are not disclosed, please refer to the description of the method embodiments of the present application for understanding.

[0427] It should be understood that the "one embodiment" or "an embodiment" or "some embodiments" mentioned throughout the specification means that the specific features, structures or characteristics related to the embodiments are included in at least one embodiment of the present application. Therefore, "in one embodiment" or "in an embodiment" or "in some embodiments" appearing throughout the specification does not necessarily mean the same embodiment. In addition, these specific features, structures or characteristics can be combined in one or more embodiments in any suitable manner. It should be understood that in various embodiments of the present application, the size of the sequence number of the above processes does not mean the execution order, and the execution order of the processes should be determined according to its function and inherent logic, and should not constitute any limitation on the implementation process of the embodiments of the present application. The above sequence number of the embodiments of the present application is only for description, not representing the advantages and disadvantages of the embodiments. The above description of each embodiment tends to emphasize the differences between each embodiment, and the same or similar parts can be referred to each other. For brevity, the description is not repeated here.

[0428] The term "and / or" in this document is only a description of the association relationship of the associated objects, which means that there can be three relationships, for example, object A and / or object B, which can represent the three cases of existence of object A alone, existence of object A and object B, and existence of object B alone.

[0429] It should be noted that in this document, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that the process, method, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or device. Without more limitations, the element defined by the statement "including a" does not exclude the existence of other identical elements in the process, method, article or device including the element.

[0430] In several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other manners. The embodiments described above are merely exemplary, for example, the division of the modules is only a logical function division, and there can be another division manner for actual implementation, for example, a plurality of modules or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the various components shown or discussed can be indirect coupling or communication connection through some interfaces, devices or modules, and can be electrical, mechanical or other forms.

[0431] The modules described above as separate components may or may not be physically separate, and the components shown as modules may or may not be physical modules; they can be located in one place, or distributed on multiple network units; and some or all of the modules can be selected according to actual needs to achieve the purpose of the embodiments.

[0432] In addition, each functional module in each embodiment of the present application can be integrated into one processing unit, or each module can be a separate unit, or two or more modules can be integrated into one unit; the integrated module can be realized in the form of hardware or hardware plus software functional unit.

[0433] Those of ordinary skill in the art can understand that all or part of the steps of the above-mentioned method embodiments can be completed by a program instructing related hardware, and the aforementioned program can be stored in a computer readable storage medium, and when the program is executed, the steps of the method embodiments are executed; and the aforementioned storage medium includes mobile storage devices, read-only memory (Read Only Memory, ROM), magnetic discs or optical discs, and various media that can store program codes.

[0434] Alternatively, the integrated units of the present application, if implemented in the form of software functional modules and sold or used as independent products, can also be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the embodiments of the present application can be embodied in the form of software products, and the computer software products are stored in a storage medium, including a plurality of instructions for causing vehicle devices to execute all or part of the methods described in the embodiments of the present application. The aforementioned storage medium includes mobile storage devices, ROM, magnetic discs or optical discs, and various media that can store program codes.

[0435] The methods disclosed in the several method embodiments provided in the present application can be combined arbitrarily without conflict, to obtain new method embodiments.

[0436] The features disclosed in several product embodiments of the present application can be combined with each other, as long as there is no conflict, to obtain new product embodiments.

[0437] The features disclosed in several method or device embodiments of the present application can be combined with each other, as long as there is no conflict, to obtain new method embodiments or device embodiments.

[0438] The above description is merely illustrative of the application, and the scope of the application is not limited thereto. Any variations or modifications of the application, which fall within the technical scope of the application, should be encompassed by the scope of the application.

Claims

1. A control method of a vehicle lane change, characterized by, The method comprises the following steps: In the case that the lane changing of the ego vehicle is hindered by the vehicles around the ego vehicle, a target gap is selected from a plurality of candidate gaps based on at least the gap length of the candidate gap and the distance between the ego vehicle and the candidate gap; wherein the candidate gap is a gap on the adjacent lane of the current lane of the ego vehicle; Based on the target gap, the ego vehicle is controlled to travel on the current lane to a lane-changing position; The ego vehicle is controlled to change gear from the lane-changing position with a second acceleration and change lanes to the target gap; The method further comprises the following steps: According to the motion information of the two vehicles in front of and behind the target gap, a target driving speed required for the ego vehicle to travel to the lane-changing position is determined; A first acceleration is obtained according to the target driving speed and the current driving speed of the ego vehicle; The ego vehicle is controlled to change gear according to the first acceleration to travel on the current lane to the lane-changing position; The candidate gap is obtained by the following method: In the case that there is no vehicle on the side of the ego vehicle or the vehicle on the side of the ego vehicle has no intention of overtaking, the gap length of the gap between the two vehicles in front of and behind the adjacent lane of the current lane of the ego vehicle is outside the first distance range, and the gap is eliminated, and the remaining gap is the candidate gap; The distance between the vehicle in front of the ego vehicle and the ego vehicle is the upper limit value of the first distance range, and the distance between the vehicle behind the ego vehicle and the ego vehicle is the lower limit value of the first distance range.

2. The method of claim 1, wherein, The method further comprises the following steps: Based on the gap length of the candidate gap and the corresponding first weight and the distance between the ego vehicle and the candidate gap and the corresponding second weight, the score of the candidate gap is determined; wherein the first weight is greater than the second weight; or the first weight is less than the second weight; Based on the scores of a plurality of candidate gaps, a target gap is selected from a plurality of candidate gaps.

3. The method of claim 1, wherein, The method further comprises the following steps: The second acceleration corresponding to the current lane changing scene is obtained from the pre-configured accelerations corresponding to a plurality of lane changing scenes; In the case that the safety condition is met, the ego vehicle is controlled to change gear according to the second acceleration, so as to change lanes from the lane-changing position to the target gap; wherein the safety condition comprises at least one of the following: The ego vehicle is in the lane changing request stage or in the lane changing control stage; The cumulative lane changing time from the start of lane changing to the current time is less than the first time length; The ego vehicle has crossed the lane line; The current driving speed of the ego vehicle does not exceed the pre-set speed threshold; The minimum deceleration of the ego vehicle is greater than the pre-set deceleration threshold; The minimum deceleration is the minimum deceleration among the decelerations generated by the ego vehicle in the driving process to avoid obstacles.

4. The method according to any one of claims 1 to 3, characterized in that, The method further comprises the following steps: determining a first safety distance, wherein the first safety distance refers to a collision-preventing distance between the ego vehicle and a vehicle around the ego vehicle; determining, based on a size relationship between the first safety distance and a horizontal distance between the ego vehicle and the vehicle around the ego vehicle in a driving direction, that the vehicle around the ego vehicle hinders a lane change of the ego vehicle.

5. The method of claim 4, wherein, The first safety distance includes a collision-preventing distance between the ego vehicle and a front vehicle on an adjacent lane of a current driving lane of the ego vehicle; and the vehicle around the ego vehicle hinders the lane change of the ego vehicle includes that the front vehicle on the adjacent lane hinders the lane change of the ego vehicle. The determining, based on the size relationship between the first safety distance and the horizontal distance between the ego vehicle and the vehicle around the ego vehicle in the driving direction, that the vehicle around the ego vehicle hinders the lane change of the ego vehicle includes: In a case where the first safety distance is greater than the horizontal distance between the ego vehicle and the front vehicle on the adjacent lane in the driving direction, it is determined that the front vehicle on the adjacent lane hinders the lane change of the ego vehicle.

6. The method of claim 4, wherein, The first safety distance includes a collision-preventing distance between the ego vehicle and a rear vehicle on an adjacent lane of a current driving lane of the ego vehicle; and the vehicle around the ego vehicle hinders the lane change of the ego vehicle includes that the rear vehicle on the adjacent lane hinders the lane change of the ego vehicle. The determining, based on the size relationship between the first safety distance and the horizontal distance between the ego vehicle and the vehicle around the ego vehicle in the driving direction, that the vehicle around the ego vehicle hinders the lane change of the ego vehicle includes: In a case where the first safety distance is greater than an absolute value of a sum of a vehicle length of the rear vehicle on the adjacent lane and the horizontal distance between the ego vehicle and the rear vehicle on the adjacent lane in the driving direction, it is determined that the rear vehicle on the adjacent lane hinders the lane change of the ego vehicle.

7. The method of claim 4, wherein, The first safety distance includes a collision-preventing distance between the ego vehicle and a rear vehicle on an adjacent lane of a current driving lane of the ego vehicle; and the vehicle around the ego vehicle hinders the lane change of the ego vehicle includes that the rear vehicle on the adjacent lane hinders the lane change of the ego vehicle. The determining, based on the size relationship between the first safety distance and the horizontal distance between the ego vehicle and the vehicle around the ego vehicle in the driving direction, that the vehicle around the ego vehicle hinders the lane change of the ego vehicle includes: In a case where the first safety distance is greater than an absolute value of a sum of a vehicle length of the rear vehicle on the adjacent lane and the horizontal distance between the ego vehicle and the rear vehicle on the adjacent lane in the driving direction, and a probability that the rear vehicle on the adjacent lane changes to an adjacent lane of a current driving lane of the ego vehicle is greater than a first lane change probability threshold, and a lane line pressing amount of the rear vehicle on the adjacent lane pressing a lane line of the adjacent lane of the current driving lane of the ego vehicle is greater than a first lane line pressing amount threshold, it is determined that the rear vehicle on the adjacent lane hinders the lane change of the ego vehicle.

8. The method of claim 4, wherein, The first safety distance comprises a collision prevention distance between the ego vehicle and a vehicle in front of a neighboring lane of a current lane of the ego vehicle; and the ego vehicle is blocked from changing lanes by the vehicle around the ego vehicle, including that the vehicle in front of the neighboring lane is blocked from changing lanes by the ego vehicle. The determination of whether the ego vehicle is blocked from changing lanes by the vehicle around the ego vehicle based on the first safety distance and a horizontal distance between the ego vehicle and the vehicle around the ego vehicle in a driving direction comprises: In a case where the first safety distance is less than the horizontal distance between the ego vehicle and the vehicle in front of the neighboring lane in the driving direction, a probability of the vehicle in front of the neighboring lane changing lanes to a neighboring lane of a current lane of the ego vehicle is greater than a second lane changing probability threshold, and a lane line pressing amount of the vehicle in front of the neighboring lane pressing a lane line of the neighboring lane of the current lane of the ego vehicle is greater than a second lane line pressing amount threshold, it is determined that the vehicle in front of the neighboring lane is blocked from changing lanes by the ego vehicle.

9. The method of claim 4, wherein, The determination of the first safety distance comprises: The first safety distance is determined according to at least one of the following parameters: a safety threshold corresponding to a current driving speed of the ego vehicle; a time distance between the vehicle around the ego vehicle and the ego vehicle; a distance that the ego vehicle needs to travel assuming that the ego vehicle drives away from a current lane of the ego vehicle; a distance that the ego vehicle needs to travel assuming that the ego vehicle changes lanes and then changes speed to be the same as a driving speed of a vehicle in front of the ego vehicle; a distance that the vehicle around the ego vehicle needs to travel assuming that the vehicle around the ego vehicle changes lanes; a speed of the vehicle around the ego vehicle assuming that the vehicle around the ego vehicle changes lanes; a distance that the vehicle around the ego vehicle needs to travel assuming that the vehicle around the ego vehicle drives away from a current lane of the vehicle around the ego vehicle.

10. The method of claim 9, wherein, The method further comprises: determining the distance that the ego vehicle needs to travel assuming that the ego vehicle drives away from the current lane of the ego vehicle according to a current driving speed of the ego vehicle, a lane changing time that the ego vehicle needs to change lanes assuming that the ego vehicle changes lanes, a lane width of the current lane of the ego vehicle, and a sampling acceleration; wherein the sampling acceleration is obtained by sampling a preset acceleration range according to a preset sampling step.

11. The method of claim 9, wherein, The method further comprises: determining the distance that the ego vehicle needs to travel assuming that the ego vehicle changes lanes and then changes speed to be the same as the driving speed of the vehicle in front of the ego vehicle according to a driving speed of the ego vehicle assuming that the ego vehicle changes lanes, a target deceleration time, and a target deceleration; wherein the target deceleration refers to a deceleration that the ego vehicle needs to reach the same speed as the vehicle in front of the ego vehicle after changing lanes; the target deceleration time refers to a time that the ego vehicle needs to reduce from a current driving speed to a target speed.

12. The method of claim 11, wherein, The method further comprises: determining the target deceleration time according to the driving speed of the ego vehicle assuming that the ego vehicle changes lanes, the speed of the vehicle around the ego vehicle assuming that the vehicle around the ego vehicle changes lanes, and the target deceleration.

13. The method of claim 11, wherein, The method further comprises: The distance of the vehicle around the ego vehicle is determined based on the speed of the vehicle around the ego vehicle when the ego vehicle completes the lane changing according to the assumption and the target deceleration time.

14. A control device for a vehicle lane change, characterized by, The method comprises a selection module, a first control module and a second control module. The selection module is configured to select a target gap from a plurality of candidate gaps based on the length of the candidate gap and the distance between the ego vehicle and the candidate gap, when the vehicle around the ego vehicle hinders the lane changing of the ego vehicle, wherein the candidate gap is a gap on an adjacent lane of the current lane of the ego vehicle. The first control module is configured to control the ego vehicle to drive on the current lane to a lane-changing position based on the target gap. The second control module is configured to control the ego vehicle to change lanes from the lane-changing position to the target gap. The method comprises the following steps: determining a target driving speed of the ego vehicle to be driven to the lane-changing position based on the motion information of the two vehicles before and after the target gap; obtaining a first acceleration according to the target driving speed and the current driving speed of the ego vehicle; controlling the ego vehicle to change speed according to the first acceleration to drive on the current lane to the lane-changing position. The selection module is further configured to remove the gap whose length is outside a first distance range between the two vehicles before and after the gap on the adjacent lane of the current lane of the ego vehicle when there is no vehicle on the side of the ego vehicle or the vehicle on the side of the ego vehicle has no intention of overtaking, and the remaining gaps are candidate gaps. The distance between the vehicle in front of the ego vehicle and the ego vehicle is the upper limit of the first distance range, and the distance between the vehicle behind the ego vehicle and the ego vehicle is the lower limit of the first distance range.

15. A vehicle device comprising a memory and a processor, the memory storing a computer program operable on the processor, characterized in that, The processor implements the method of any one of claims 1-13 when executing the program.

16. A computer readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by the processor or the vehicle device to implement the method of any one of claims 1-13.

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