Auxiliary lane changing method and system based on multi-lane passing efficiency calculation and application

Abstract

The invention belongs to the technical field of vehicle navigation auxiliary driving, and provides an auxiliary lane changing method and system based on multi-lane passing efficiency calculation and application. Completing function initialization and preparation before data calculation in combination with the initialization activation condition, and calculating the real-time traffic efficiency of the current lane and the left-adjacent and right-adjacent lanes thereof to obtain triggering efficiency data; judging the passing efficiency of the current lane according to the triggering condition; when it is judged that the passing efficiency is low, the leftward overtaking condition and the rightward overtaking condition are checked, and when the leftward overtaking condition or the rightward overtaking condition meets the overtaking threshold value condition, overtaking is completed; when the conditions are met at the same time, determining that the vehicle completes preferential left lane change or preferential right lane change according to a conflict decision rule; and after one-time lane changing is completed, the steps are repeated. By continuously calculating and comparing the traffic efficiency of the current lane and the traffic efficiency of the adjacent lane, the current globally optimal lane can be actively and dynamically selected for driving.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle navigation and auxiliary driving, and particularly relates to an auxiliary lane changing method and system based on multi-lane traffic efficiency calculation and application. BACKGROUND

[0002] At present, navigation and auxiliary driving systems of major automobile manufacturers have been installed on vehicles and put into use, realizing functions such as automatic driving, lane changing and on-ramp and off-ramp on high-speed or closed expressways according to navigation routes. However, in actual use, different systems have significant differences in efficiency lane changing experience, which is mainly due to the differences in their underlying decision logic and perception ability.

[0003] The core lane changing logic of many existing schemes depends on the relative speed difference between the ego vehicle and the front vehicle. When the system detects that the front vehicle in the current lane has a low speed, and the speed difference between the vehicle in the adjacent lane and the ego vehicle reaches a preset threshold, the system will initiate lane changing to seek higher traffic efficiency. However, this strategy has obvious drawbacks: if there is another low-speed vehicle in front of the target lane, the ego vehicle may soon find that the target lane is not the optimal choice after completing lane changing, so the system has to initiate lane changing again. This frequent invalid lane changing not only reduces the traffic efficiency, affects the smoothness of the driving experience, but also increases energy consumption and system load. Another common strategy is that the system automatically selects the lane with the highest traffic efficiency according to the overall traffic speed, for example, the system may guide the vehicle to change from the right lane to the left fast lane in order to obtain a faster average speed. However, this strategy has a potential risk that it may not fully consider the legal speed limit of the road, and if the vehicles in the current fast lane are generally driving at a high speed, the system may also drive at a high speed simply by following the traffic speed, thereby facing the risk of traffic violations.

[0004] To solve at least one of the above problems, related technical personnel continuously improve the navigation auxiliary driving technology, for example, the patent application file with publication number CN119527305A discloses a vehicle lane changing method and system under high-speed navigation auxiliary driving, relating to the field of automobile intelligent auxiliary driving, which comprises: acquiring millimeter wave radar information of the preceding vehicle, map information and external environment image of the vehicle; identifying the driving speed of the preceding vehicle based on the millimeter wave radar information of the preceding vehicle, and identifying the vehicle distance and lane changing space based on the environment image and the map information; setting a difference threshold value according to the difference between the vehicle speed and the driving speed of the preceding vehicle, and determining whether lane changing can be performed according to the comparison result with the difference threshold value; wherein the lane changing mode includes overtaking lane changing, navigation lane changing and efficiency lane changing, the navigation lane changing is to judge whether there is a ramp, a merging entrance, a merging exit and an intersection in front, to intervene in the navigation lane changing control and to assist the vehicle to realize lane changing. However, this method mainly depends on the relative speed difference between itself and the preceding vehicle and the specific road time, its perception range is local perception, and it mainly focuses on the preceding vehicle and the fixed road time that will occur soon, it cannot perceive the surrounding multi-lane traffic state globally, its flexibility is poor, and it has certain limitations and passivity.

[0005] For example, the patent application file with publication number CN117068166A discloses a vehicle lane changing method, device and storage medium, the method comprising: acquiring the main road mileage corresponding to the current lane; the current lane is the lane where the current vehicle is located; determining the target lane according to the main road mileage; the passing efficiency of the target lane is higher than that of the non-target lane; in the case that the target lane is located on the left side of the driving direction corresponding to the current lane, the difference between the traffic flow speeds corresponding to the target lane and the current lane is determined to obtain the traffic flow speed difference; in the case that the traffic flow speed difference is greater than a preset threshold value, the target speed of a target vehicle located in front of the current vehicle on the side of the target lane is acquired; in the case that the target speed is greater than a preset speed threshold value, the current vehicle is controlled to change lanes to the target lane. This method mainly depends on the main road mileage and the traffic flow speed difference, its perception range is local perception, and it mainly focuses on the speed of the specific target lane and the target vehicle in front of the side, depends on the accuracy of the specific parameter "main road mileage" and the preset threshold value, and has low flexibility. SUMMARY

[0006] In view of the above-mentioned shortcomings of the prior art, the present application provides an auxiliary lane changing method and system based on multi-lane passing efficiency calculation and application, which can actively and dynamically select the currently globally optimal lane for driving by continuously calculating and comparing the passing efficiency of the current lane and the adjacent lane, complete overtaking lane changing or single-lane cruise control, and make the lane changing effect more human-like.

[0007] To achieve the above-mentioned and related purposes, the present application adopts the following technical solutions:

[0008] The first aspect of the application provides an auxiliary lane changing method based on multi-lane traffic efficiency calculation, comprising the following steps:

[0009] In step S100, after activating the vehicle navigation auxiliary driving function, environmental perception information is obtained.

[0010] In step S200, based on the environmental perception information, the function initialization and data calculation preparation are completed in combination with the initialization activation condition, and the real-time traffic efficiency of the current lane and its left and right adjacent lanes is calculated to obtain trigger efficiency data.

[0011] In step S300, based on the trigger efficiency data, the current lane traffic efficiency is judged in combination with the trigger condition.

[0012] In step S400, when the current lane traffic efficiency is low, the left lane overtaking condition and the right lane overtaking condition are checked, and when the left lane overtaking condition or the right lane overtaking condition meets the overtaking threshold condition, overtaking is completed.

[0013] In step S500, when the left lane overtaking condition and the right lane overtaking condition are met at the same time, the vehicle completes the priority left lane changing or the priority right lane changing according to the conflict decision rule.

[0014] In step S600, after completing a lane change, return to step S100 and repeat the above steps.

[0015] Further, in step S100, the environmental perception information includes the state of the associated obstacles on the lane, the surrounding traffic speed information, the speed limit sign information, and the current road speed limit information.

[0016] Further, in step S200, the initialization activation condition includes that when the function is started, the vehicle is located in the rightmost lane where the leftmost lane traffic efficiency cannot be calculated, and the left lane is a variable lane, the vehicle autonomously performs a left lane change.

[0017] Further, in step S200, the calculation method of the real-time traffic efficiency includes:

[0018] (Formula 1),

[0019] In formula 1, EffLane represents the real-time traffic efficiency of the lane, with the unit of Kph; LowSpdLane represents the lowest speed in the lane, with the unit of Kph; LimSpdLane represents the lane speed limit, with the unit of Kph.

[0020] Wherein, if the lowest speed in the lane is greater than the lane speed limit, the lowest speed in the lane is calculated according to the lane speed limit when calculating the real-time traffic efficiency.

[0021] Further, in step S300, the triggering condition comprises: the vehicle is driving in a non-leftmost lane and the vehicle speed is lower than the current lane maximum speed by more than 15 Kph, and lasts more than 3 seconds.

[0022] Further, in step S400, the left overtaking condition comprises: the real-time traffic efficiency of the current lane is less than 90% of the real-time traffic efficiency of the left adjacent lane.

[0023] The right overtaking condition comprises: the real-time traffic efficiency of the current lane is less than 80% of the real-time traffic efficiency of the right adjacent lane.

[0024] The overtaking threshold condition comprises the left overtaking condition or the right overtaking condition lasting more than 2 seconds.

[0025] Further, in step S500, the conflict decision rule comprises: if the real-time traffic efficiency of the right adjacent lane is more than 120% of the real-time traffic efficiency of the left adjacent lane, preferentially change to the right, otherwise, preferentially change to the left.

[0026] The second aspect of the present application provides an auxiliary lane changing system based on multi-lane traffic efficiency calculation, comprising:

[0027] The acquisition module is used to acquire environmental perception information after activating the vehicle navigation auxiliary driving function.

[0028] The initialization and data preparation module is used to complete function initialization and data calculation preparation before the calculation of the real-time traffic efficiency of the current lane and its left and right adjacent lanes based on the environmental perception information and in combination with the initialization activation condition, and obtain triggering efficiency data.

[0029] The triggering condition judgment module is used to judge the current lane traffic efficiency based on the triggering efficiency data and in combination with the triggering condition.

[0030] The overtaking condition judgment module is used to check the left overtaking condition of the left adjacent lane and the right overtaking condition of the right adjacent lane when judging that the current lane traffic efficiency is low, and complete overtaking when the left overtaking condition or the right overtaking condition meets the overtaking threshold condition.

[0031] The conflict decision module is used to determine whether the vehicle preferentially changes to the left or preferentially changes to the right according to the conflict decision rule when the left overtaking condition and the right overtaking condition are met at the same time.

[0032] The cycle module is used to repeat the functions of the above modules after completing a lane change.

[0033] The third aspect of the present application provides a computer readable storage medium having computer readable instructions stored thereon, when the computer readable instructions are executed by the processor of the computer, the computer executes the above-mentioned auxiliary lane changing method based on multi-lane traffic efficiency calculation.

[0034] The fourth aspect of the present application provides a computer device, comprising a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the lane changing assisting method based on multi-lane traffic efficiency calculation when executing the computer program.

[0035] The beneficial technical effects of the present application are that:

[0036] The present application relies on continuous calculation and dynamic comparison of real-time traffic efficiency of the current lane and its left and right adjacent lanes, can perform global perception, perceive the multi-lane traffic state for macro efficiency evaluation, so as to achieve the purpose of pursuing the highest global traffic efficiency, and thus complete effective lane changing and overtaking.

[0037] The present application uses multiple safety verification mechanisms, initializes the activation condition, the trigger condition, the left overtaking condition and the right overtaking condition, the overtaking threshold condition and the conflict decision rule, effectively filters the instantaneous signal fluctuations and misjudgments of the vehicle self-perception system, avoids frequent or dangerous mislane, and improves the stability and safety of the method and system.

[0038] The present application can provide users with smoother and more efficient driving experience, and such active lane changing strategy based on multi-lane traffic efficiency calculation helps to alleviate local traffic congestion, especially on multi-lane roads, and can better balance the traffic flow of each lane.

[0039] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF DRAWINGS

[0040] The accompanying drawings incorporated in the specification and constituting a part thereof illustrate embodiments consistent with the present application and, together with the specification, serve to explain the principles of the present application. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor. In the drawings:

[0041] Figure 1 Flowchart of the lane changing assisting method based on multi-lane traffic efficiency calculation of the present application;

[0042] Figure 2 Scenario diagram of the present application for initializing the activation condition;

[0043] Figure 3 Scenario diagram of the present application for overtaking lane changing;

[0044] Figure 4 Framework diagram of the lane changing assisting system based on multi-lane traffic efficiency calculation of the present application;

[0045] Figure 5 A structural schematic diagram of a computer system of a computer device suitable for embodiments of the present application is shown. DETAILED DESCRIPTION

[0046] Unless otherwise defined, all technical and / or scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the application pertains. It is to be understood that certain features that are, for clarity, described in the context of separate embodiments can also be provided in combination in a single embodiment. Conversely, various features that are, for brevity, described in the context of a single embodiment can also be provided separately or in any suitable combination. The use of numbering in the embodiments described below does not limit the scope of the application, but is for convenience of the description only. Certain features that are, for brevity, described in the context of several embodiments, can also be implemented in combination in a single embodiment. The following further describes the application by way of specific examples, but it is to be understood that the specific process conditions and results described in the examples of the embodiments of the application are for illustration only and are not to be construed as limiting the scope of the application. Any equivalent variation or modification of the examples based on the spirit of the application should be covered within the scope of the application.

[0047] Reference is made to Figure 1 A flowchart of the lane changing method based on multi-lane traffic efficiency calculation of the present application is shown below:

[0048] In step S100, after activating the vehicle navigation auxiliary driving function, the environmental perception information is acquired.

[0049] Specifically, the environmental perception information of the present application includes the state of the associated obstacles on the lane, the surrounding traffic speed information, the speed limit sign information, and the current road speed limit information. Further, the present application can acquire the state of the associated obstacles on the lane through multi-sensor fusion, such as acquiring the type, position coordinates, size, speed, heading angle, acceleration, trajectory prediction, etc. of the associated obstacles such as surrounding vehicles, fences, etc. through vehicle-mounted cameras, millimeter wave radars, laser radars, etc.; acquiring surrounding traffic speed information such as traffic flow, average speed, time occupancy, headway, congestion index, lane average speed, etc. through the self-perception system of the vehicle; acquiring speed limit sign information such as speed limit value, sign type, color, position coordinates, etc. through the self-perception system of the vehicle; and acquiring current road speed limit information such as road grade speed limit, road section speed limit value, dynamically adjusted speed limit, etc. through the navigation map.

[0050] In step S200, based on the environmental perception information, the function initialization and data calculation preparation are completed in combination with the initialization activation conditions, and the real-time traffic efficiency of the current lane and its left and right adjacent lanes is calculated to obtain the trigger efficiency data.

[0051] Specifically, the application initializes the activation condition to include that when the function is started, the vehicle is located in the rightmost lane where the efficiency of the leftmost lane cannot be calculated, and the left lane is a variable lane, and the vehicle autonomously performs a left lane change once.

[0052] More specifically, the application real-time traffic efficiency calculation method includes:

[0053] (Formula 1),

[0054] In formula 1, EffLane represents the real-time traffic efficiency of the lane, with a unit of Kph; LowSpdLane represents the lowest speed in the lane, with a unit of Kph; LimSpdLane represents the lane speed limit, with a unit of Kph; wherein, if the lowest speed in the lane is greater than the lane speed limit, the lowest speed in the lane is calculated according to the lane speed limit when calculating the real-time traffic efficiency, at this time, EffLane is 1, indicating that the real-time traffic efficiency of the lane has reached the upper limit.

[0055] More specifically, in combination with Figure 2 The environmental perception information of the application includes the state of the ego vehicle (EGO) and other vehicles (OBJ1, OBG2). If the function is started when the ego vehicle is in the rightmost lane and the real-time traffic efficiency of the leftmost lane cannot be calculated, and when the lane line of the left adjacent lane is a variable lane line, the autonomous lane change is activated to drive the ego vehicle into the left two lanes (the driving direction is counted from left to right, and the efficiency of the leftmost lane can be calculated at least), to ensure that the real-time traffic efficiency data of the leftmost lane can be obtained, and to prepare for subsequent condition judgment.

[0056] Step S300, based on the trigger efficiency data, the current lane traffic efficiency is judged in combination with the trigger condition.

[0057] Specifically, the application trigger condition includes: the vehicle is driving in a non-leftmost lane and the vehicle speed is lower than the maximum speed of the current lane by more than 15 Kph, and lasts for more than 3 seconds. The application can effectively prevent false triggering of lane change caused by transient road conditions such as temporary braking of vehicles in front or slight adjustment of vehicle speed by the driver, and ensure that the premise of starting the subsequent overtaking lane change program is that there is a stable and real traffic efficiency low situation, so that the subsequent decision is more stable, and the behavior is closer to the judgment logic of human drivers.

[0058] Step S400, when it is judged that the current lane traffic efficiency is low, the left adjacent lane left overtaking condition and the right adjacent lane right overtaking condition are checked, and when the left overtaking condition or the right overtaking condition meets the overtaking threshold condition, the overtaking is completed.

[0059] Specifically, in combination with Figure 3The left overtaking condition of the present application includes: the real-time traffic efficiency of the current lane is less than 90% of the real-time traffic efficiency of the left adjacent lane, i.e., EffLaneEgo < 0.9 x EffLaneLeft;

[0060] The right overtaking condition includes: the real-time traffic efficiency of the current lane is less than 80% of the real-time traffic efficiency of the right adjacent lane, i.e.,

[0061] The overtaking threshold condition includes the left overtaking condition or the right overtaking condition being continuously satisfied for more than 2 seconds.

[0062] More specifically, the present application ensures that the real-time traffic efficiency of the target lane is significantly better than that of the current lane through the judgment of the left and right overtaking conditions, thereby ensuring that each lane change is effective. And the present application provides a safety buffer through the overtaking threshold condition, effectively filters out transient signal fluctuations caused by temporary sensor errors, occasional front vehicle braking, temporary side vehicle cutting, etc., thereby ensuring that only when the real-time traffic efficiency is continuously and stably present will the lane change be triggered, so as to make the decision more reliable, and its behavior closer to the cautious judgment of human drivers.

[0063] More specifically, the requirement of the left overtaking condition of the present application is lower than that of the right overtaking condition, because the left lane is the default overtaking lane under most traffic rules, and theoretically should provide higher traffic efficiency, so as long as there is a certain advantage on the left side, it tends to change lanes to the left. The right side is usually a slow lane or an entrance and exit lane, and the risk of lane changing may be higher (such as vehicles may merge), so the traffic efficiency may need to be improved more significantly before changing lanes to the right.

[0064] Step S500, when the left overtaking condition and the right overtaking condition are both satisfied, the vehicle is determined to change lanes to the left or to the right according to the conflict decision rule.

[0065] Specifically, the conflict decision rule includes: if the real-time traffic efficiency of the right adjacent lane is greater than 120% of the real-time traffic efficiency of the left adjacent lane, change lanes to the right first, otherwise, change lanes to the left first, i.e.,

[0066] More specifically, the present application uses the conflict decision rule to ensure that the vehicle always changes lanes to the lane with the highest real-time traffic efficiency, maximizing the efficiency of the trip; and provides a clear and quantitative selection lane changing standard to avoid decision confusion or random selection, while pursuing the highest efficiency, by setting an asymmetric threshold, the safety inertia of left overtaking priority is retained, thereby improving stability and safety.

[0067] Step S600, after completing a lane change, return to step S100 and repeat the above steps.

[0068] ​​Specifically, after completing a lane change, the application returns to step S100 to recalculate the real-time traffic efficiency of each lane, thereby forming a continuous optimization closed loop of perception, condition judgment, decision, execution, and re-perception, ensuring that the vehicle can dynamically respond to changes in road conditions.

[0069] Specifically, the application can improve traffic efficiency, dynamically select the optimal lane to complete lane changes, reduce congestion and queuing time, improve driving safety, reduce sudden acceleration / sudden deceleration, use global perception to regulate lane changing behavior, and improve user experience, making driving more smooth and smooth, and providing a human-like driving style.

[0070] Please refer to Figure 4 The framework diagram of the auxiliary lane changing system 400 based on the multi-lane traffic efficiency calculation of the application includes:

[0071] The acquisition module 410 is configured to acquire environmental perception information after activating the vehicle navigation auxiliary driving function.

[0072] The initialization and data preparation module 420 is configured to complete function initialization and data calculation preparation before calculation based on environmental perception information, and calculate the real-time traffic efficiency of the current lane and its left and right adjacent lanes, and obtain trigger efficiency data.

[0073] The trigger condition judgment module 430 is configured to judge the good degree of the current lane traffic efficiency based on the trigger efficiency data and the trigger condition.

[0074] The overtaking condition judgment module 440 is configured to check the left overtaking condition of the left adjacent lane and the right overtaking condition of the right adjacent lane when the current lane traffic efficiency is low, and complete overtaking when the left overtaking condition or the right overtaking condition meets the overtaking threshold condition.

[0075] The conflict decision module 450 is configured to determine whether the vehicle completes the lane change to the left or to the right according to the conflict decision rule when the left overtaking condition and the right overtaking condition are met at the same time.

[0076] The cycle module 460 is configured to repeat the functions of the above modules after completing a lane change.

[0077] It should be noted that the multi-lane passing efficiency calculation based lane changing assistance system provided in the above embodiments and the multi-lane passing efficiency calculation based lane changing assistance method provided in the above embodiments belong to the same concept, and the specific manner in which each module and unit performs operations has been described in detail in the method embodiments, which will not be described here. The multi-lane passing efficiency calculation based lane changing assistance system provided in the above embodiments can be divided into different functional modules according to the needs in actual application, i.e., the internal structure of the system is divided into different functional modules to complete all or part of the functions described above, and this is not limited herein.

[0078] Embodiments of the present application also provide a computer device, comprising: one or more processors; a storage device for storing one or more programs, which, when executed by the one or more processors, cause the computer device to implement the multi-lane passing efficiency calculation based lane changing assistance method provided in each of the above embodiments.

[0079] Figure 5 A structural schematic diagram of a computer system of a computer device suitable for embodiments of the present application is shown. It should be noted that, Figure 5 The computer system 500 of the electronic device shown is only an example and should not impose any limitation on the functions and use range of embodiments of the present application.

[0080] As Figure 5 shown, the computer system 500 includes a central processing unit (CPU) 501, which can perform various appropriate actions and processes according to programs stored in a read-only memory (ROM) 502 or programs loaded from a storage portion 508 into a random access memory (RAM) 503, such as performing the methods described in the above embodiments. In the RAM 503, various programs and data required for system operation are also stored. The CPU 501, the ROM 502, and the RAM 503 are connected to each other through a bus 504. An input / output (I / O) interface 505 is also connected to the bus 504. The following components are connected to the I / O interface 505: an input portion 506 including a keyboard, a mouse, and the like; an output portion 507 including a cathode ray tube (CRT), a liquid crystal display (LCD), and the like, and a speaker, and the like; a storage portion 508 including a hard disk, and the like; and a communication portion 509 including a network interface card such as a LAN (local area network) card, a modem, and the like. The communication portion 509 performs communication processing via a network such as the Internet. A drive 510 is also connected to the I / O interface 505 as needed. A removable medium 511 such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, and the like is mounted on the drive 510 as needed, so that a computer program read therefrom is installed in the storage portion 508 as needed.

[0081] In particular, according to embodiments of the present application, the processes described above with reference to the flowcharts can be implemented as a computer tool program. For example, embodiments of the present application include a computer program product comprising a computer program carried on a computer readable medium, the computer program containing a computer program for executing the method shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network by the communication section 509, and / or installed from the detachable medium 511. When the computer program is executed by the central processing unit (CPU) 501, various functions defined in the system of the present application are executed.

[0082] It should be noted that the computer readable medium shown in the embodiments of the present application can be a computer readable signal medium or a computer readable storage medium or any combination of the two. The computer readable storage medium may, for example, be an electronic, magnetic, optical, electromagnetic, infrared or semiconductor system, device or apparatus, or any combination of the above. More specific examples of the computer readable storage medium can include, but are not limited to, an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory, a read-only memory, an erasable programmable read-only memory, a flash memory, an optical fiber, a portable compact disk read-only memory, an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, the computer readable signal medium can include a data signal propagating in the baseband or as a carrier wave in a propagated data signal, in which the computer readable computer program is carried. Such a propagated data signal can take on many forms, including but not limited to an electromagnetic signal, an optical signal or any suitable combination of the above. The computer readable signal medium can also be any computer readable medium other than the computer readable storage medium, which can send, propagate or transmit the program for use by or in connection with an instruction execution system, apparatus or device. The computer program contained on the computer readable medium can be transmitted by any suitable medium, including but not limited to wireless, wired or the like, or any suitable combination of the above.

[0083] The flow and block diagrams in the drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present application. In this regard, each block in the flow and block diagrams can represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical functions. It should also be noted that in some alternative implementations, the functions noted in the blocks can occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and / or flowchart illustrations, and combinations thereof, can be implemented by special purpose hardware-based systems that perform the specified functions or operations, or combinations of special purpose hardware and computer instructions.

[0084] The units described in the embodiments of the present application can be implemented by means of software or hardware, and the units described can be located in a processor. In some cases, the names of the units do not constitute a limitation on the units themselves.

[0085] Another aspect of the present application provides a computer readable storage medium, which stores a computer program. The computer program is executed by a processor of a computer, so that the computer executes the lane changing assisting method based on multi-lane traffic efficiency calculation. The computer readable storage medium can be included in the computer device described in the above embodiments, or can exist separately and not be assembled into the computer device.

[0086] Another aspect of the present application provides a computer program product or computer program, which includes computer instructions stored in a computer readable storage medium. A processor of a computer device reads the computer instructions from the computer readable storage medium, and the processor executes the computer instructions, so that the computer device executes the lane changing assisting method based on multi-lane traffic efficiency calculation provided in the above embodiments.

[0087] The above embodiments are only illustrative of the principles and effects of the present application, and are not intended to limit the present application. Any person skilled in the art can modify or change the above embodiments without departing from the spirit and scope of the present application. Therefore, all equivalent modifications or changes made by those skilled in the art without departing from the spirit and technical ideas disclosed by the present application should be covered by the claims of the present application.

Claims

1. An assisted lane change method based on multi-lane traffic efficiency calculation is characterized by: The following steps are involved: Step S100, after activating the vehicle navigation assisted driving function, obtaining environmental perception information; Step S200 , based on the environmental perception information and in combination with initialization activation conditions, completes function initialization and data calculation preparation, and calculates the real-time traffic efficiency of the current lane and its left and right adjacent lanes to obtain trigger efficiency data; Step S300, judging the degree of traffic efficiency of the current lane based on the trigger efficiency data and in combination with the trigger conditions; Step S400: When it is determined that the traffic efficiency of the current lane is low, checking the left overtaking condition of the left adjacent lane and the right overtaking condition of the right adjacent lane, and completing the overtaking when the left overtaking condition or the right overtaking condition meets the overtaking threshold condition; Step S500: When both the left overtaking condition and the right overtaking condition are satisfied, determining whether the vehicle should complete a left lane change or a right lane change according to a conflict decision rule; Step S600: After completing a lane change, return to step S100 and repeat the above steps.

2. The lane change assistance method according to claim 1, characterized in that: In step S100, the environmental perception information includes the status of associated obstacles on the lane, surrounding traffic speed information, speed limit sign information and current road speed limit information.

3. The lane change assistance method according to claim 1, characterized in that: In step S200, the initialization activation condition includes that if, when the function is started, the vehicle is located in the rightmost lane where the traffic efficiency of the leftmost lane cannot be calculated, and the left lane is a variable lane, the vehicle autonomously performs a left lane change.

4. The lane change assistance method according to claim 1, characterized in that: In step S200, the method for calculating the real-time traffic efficiency includes: (Formula 1), In Formula 1, EffLane represents the real-time traffic efficiency of the lane, in Kph; LowSpdLane represents the minimum speed in the lane, in Kph; LimSpdLane represents the lane speed limit, in Kph; Among them, if the minimum vehicle speed in the lane is greater than the lane speed limit, when calculating the real-time traffic efficiency, the minimum vehicle speed in the lane is calculated according to the lane speed limit.

5. The lane change assistance method according to claim 1, characterized in that: In step S300, the triggering conditions include: the vehicle is traveling in a lane other than the leftmost lane and the vehicle speed is lower than the maximum speed limit of the current lane by more than 15 kph and lasts for more than 3 seconds.

6. The lane change assistance method according to claim 1, characterized in that: In step S400, the left overtaking condition includes: the real-time traffic efficiency of the lane is less than 90% of the real-time traffic efficiency of the left adjacent lane; The conditions for overtaking to the right include: the real-time traffic efficiency of the lane is less than 80% of the real-time traffic efficiency of the right adjacent lane; The overtaking threshold condition includes the left overtaking condition or the right overtaking condition being satisfied continuously for more than 2 seconds.

7. The lane change assistance method according to claim 6, characterized in that: In step S500, the conflict decision rule includes: if the real-time traffic efficiency of the right adjacent lane is greater than 120% of the real-time traffic efficiency of the left adjacent lane, priority is given to changing lanes to the right; otherwise, priority is given to changing lanes to the left.

8. The lane change assistance system based on multi-lane traffic efficiency calculation is characterized by: include: An acquisition module is used to obtain environmental perception information after activating the vehicle navigation assisted driving function; An initialization and data preparation module, configured to complete function initialization and data calculation preparation based on the environmental perception information and in combination with initialization activation conditions, and calculate the real-time traffic efficiency of the current lane and its left and right adjacent lanes to obtain trigger efficiency data; A trigger condition judgment module, configured to judge the degree of traffic efficiency of the current lane based on the trigger efficiency data and the trigger condition; an overtaking condition judgment module, configured to, when it is determined that the traffic efficiency of the current lane is low, check the left overtaking condition of the left adjacent lane and the right overtaking condition of the right adjacent lane, and complete overtaking when the left overtaking condition or the right overtaking condition meets an overtaking threshold condition; a conflict decision module, configured to determine whether the vehicle should complete a left lane change or a right lane change according to a conflict decision rule when both the left overtaking condition and the right overtaking condition are satisfied; The loop module is used to repeatedly execute the functions of the above modules after completing a lane change.

9. A computer-readable storage medium, characterized in that Computer-readable instructions are stored thereon, and when the computer-readable instructions are executed by a processor of a computer, the computer is caused to execute the lane-changing assistance method based on multi-lane traffic efficiency calculation according to any one of claims 1 to 7.

10. A computer device comprising: A memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that when the processor executes the computer program, the steps of the lane change assistance method based on multi-lane traffic efficiency calculation described in any one of claims 1 to 7 are implemented.

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