Vehicle lane change control method, device and electronic equipment

Abstract

The application relates to a vehicle lane changing control method, device and electronic equipment, comprising the following steps: when it is determined that there is a speed-pressing vehicle in a first detection range in front of a driving direction of a vehicle, identifying a target road type currently where the vehicle is located; judging whether to initiate efficiency lane changing according to a lane changing trigger condition set for the target road type in advance; when it is determined to initiate efficiency lane changing, performing lane changing feasibility evaluation on an adjacent lane of the vehicle, so as to obtain an evaluation result of the adjacent lane; and performing lane changing control on the vehicle according to the evaluation result of the first adjacent lane and the evaluation result of the second adjacent lane. Through the application, a differentiated lane changing trigger mechanism can be designed for different road types, and lane changing availability of the lane can be evaluated, so as to perform lane changing control on the vehicle according to the evaluation result, and efficiency lane changing decision of vehicle lane changing control is optimized.

Description

Technical Field

[0001] This application relates to the field of intelligent driving technology, and in particular to a vehicle lane change control method, device and electronic device. Background Technology

[0002] With the development of Advanced Driver Assistance Systems (ADAS) and autonomous driving technology, automatic lane changing has become one of the core capabilities for improving traffic efficiency and driving experience. Among them, efficient lane changing (or active overtaking lane changing) refers to the lane changing behavior initiated to overtake a slow-moving vehicle in front in the current lane, under safe conditions, aiming to reduce travel time and improve the overall efficiency of traffic flow.

[0003] In existing technologies, the triggering logic for efficient lane changing often relies on fixed speed thresholds or simple distance judgments of vehicles ahead, failing to fully integrate road type differences and dynamic adjustments to the real-time traffic environment. This leads to problems such as inaccurate lane changing timing, frequent lane changes, or overly conservative approaches in complex scenarios. Therefore, designing differentiated lane changing triggering mechanisms for different road types and evaluating lane availability has become a key issue in optimizing efficient lane changing decisions. Summary of the Invention

[0004] Therefore, it is necessary to provide a vehicle lane change control method, device, and electronic device that can optimize lane change decision-making efficiency to address the above-mentioned technical problems.

[0005] Firstly, this embodiment provides a vehicle lane change control method, the vehicle lane change control method comprising:

[0006] Determine whether there are slow-moving vehicles within the first detection range ahead of the vehicle's direction of travel, and when it is determined that there are slow-moving vehicles, identify the target road type where the vehicle is currently located;

[0007] Based on the lane change triggering conditions pre-set for the target road type, determine whether to initiate an efficient lane change;

[0008] When determining the efficiency of initiating a lane change, for any one of the first adjacent lane and the second adjacent lane adjacent to the vehicle, a lane change feasibility assessment is performed on the adjacent lane to obtain the assessment result of the adjacent lane; wherein, the assessment result is used to characterize whether the adjacent lane is suitable for the vehicle to perform a lane change operation;

[0009] Based on the evaluation results of the first adjacent lane and the evaluation results of the second adjacent lane, the vehicle performs lane change control.

[0010] Secondly, this embodiment provides a vehicle lane change control device, including: a lane change judgment module, a lane evaluation module, and a lane change control module; wherein,

[0011] The lane change judgment module is used to determine whether there is a vehicle slowing down within the first detection range ahead of the vehicle's direction of travel, and when it is determined that there is a vehicle slowing down, it identifies the target road type where the vehicle is currently located.

[0012] The lane change judgment module is also used to: determine whether to initiate an efficiency lane change based on the lane change triggering conditions pre-set for the target road type;

[0013] The lane evaluation module is used to evaluate the feasibility of lane changing for either the first adjacent lane or the second adjacent lane adjacent to the vehicle when determining the efficiency of lane changing, and to obtain the evaluation result of the adjacent lane; wherein, the evaluation result is used to characterize whether the adjacent lane is suitable for the vehicle to perform lane changing operation.

[0014] The lane change control module is used to control the vehicle to change lanes based on the evaluation results of the first adjacent lane and the evaluation results of the second adjacent lane.

[0015] Thirdly, this embodiment provides an electronic device including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the vehicle lane change control method described in the first aspect.

[0016] Compared with related technologies, the vehicle lane change control method, device, and electronic equipment provided in this embodiment, when determining that there is a slow-moving vehicle within a first detection range ahead of the vehicle's direction of travel, identifies the target road type where the vehicle is currently located; determines whether to initiate an efficient lane change based on lane change triggering conditions pre-set for the target road type; when determining to initiate an efficient lane change, performs a lane change feasibility assessment on either the first adjacent lane or the second adjacent lane adjacent to the vehicle, obtaining the assessment result of the adjacent lane; and performs lane change control on the vehicle based on the assessment results of the first and second adjacent lanes. Thus, by determining whether to initiate an efficient lane change when the vehicle is currently located on different target road types, and by performing a lane change feasibility assessment on adjacent lanes when an efficient lane change is initiated, and then performing lane change control on the vehicle based on the assessment results, differentiated lane change triggering mechanisms can be designed for different road types, and lane change availability can be assessed, thus optimizing the efficiency lane change decision-making of vehicle lane change control.

[0017] Details of one or more embodiments of this application are set forth in the following drawings and description to make other features, objects and advantages of this application more readily apparent. Attached Figure Description

[0018] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0019] Figure 1 A flowchart of a vehicle lane change control method provided in this application;

[0020] Figure 2 A schematic diagram of the vehicle speed prediction model provided in this application;

[0021] Figure 3 The lane change judgment flowchart provided for this application;

[0022] Figure 4 A flowchart of another vehicle lane change control method provided in this application;

[0023] Figure 5 A flowchart of another vehicle lane change control method provided in this application;

[0024] Figure 6 This is a hardware structure diagram of an electronic device containing a vehicle lane change control device, as shown in an exemplary embodiment of this application.

[0025] Figure 7 This is a schematic diagram of the vehicle lane change control device provided in this application. Detailed Implementation

[0026] To better understand the purpose, technical solution, and advantages of this application, the application is described and illustrated below in conjunction with the accompanying drawings and embodiments.

[0027] Unless otherwise defined, the technical or scientific terms used in this application shall have the general meaning understood by a person skilled in the art to which this application pertains. Words such as “a,” “an,” “an,” “the,” “the,” and “these” used in this application do not indicate quantitative limitations and may be singular or plural. The terms “comprising,” “including,” “having,” and any variations thereof used in this application are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or device that comprises a series of steps or modules (units) is not limited to the listed steps or modules (units) but may include steps or modules (units) not listed, or may include other steps or modules (units) inherent to these processes, methods, products, or devices. “Multiple” used in this application refers to two or more. “And / or” describes the relationship between related objects, indicating that three relationships may exist; for example, “A and / or B” can represent: A alone, A and B simultaneously, and B alone. Generally, the character “ / ” indicates that the objects before and after it are in an “or” relationship. The terms “first,” “second,” “third,” etc., used in this application are merely for distinguishing similar objects and do not represent a specific order of the objects.

[0028] Figure 1 A flowchart of a vehicle lane change control method provided in this application is shown below. Figure 1 The method may include the following steps:

[0029] Step S101: Determine whether there are slow-moving vehicles within the first detection range ahead of the vehicle's direction of travel, and when it is determined that there are slow-moving vehicles, identify the target road type where the vehicle is currently located.

[0030] Specifically, during vehicle operation, its perception system (such as cameras and radar) continuously monitors the driving environment to acquire perception data. Through a perception fusion algorithm, this data generates a perception list containing the position, speed, heading angle, yaw angle, vehicle type, and ID of obstacles ahead of the vehicle. Within a first detection range, based on this perception list, it is determined whether there are any vehicles that significantly reduce the vehicle's speed, i.e., vehicles whose speed is significantly lower than the current speed limit and thus affect the vehicle's efficiency. Optionally, the first detection range can be preset (e.g., 80m) or dynamically calculated based on the vehicle's current speed. In practice, since an excessively long detection range increases computational complexity, while an excessively short range affects lane-changing efficiency, it can be calculated based on the vehicle's current speed. However, the first detection range must be between 40m and 80m. The formula for calculating the first detection range *dis* is as follows:

[0031] ;

[0032] Where v is the vehicle's current speed.

[0033] Optionally, as a possible embodiment, determining whether there is a speed-reducing vehicle within a first detection range ahead of the vehicle's direction of travel may include:

[0034] (1) Within the first detection range, traverse each obstacle vehicle in front of the vehicle in the order from near to far; for the obstacle vehicle currently being traversed, obtain the vehicle type and current speed of the obstacle vehicle.

[0035] Specifically, within the first detection range, obstacle vehicles in the perception list are sorted according to their longitudinal distance from the vehicle, and then traversed sequentially from the closest to the furthest. For the obstacle vehicle currently being traversed, the vehicle type and current speed output by its perception system are read. The vehicle type can include vulnerable traffic users (such as pedestrians and non-motorized vehicles), commercial vehicles (such as trucks and buses), and passenger vehicles (such as cars).

[0036] (2) Find the judgment rule corresponding to the vehicle type from a number of pre-set judgment rules; different vehicle types correspond to different judgment rules. The judgment rule is used to determine whether the obstacle vehicle is a speed-reducing vehicle. The judgment rule is used to indicate whether the obstacle vehicle is a speed-reducing vehicle at least according to the current vehicle speed. According to the judgment rule and the current vehicle speed, determine whether the obstacle vehicle is a speed-reducing vehicle.

[0037] Specifically, a corresponding judgment rule is pre-defined for each vehicle type to determine whether an obstacle vehicle of that type is a speed-reducing vehicle. Optionally, the judgment rule includes at least a preset speed threshold for the current vehicle speed, so as to determine whether the obstacle vehicle is a speed-reducing vehicle based on the current vehicle speed and the speed threshold. For each vehicle type, the judgment rule includes: if the current vehicle speed is less than the corresponding preset speed threshold, the obstacle vehicle is determined to be a speed-reducing vehicle, and the traversal is terminated. Optionally, if the obstacle vehicle is in a deceleration state and decelerates to a stationary state within a expected time (e.g., 4 seconds), it can also be determined that this obstacle vehicle is a speed-reducing vehicle.

[0038] Optionally, when the vehicle type is a commercial vehicle, the judgment rule also includes: if the current vehicle speed is less than the corresponding preset vehicle speed threshold, and the vehicle speed is stable after 5 frames (about 0.1s / frame) of data verification, then the obstacle vehicle is judged to be a speed-reducing vehicle, and the traversal is terminated.

[0039] Optionally, when the vehicle type is a passenger vehicle, the judgment rule also includes: if the current vehicle speed is less than the corresponding preset speed threshold, and excluding situations where the vehicle can laterally move to avoid the obstacle or the obstacle vehicle intends to change lanes, then the obstacle vehicle is judged to be a speed-reducing vehicle, and the traversal is terminated. Specifically, the lateral position of the obstacle vehicle relative to the lane centerline can be used to determine whether the vehicle can laterally move to avoid it. The lateral position can be used to indicate the obstacle vehicle's position in the lane (whether it is moving to the side). If the vehicle can safely overtake the obstacle vehicle within its lane by making a small lateral movement (e.g., 0.3m), then the vehicle can laterally move to avoid the obstacle vehicle. The obstacle vehicle's lane-changing intention can be judged based on its turn signal or heading angle and yaw angle. When the turn signal is on, or both the heading angle and yaw angle are greater than a certain value, the vehicle can laterally move to avoid the obstacle vehicle. When the vehicle is stopped, it is determined that the obstructing vehicle intends to change lanes. If it is determined that the vehicle can move laterally to avoid the obstructing vehicle, or that the obstructing vehicle intends to change lanes, then the obstructing vehicle is ignored, and the process continues to traverse the next obstructing vehicle.

[0040] When a vehicle is detected slowing down, it uses the in-vehicle navigation map, road speed limit signs, and surrounding environment perception (traffic lights, lane dividers, and ramps) to identify the target road type it is currently on. Target road types are mainly divided into urban roads (speed limit less than or equal to 60 km / h, complex traffic participants, and subject to traffic lights) and highways (speed limit greater than or equal to 60 km / h, high speed, lane dividers, and the presence of ramps).

[0041] This embodiment achieves differentiated and refined management of traffic participants, ensures high driving safety through rapid response to vulnerable traffic users, improves the stability of perception through multi-frame verification of commercial vehicles, and eliminates situations where passenger vehicles can laterally move to avoid obstacles or where obstacle vehicles intend to change lanes, significantly reducing invalid lane changes and further improving driving safety.

[0042] Step S102: Determine whether to initiate an efficiency lane change based on the lane change triggering conditions pre-set for the target road type.

[0043] Specifically, based on the identified target road type, the system determines whether an efficiency lane change aimed at improving driving efficiency should be initiated based on pre-set corresponding lane change triggering conditions.

[0044] Optionally, as a possible implementation, determining whether to initiate an efficiency lane change based on lane change triggering conditions pre-set for the target road type may include:

[0045] (1) When the target road type is an urban road, determine whether the traffic environment where the vehicle is currently located meets the preset traffic suppression conditions, and if the preset traffic suppression conditions are not met, determine to initiate an efficiency lane change.

[0046] Specifically, preset traffic suppression conditions are used to mitigate lane-changing risks in complex urban scenarios. Furthermore, to ensure vehicle safety and prevent situations where a vehicle cannot promptly return to the navigation-recommended lane after initiating an efficient lane change, preset traffic suppression conditions may include: the vehicle being less than 300 meters from the traffic light, and the vehicle being in the leftmost lane, which is either a left-turn or U-turn lane; the vehicle being less than 150 meters from the stop line before the intersection; and the vehicle being less than 150 meters from the traffic light. If any of these preset traffic suppression conditions are met, the efficient lane-change process is suppressed. An efficient lane change is only initiated if all suppression conditions are not met.

[0047] (2) When the target road type is a highway, the speed of the slow-moving vehicle is predicted; for each prediction time step, the first slow-moving ratio of the lane where the vehicle is located is determined according to the predicted speed of the slow-moving vehicle and the speed limit of the current road segment, and the duration of each preset slow-moving ratio interval is calculated according to the first slow-moving ratio of the lane in each prediction time step; whether to initiate an efficiency lane change is determined according to the duration of each preset slow-moving ratio interval and the preset trigger duration corresponding to each preset slow-moving ratio interval.

[0048] Specifically, the predicted speed of the vehicle under pressure is predicted every second (one prediction time step) within a future period of time (e.g., 10s). For example, the predicted speed of the vehicle under pressure can be predicted within a preset lane change duration, resulting in the current speed of the vehicle (considered as the starting time of the lane change at 0s) and the predicted speed of each prediction time step within the preset lane change duration (e.g., 8s).

[0049] Optionally, a vehicle speed prediction model can be used for speed prediction. In order to cover typical driving conditions, vehicle operation data are collected for urban roads and highways respectively. The collected variables include vehicle speed, acceleration, average driving speed, etc. In order to improve the prediction accuracy, the relative speed and relative distance between the vehicle and the vehicle in front can also be collected.

[0050] Figure 2 This is a schematic diagram of the vehicle speed prediction model provided in this application, for reference only. Figure 2Convolutional Neural Networks (CNNs) can effectively uncover hidden correlations between different input variables, while Bidirectional Long Short-Term Memory (BiLSTM) neural networks, with their bidirectional learning capabilities, excel at capturing the temporal dependencies of data. Therefore, by combining the advantages of both models, a CNN-BiLSTM-based vehicle speed prediction model was constructed. The established CNN-BiLSTM vehicle speed prediction model structure consists of two parts: a CNN module and a BiLSTM module. The CNN module comprises convolutional layers, pooling layers, activation layers, and flattening layers, while the BiLSTM module includes BiLSTM layers, dropout layers, and fully connected layers. In training the model, the preprocessed collected data was divided into training and test sets at a ratio of 80% to 20%, with a historical input time window set to 10 seconds to predict vehicle speed changes within the next 8 seconds. This model can deeply integrate the spatiotemporal features of multi-source information to achieve high-precision prediction of vehicle speed within the next 8 seconds, providing a basis for lane change triggering in subsequent highway scenarios.

[0051] For each predicted time step, the first pressure-speed ratio of the vehicle's lane at that predicted time step can be determined sequentially. This first pressure-speed ratio characterizes the relative degree to which the slowing vehicle inhibits the vehicle's driving efficiency. Based on the first pressure-speed ratio and its duration, it is determined whether the vehicle needs to initiate an efficiency-based lane change. Optionally, the first pressure-speed ratio of the vehicle's lane at that predicted time step can be determined based on the predicted speed of the slowing vehicle and the current speed limit of the road segment. It can be calculated using the following formula:

[0052] ;

[0053] in, This indicates the first pressure speed ratio of the lane; Indicates the speed limit for the lane; This indicates the predicted speed of the vehicle under pressure. This represents the calibration coefficient.

[0054] Multiple pressure-speed ratio ranges are preset, namely greater than 35%, greater than 25%, greater than 15%, and greater than 5%. During driving, timing is recorded to calculate the duration for which the first pressure-speed ratio falls within each preset pressure-speed ratio range within a preset lane-change time. A preset trigger duration threshold is set for each preset pressure-speed ratio range. The system determines whether a preset pressure-speed ratio range exists whose recorded duration exceeds the corresponding preset trigger duration. If such a range exists, the efficiency loss caused by following another vehicle within the lane is considered to have reached the tolerance limit, and an efficiency-based lane change is initiated.

[0055] In this embodiment, lane change triggering conditions matching the target road type are provided for different target road types. In urban roads, traffic compliance and static safety are prioritized. On highways, a preset triggering duration threshold is set for each preset speed ratio range, making lane change triggering more user-friendly and stable, avoiding mis-decision caused by the instantaneous actions of the vehicle in front. In this way, the lane change triggering logic is accurately matched with the core features of the scenario.

[0056] Step S103: When determining the efficiency of lane change, for any one of the first adjacent lane and the second adjacent lane adjacent to the vehicle, the feasibility of lane change is evaluated to obtain the evaluation result of the adjacent lane; wherein, the evaluation result is used to characterize whether the adjacent lane is suitable for the vehicle to perform lane change operation.

[0057] Specifically, based on the above judgment, when determining the efficiency of lane change, independent lane change feasibility assessments are performed on the first and second adjacent lanes of the vehicle from the aspects of traffic efficiency and navigation path matching. The assessment results obtained from each aspect are used to characterize whether the adjacent lanes are suitable for the vehicle to perform lane change operations, and finally output the assessment result of "available" or "unavailable" of the adjacent lanes.

[0058] Step S104: Based on the evaluation results of the first adjacent lane and the second adjacent lane, the vehicle performs lane change control.

[0059] Specifically, the evaluation results of the first adjacent lane and the second adjacent lane are integrated to generate the final lane change direction command, and the vehicle is controlled to enter the corresponding adjacent lane through the steer-by-wire system to complete the lane change control.

[0060] Figure 3 The lane change judgment flowchart provided in this application is for reference. Figure 3 If both adjacent lanes are unavailable, it means there are no suitable adjacent lanes for lane changing, and the lane change is not initiated. If one adjacent lane is available, the vehicle is controlled to change lanes to that adjacent lane. If only the right lane is available, the vehicle is controlled to change lanes to the right lane. If only the left lane is available, the vehicle is controlled to change lanes to the left lane. If both adjacent lanes are available, the vehicle is controlled to change lanes to either adjacent lane.

[0061] Optionally, as a possible implementation, when the evaluation result of the first adjacent lane is available and the evaluation result of the second adjacent lane is available, a lane-change judgment logic is provided when both adjacent lanes are available. Through priority sorting, this ensures that the lane-change direction matches the vehicle's driving trend, the position of slowing vehicles, and traffic efficiency, avoiding decision-making confusion and improving the smoothness and rationality of lane changes. Based on the evaluation results of the first and second adjacent lanes, lane-change control is performed on the vehicle, including:

[0062] (1) Determine whether the real-time heading angle of the vehicle meets the preset first left lane change condition or the preset first right lane change condition; when the real-time heading angle meets the preset first left lane change condition or the preset first right lane change condition, control the vehicle to change lanes to the adjacent lane corresponding to the target lane change condition that is currently met.

[0063] Specifically, the vehicle's real-time heading angle is obtained from the vehicle's perception system. If the vehicle's real-time heading angle is greater than 0.05 rad (meeting the preset first right lane change condition), it is determined that the driver intends to veer to the right, and the vehicle is controlled to change lanes to the right. If the vehicle's real-time heading angle is less than -0.05 rad (meeting the preset first left lane change condition), it is determined that the driver intends to veer to the left, and the vehicle is controlled to change lanes to the left.

[0064] If the real-time heading angle does not meet the conditions for the first left lane change and the first right lane change, proceed to the next step of determining the relative position of the vehicle and the speed-reducing vehicle.

[0065] (2) When the real-time heading angle does not meet the first left-turn lane change condition and the first right-turn lane change condition, the lateral position of the slow-speed vehicle relative to the vehicle is determined based on the relative position information of the vehicle and the slow-speed vehicle, and it is determined whether the lateral position meets the preset distance condition; when the lateral position meets the preset second left-turn lane change condition or the preset second right-turn lane change condition, the vehicle is controlled to change lanes to the adjacent lane corresponding to the currently met target lane change condition.

[0066] Specifically, the lateral position of the vehicle and the speed-reducing vehicle is detected. If the lateral position of the speed-reducing vehicle deviates to the right by more than 0.4m (meeting the preset second left lane change condition), the vehicle is controlled to change lanes to the left. If the lateral position deviates to the left by more than 0.4m (meeting the preset second right lane change condition), the vehicle is controlled to change lanes to the right. If the lateral position does not meet the second left lane change condition and the second right lane change condition, the vehicle proceeds to the next step of using driving distance for judgment.

[0067] (3) When the second left-turn lane change condition and the second right-turn lane change condition are not met in the lateral position, select the adjacent lane with the larger available driving distance from the first adjacent lane and the second adjacent lane as the target lane, and control the vehicle to change lanes to the target lane.

[0068] Specifically, the available driving distance of two adjacent lanes is obtained through the vehicle's navigation system. The adjacent lane with the larger available driving distance is selected as the target lane. Optionally, a difference threshold is set for the difference in available driving distance between two adjacent lanes. When the difference in available driving distance between the first adjacent lane and the second adjacent lane is greater than 100m, the adjacent lane with the larger available driving distance is selected as the target lane.

[0069] This embodiment implements a system that determines whether to initiate an efficient lane change based on the vehicle's current location on different target road types. This is achieved by designing differentiated lane change triggering conditions to address the fundamental differences between urban roads and highways: in urban roads, the system integrates traffic lights, intersections, and the intentions of vehicles ahead to ensure safety; while on highways, a triggering mechanism based on speed reduction ratios is introduced to improve traffic efficiency. When initiating an efficient lane change, the feasibility of changing lanes in adjacent lanes is assessed, and the vehicle's lane change control is based on the assessment results. This allows for the design of differentiated lane change triggering mechanisms for different road types and the assessment of lane availability, optimizing the vehicle's efficient lane change decision-making. It achieves precise positioning of speed-reducing vehicles, adaptability to different target road types, avoidance of ineffective lane changes, and a balance between lane change efficiency and driving safety, thereby improving the driving experience.

[0070] Figure 4 A flowchart illustrating another vehicle lane change control method provided in this application. (Refer to...) Figure 4 The feasibility of changing lanes in adjacent lanes is assessed, and the assessment results for adjacent lanes can include:

[0071] Step S401: For each obstacle vehicle in the second preset range ahead of the adjacent lane in the direction of travel, predict the speed of the obstacle vehicle, and select the obstacle vehicle with the lowest average speed among all obstacle vehicles as the target obstacle vehicle based on the predicted speed of each obstacle vehicle.

[0072] Specifically, for the adjacent lane to be evaluated, based on the vehicle's position, the speeds of all obstacle vehicles within a second preset range ahead are predicted. The average predicted speed of each vehicle within a preset lane-changing time is calculated, and the vehicle with the lowest average speed is selected as the target obstacle vehicle in that adjacent lane. Its speed directly determines the lower limit of the traffic efficiency of the adjacent lane. Optionally, the second preset range can be the same as the first preset range; the speed prediction can be implemented using the vehicle speed prediction model in Method Implementation Example 1.

[0073] Step S402: Based on the predicted speed of the vehicle with reduced speed, the predicted speed of the target obstacle vehicle, and the preset lane change time, determine the available driving distance increment of the adjacent lane relative to the own lane; wherein, the available driving distance increment is used to characterize the difference in available driving distance between the own lane and the adjacent lane.

[0074] Specifically, based on the predicted speed sequences of the target obstacle vehicle and the slowing vehicle, the drivable distances of the vehicle after lane change are calculated if it follows the slowing vehicle and if it follows the target obstacle vehicle in an adjacent lane. The drivable distance in the vehicle's own lane is calculated based on the predicted speed of the slowing vehicle and the preset lane change duration; the drivable distance in the adjacent lane is calculated based on the predicted speed of the target obstacle vehicle and the preset lane change duration. The difference between the drivable distances in the vehicle's own lane and the adjacent lane is the drivable distance increment, representing the potential spatial gain from lane change.

[0075] Optional, available driving distance increment The following calculation can be used:

[0076] ;

[0077] Where t is the preset lane change duration. The predicted speed of the target obstacle vehicle in the adjacent lane. This is the predicted speed of a vehicle traveling in the lane.

[0078] Step S403: Determine a first availability assessment index for adjacent lanes based on the predicted speed and / or available travel distance increment of the target obstacle vehicle; the first availability assessment index is used to measure the feasibility of adjacent lanes from the perspective of traffic efficiency of adjacent lanes.

[0079] Specifically, the first usability assessment metric measures the feasibility of adjacent lanes from the perspective of traffic efficiency. Furthermore, different traffic efficiency calculation schemes are provided for different target road types to ensure that the strategy can be applied to more complex operating scenarios.

[0080] Optionally, as a possible embodiment, when the target road type is an urban road, determining a first availability assessment index for adjacent lanes based on the predicted speed and / or available travel distance increment of the target obstacle vehicle may include:

[0081] Calculate the speed difference between the target obstacle vehicle and the speed-reducing vehicle; if the speed difference is greater than a first preset threshold and the available travel distance increment is greater than a second preset threshold, determine that the first availability assessment index is available; otherwise, determine that the first availability assessment index is unavailable.

[0082] Specifically, the speed difference is calculated based on the current speed of the vehicle obstructing the obstacle and the current speed of the vehicle slowing down. Optionally, if the speed difference is greater than a first preset threshold and the available travel distance increment is greater than a second preset threshold, the first availability assessment index is determined to be available. For example, the first preset threshold is 5 m / s, and the second preset threshold is 20 m. Furthermore, if the slowing vehicle in the lane is a commercial vehicle, there are no static obstacles in the adjacent lane, and the available travel distance increment is greater than the second preset threshold, the first availability assessment index of the adjacent lane is also considered available. In this way, traffic efficiency is quantified in urban roads using both speed difference and available travel distance increments, avoiding the one-sidedness of a single indicator assessment, accurately determining the efficiency advantage of adjacent lanes, and ensuring the efficiency and rationality of lane changes in urban areas.

[0083] Optionally, as a possible embodiment, when the target road type is a highway, determining a first availability assessment index for adjacent lanes based on the predicted speed and available travel distance increment of the target obstacle vehicle may include:

[0084] Calculate the traffic flow speed difference between adjacent lanes and the lane itself; when the traffic flow speed difference is greater than a third preset threshold and the available travel distance increment is greater than a fourth preset threshold, determine that the first availability assessment index of the adjacent lane is available; otherwise, determine that the first availability assessment index of the adjacent lane is unavailable.

[0085] Specifically, the predicted average speed of the target obstacle vehicle in the adjacent lane is approximated as the traffic flow speed of that lane, and the predicted average speed of the slowing vehicle in the own lane is approximated as the traffic flow speed of that lane. The relative speed difference between the two is calculated as the traffic flow speed difference. When the traffic flow speed difference is greater than a third preset threshold and the available travel distance increment is greater than a fourth preset threshold, the first availability assessment index of the adjacent lane is determined to be available; otherwise, the first availability assessment index of the adjacent lane is determined to be unavailable. For example, the second preset threshold is 2 m / s, and the second preset threshold is 20 m.

[0086] When the target road type is a highway, there is another way to determine the first availability assessment index for adjacent lanes:

[0087] Based on the predicted speed of the target obstacle vehicle and the speed limit of the adjacent lane, a second speed reduction ratio for the adjacent lane is determined. When the speed difference between the predicted speed of the target obstacle vehicle and the speed limit of the current road segment is greater than a fifth preset threshold, or when the second speed reduction ratio is greater than a sixth preset threshold, the first availability assessment index of the adjacent lane is determined to be available; otherwise, the first availability assessment index of the adjacent lane is determined to be unavailable.

[0088] Specifically, the second pressure speed ratio of adjacent lanes can be obtained using the same calculation method as the first pressure speed ratio, which can be the predicted speed of the target obstacle vehicle, the current speed, or the average speed calculated from the predicted speed.

[0089] The second pressure speed ratio of adjacent lanes can be calculated using the following formula:

[0090] ;

[0091] in, This indicates the second pressure speed ratio of adjacent lanes; Indicates the speed limit for adjacent lanes; Indicates the predicted speed of the vehicle targeting the obstacle; These are calibration coefficients.

[0092] If the speed difference between the predicted speed of the target obstacle vehicle and the speed limit of the current road segment is greater than the fifth preset threshold, or the second speed reduction ratio is greater than the sixth preset threshold, the first availability assessment index of the adjacent lane is determined to be available; otherwise, the first availability assessment index of the adjacent lane is determined to be unavailable. For example, the fifth preset threshold is 1.4 m / s, and the sixth preset threshold is 12%.

[0093] Optionally, to avoid calculation errors in traffic efficiency caused by sudden acceleration or deceleration of the target obstacle vehicle, it is necessary to perform time verification on the traffic efficiency of adjacent lanes. For example, a verification time can be set for adjacent lanes, and different verification times can be set for the left and right adjacent lanes. If, within the verification time, the speed difference between the predicted speed of the target obstacle vehicle and the current road segment's speed limit is consistently greater than 1.4 m / s, or the second speed limit ratio is consistently greater than 12%, then the first availability assessment index of the adjacent lane is determined to be available; otherwise, the first availability assessment index of the adjacent lane is determined to be unavailable.

[0094] This embodiment provides two parallel efficiency evaluation methods to adapt to different traffic flow conditions on highways. One method focuses more on the relative efficiency improvement brought about by lane changes, which is applicable to general situations. The other method focuses more on the absolute health of adjacent lanes, which is applicable to scenarios where the traffic efficiency of the lane itself is not slow, but the traffic efficiency of adjacent lanes is faster. In this way, the speed advantage of adjacent lanes is accurately captured, improving the flexibility and accuracy of communication efficiency evaluation in highway scenarios.

[0095] Step S404: Based on the lane information of adjacent lanes, determine the second availability assessment index of adjacent lanes; the second availability assessment index is used to measure the feasibility of adjacent lanes from the perspective of navigation path matching.

[0096] Specifically, the second availability assessment index measures the feasibility of adjacent lanes from the perspective of navigation path matching. By querying vehicle maps and navigation information, the attribute information of the lane within a certain period of time (e.g., 20 seconds) is obtained. If the adjacent lane is on the navigation recommended path and there are no lane merging or exit events within a certain distance ahead (e.g., 800m in urban roads or 1200m on highways), then the second availability assessment index of the adjacent lane is determined to be available; otherwise, it is unavailable.

[0097] Step S405: Determine the evaluation result based on the first usability evaluation index and the second usability evaluation index.

[0098] Specifically, the first availability assessment index of preliminary comprehensive traffic efficiency and the second availability assessment index of navigation route matching determine whether the vehicle can change lanes to the adjacent lane when both assessment indices are available, and do not change lanes to the adjacent lane when either assessment index is unavailable.

[0099] Optionally, as a possible embodiment, determining the evaluation result based on the first usability evaluation metric and the second usability evaluation metric may include:

[0100] Determine the collision risk of a vehicle changing lanes to an adjacent lane; determine a third availability assessment index for the adjacent lane based on the collision risk; the third availability assessment index is used to measure the feasibility of the adjacent lane from the perspective of collision risk; determine the assessment result based on the first availability assessment index, the second availability assessment index, and the third availability assessment index.

[0101] Specifically, based on the above embodiments, collision risk is further introduced as an assessment dimension for lane change feasibility evaluation, outputting a third availability assessment index. Collision risk refers to the possibility of collision with the vehicle in front (i.e., the target obstacle vehicle) and the vehicle behind in the adjacent lane during the process of changing lanes from the vehicle to the adjacent lane, and is a core consideration for lane change safety.

[0102] The final evaluation result of adjacent lanes is determined by three evaluation indicators. All three must be available for the adjacent lane to be used for lane changing. If any one of the evaluation indicators is unavailable, the adjacent lane cannot be used for lane changing.

[0103] Optionally, determining the collision risk when a vehicle changes lanes into an adjacent lane may include:

[0104] (1) Determine the first longitudinal distance between the vehicle and the target obstacle vehicle, and the second longitudinal distance between the vehicle and the following vehicle in the adjacent lane; wherein the following vehicle is the vehicle behind the vehicle in the adjacent lane with the smallest longitudinal distance from the vehicle.

[0105] Specifically, the preceding and following vehicles are identified within adjacent lanes. The preceding vehicle is the one with the smallest longitudinal distance from the vehicle in the direction of travel, i.e., the target obstacle vehicle. The following vehicle is the one with the smallest longitudinal distance from the vehicle behind it.

[0106] The vehicle's perception system can acquire in real time the vehicle's current speed, the target obstacle vehicle's current speed, the following vehicle's current speed, as well as the first longitudinal distance between the vehicle and the target obstacle vehicle and the second longitudinal distance between the vehicle and the following vehicle.

[0107] (2) Determine the first collision time required for the vehicle and the target obstacle vehicle to collide based on the first longitudinal distance, the current speed of the vehicle, and the current speed of the target obstacle vehicle.

[0108] Specifically, the time of the first collision The calculation is as follows:

[0109] ;

[0110] in, This represents the vehicle's current speed. This is the first longitudinal distance; The current speed of the vehicle targeting the obstacle; These are calibration coefficients.

[0111] (3) Determine the second collision time required for the expected collision between the vehicle and the vehicle based on the second longitudinal distance, the current speed of the vehicle and the current speed of the vehicle behind.

[0112] Specifically, the time of the second collision The calculation is as follows:

[0113] ;

[0114] in, This represents the vehicle's current speed. This is the second longitudinal distance; This represents the current speed of the vehicle behind. These are calibration coefficients.

[0115] (4) Determine the collision risk of the vehicle changing lanes to the adjacent lane based on the first longitudinal distance, the second longitudinal distance, the first collision time, and the second collision time.

[0116] Specifically, when both the first longitudinal distance and the second longitudinal distance are greater than preset distance thresholds (e.g., 8m), and both the first collision time and the second collision time are greater than preset collision time thresholds (e.g., 6.5s), it is determined that there is no collision risk when the vehicle changes lanes to the adjacent lane. If any parameter fails to meet the corresponding threshold, a collision risk is determined to exist. In this way, collision risk is quantified by using both longitudinal distance and collision time as indicators to assess safety hazards during lane changes, avoiding misjudgments caused by a single indicator, and is particularly suitable for the safety requirements of high-speed scenarios on highways.

[0117] In this embodiment, a feasibility assessment system with three constraints is constructed from the perspectives of traffic efficiency, navigation path matching, and collision risk. By quantifying the advantages of traffic efficiency, verifying path adaptability, and assessing the collision risk of lane changes, the accuracy of the assessment results for adjacent lanes is improved, providing a reliable basis for lane change control.

[0118] Given that current lane change control schemes fail to fully consider the significant differences in driving styles among different drivers—for example, aggressive drivers tend to maintain shorter following distances and change lanes more frequently, while conservative drivers do the opposite—this difference makes it difficult for general-purpose schemes to meet the personalized needs of all users. They may be too conservative to effectively improve efficiency, or too aggressive to reduce user acceptance and comfort. The traffic flow lane change control method provided in this application may further include:

[0119] (1) Obtain the current driving style of the vehicle.

[0120] Specifically, the current driving style can be preset by the driver, or, when the vehicle is in manual driving mode, key operational data during each lane change will be continuously collected and recorded, including vehicle trajectory curves, vehicle posture, lane change duration, and other multi-dimensional indicators. After the vehicle successfully completes a cumulative total of 20 lane changes, a driving style analysis will be automatically performed. By identifying the driver's personalized operational tendencies in lane-changing behavior within a recent time period, it will be categorized into typical driving styles such as "conventional," "conservative," or "aggressive."

[0121] Optionally, for the same vehicle model, lane-change trajectory data under manual driving conditions in urban roads and highways are collected separately. First, the lane-change trajectories are preprocessed to remove spikes and outliers. Second, the lane-change trajectory is extracted based on the start and end times of the lane change, considering only single lane-change trajectories and removing continuous lane-crossing trajectories. Finally, 2000 lane-change trajectories are extracted. Since unavoidable noise exists during vehicle operation, an exponential moving average filtering algorithm can be used to filter the vehicle lane-change related data to ensure the reliability and accuracy of the collected data.

[0122] To better characterize vehicle driving behavior, the following features can be extracted from the filtered data: average following distance, acceleration impact, average speed, lane change distance, longitudinal acceleration, lateral acceleration, longitudinal speed, and lateral speed. Among these, acceleration impact characterizes the vehicle's rapid acceleration and deceleration; a higher acceleration impact indicates significant rapid acceleration, deceleration, and frequent lane changes. Furthermore, acceleration impact directly affects passenger comfort. Therefore, acceleration impact can characterize whether a vehicle operates smoothly during driving and is of great significance in characterizing driving style.

[0123] Optionally, Principal Component Analysis (PAC) can be used to reduce the dimensionality of the extracted feature parameters. This involves mapping the selected eigenvalues ​​from high to low dimensions and retaining the eigenvalues ​​of the principal components with the highest contribution rates to achieve dimensionality reduction. Optionally, the formulas for calculating eigenvalues ​​and factor burdens are as follows:

[0124] ;

[0125] in, Indicates the first The component load factor of each principal component; This represents the load factor of the i-th principal component; Let i represent the i-th eigenvalue, where i = 1, 2, 3.

[0126] The original eigenvalue parameter matrix is ​​standardized to eliminate size differences, and the calculation formula is as follows:

[0127] ;

[0128] in, This represents the standardized value; This represents the original data.

[0129] The formula for calculating the contribution rate of principal component analysis is shown below:

[0130] ;

[0131] in, Let be the contribution rate of the i-th principal component of the n-th sample. After calculating the contribution rate of each component, select the principal components with a cumulative contribution rate of 90% as the feature values ​​for subsequent clustering processing.

[0132] After completing the dimensionality reduction process described above, to effectively identify the differences in motion characteristics exhibited by different driving styles during lane changes, cluster analysis needs to be performed on driving trajectories with similar information features. Optionally, K-means clustering can be used to cluster the dimensionality-reduced feature values: First, a preset number of clusters K is established, and an initial centroid is selected as the category representation using random sampling or a specific strategy; then, the Euclidean distance between all samples and the current centroid is calculated, and the samples are assigned to the nearest cluster. The centroid position is then updated by calculating the mean vector of the features of each cluster. This process of sample allocation and centroid update is iterated continuously until the centroid offset converges to a preset threshold or reaches the maximum number of iterations, ultimately obtaining a stable clustering result that satisfies intra-cluster compactness and inter-cluster separation. After clustering, the trajectory segments are divided into three categories, corresponding to aggressive, conventional, and conservative types, respectively.

[0133] (2) Pre-set the correspondence between different driving styles, preset pressure ratio range and preset trigger duration; based on the correspondence, determine the preset trigger duration corresponding to the driving style and preset pressure ratio range of the vehicle.

[0134] Specifically, considering the varying tolerance levels of drivers with different driving styles for the speed of the vehicle ahead, such as aggressive drivers who prefer short following distances, frequent lane changes, and quick lane changes, conventional drivers who prefer a balance between efficiency and safety, and conservative drivers who prefer long following distances, infrequent lane changes, and delayed lane changes, the current driving style is first determined when judging lane change triggering in the highway scenario described in the above embodiment. Subsequently, after calculating the real-time speed ratio and determining its corresponding range, the default preset trigger duration is no longer used. Instead, based on the current driving style and speed ratio range, the preset trigger duration corresponding to the vehicle's driving style and preset speed ratio ranges (greater than 35%, greater than 25%, greater than 15%, and greater than 5%, respectively) is retrieved from Table 1 below and used for tolerance assessment.

[0135] Table 1

[0136]

[0137] Optionally, the correspondence between different driving styles and the verification time for adjacent lane traffic efficiency can be preset. Based on the adjacent lanes (left lane and right lane), the verification time corresponding to the driving style of the vehicle and the adjacent lane is retrieved from Table 2 below, and used to determine whether the first availability assessment index of the adjacent lane is available or unavailable within the verification time.

[0138] Table 2

[0139]

[0140] Optionally, a pre-defined correspondence can be set between different driving styles and preset speed thresholds used to identify vehicles slowing down. This way, when identifying vehicles slowing down from a lane for different vehicle types, the current driving style is first obtained, and then the corresponding preset speed threshold is determined based on that driving style.

[0141] In this embodiment, the current driving style is identified through feature extraction, principal component analysis dimensionality reduction, and clustering, and corresponding parameter thresholds are provided for judgment. This can adapt to the driving styles of different drivers, improve the anthropomorphism of lane change decisions, reduce drivers' resistance to automatic lane changes, and take into account the efficiency and safety needs of drivers with different styles.

[0142] The present embodiment will now be described and illustrated through preferred embodiments.

[0143] Figure 5 A flowchart illustrating another vehicle lane change control method provided in this application. (Refer to...) Figure 5 The above method may include the following steps:

[0144] Step S501: Within the first detection range, traverse each obstacle vehicle in front of the vehicle in sequence from near to far; for the currently traversed obstacle vehicle, obtain the vehicle type and current speed of the obstacle vehicle.

[0145] Step S502: Search for the judgment rule corresponding to the vehicle type from a number of pre-set judgment rules, and determine whether the obstacle vehicle is a speed-reducing vehicle based on the judgment rule and the current vehicle speed.

[0146] Step S503: When it is determined that there is a vehicle with reduced speed, identify the current target road type of the vehicle.

[0147] When the target road type is an urban road, proceed to step S504; when the target road type is a highway, proceed to step S505.

[0148] Step S504: Determine whether the current traffic environment of the vehicle meets the preset traffic inhibition conditions, and if the preset traffic inhibition conditions are not met, determine to initiate an efficiency lane change.

[0149] Step S505: Predict the speed of the vehicle under pressure. For each prediction time step, determine the first pressure ratio of the lane where the vehicle is located under the prediction time step, and count the duration of each preset pressure ratio interval. Determine whether to initiate an efficiency lane change based on the duration of each preset pressure ratio interval and the preset trigger duration corresponding to each preset pressure ratio interval.

[0150] Step S506: For each obstacle vehicle in the second preset range ahead of the adjacent lane in the direction of travel, predict the speed of the obstacle vehicle, and determine the target obstacle vehicle based on the predicted speed of each obstacle vehicle.

[0151] Step S507: Based on the predicted speed of the slowing vehicle, the predicted speed of the target obstacle vehicle, and the preset lane change time, determine the available travel distance increment of the adjacent lane relative to the own lane.

[0152] Step S508: Determine the first availability assessment index for adjacent lanes based on the predicted speed and / or available travel distance increment of the target obstacle vehicle.

[0153] Step S509: Determine the second availability assessment index for adjacent lanes based on the lane information of adjacent lanes.

[0154] Step S510: Determine the collision risk of the vehicle changing lanes to the adjacent lane; determine the third availability assessment index of the adjacent lane based on the collision risk.

[0155] Step S511: Determine the evaluation result based on the first availability evaluation index, the second availability evaluation index, and the third availability evaluation index; and perform lane change control on the vehicle based on the evaluation results of the first adjacent lane and the second adjacent lane.

[0156] It should be noted that the steps shown in the above process or in the flowchart of the accompanying figures can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0157] Corresponding to the aforementioned embodiment of a vehicle lane change control method, this application also provides an embodiment of a vehicle lane change control device.

[0158] An embodiment of a vehicle lane change control device disclosed in this application can be applied to vehicle electronic devices. The device embodiment can be implemented through software, hardware, or a combination of both. Taking software implementation as an example, as a logical device, it is formed by the processor of the electronic device loading the corresponding computer program instructions from non-volatile memory into memory for execution. From a hardware perspective, such as... Figure 6 As shown, Figure 6 This is a hardware structure diagram of the electronic device containing the vehicle lane change control device, as shown in an exemplary embodiment of this application, except... Figure 6In addition to the processor, memory, network interface, and non-volatile memory shown, the electronic device in the embodiment may also include other hardware, such as a steering system, depending on the actual function of the vehicle lane change control device, which will not be described in detail here.

[0159] Figure 7 This is a structural schematic diagram of the vehicle lane change control device provided in this application. (Refer to...) Figure 7 The device may include:

[0160] The lane change judgment module 10 is used to determine whether there is a speed-reducing vehicle in the first detection range ahead of the vehicle's direction of travel, and when it is determined that there is a speed-reducing vehicle, it identifies the target road type where the vehicle is currently located.

[0161] The lane change judgment module 10 is also used to: determine whether to initiate an efficiency lane change based on the lane change triggering conditions pre-set for the target road type;

[0162] The lane evaluation module 20 is used to evaluate the feasibility of lane changing for any one of the first adjacent lane and the second adjacent lane when determining the efficiency of lane changing, and obtain the evaluation result of the adjacent lane; wherein, the evaluation result is used to characterize whether the adjacent lane is suitable for the vehicle to perform lane changing operation.

[0163] The lane change control module 30 is used to control the vehicle to change lanes based on the evaluation results of the first adjacent lane and the evaluation results of the second adjacent lane.

[0164] Optionally, as one possible embodiment, the lane change determination module 10 is further configured to:

[0165] When the target road type is an urban road, determine whether the current traffic environment of the vehicle meets the preset traffic inhibition conditions, and if the preset traffic inhibition conditions are not met, determine to initiate an efficiency lane change;

[0166] When the target road type is a highway, speed prediction is performed on slow-moving vehicles;

[0167] For each predicted time step, based on the predicted speed of the vehicle and the speed limit of the current road segment, the first speed-reduction ratio of the lane where the vehicle is located is determined at that predicted time step, and based on the first speed-reduction ratio of the lane at each predicted time step, the duration of each preset speed-reduction ratio interval is calculated.

[0168] Whether to initiate an efficiency lane change is determined based on the duration of each preset pressure-speed ratio range and the preset trigger duration corresponding to each preset pressure-speed ratio range.

[0169] Optionally, as one possible embodiment, the lane change determination module 10 is further configured to:

[0170] Within the first detection range, each obstacle vehicle in front of the vehicle is traversed sequentially from near to far.

[0171] For each obstacle vehicle encountered during the current iteration, obtain its vehicle type and current speed.

[0172] The system searches for the judgment rule corresponding to the vehicle type from a set of pre-defined judgment rules. Different vehicle types correspond to different judgment rules. The judgment rule is used to determine whether the obstacle vehicle is a speed-reducing vehicle. The judgment rule is used to indicate whether the obstacle vehicle is a speed-reducing vehicle based at least on the current vehicle speed.

[0173] Based on the judgment rules and the current vehicle speed, determine whether the obstacle vehicle is a speed-reducing vehicle.

[0174] Optionally, as one possible embodiment, the lane assessment module 20 is also used for:

[0175] For each obstacle vehicle in the second preset range ahead of the adjacent lane in the direction of travel, the speed of the obstacle vehicle is predicted, and based on the predicted speed of each obstacle vehicle, the obstacle vehicle with the lowest average speed among all obstacle vehicles is selected as the target obstacle vehicle.

[0176] Based on the predicted speed of the vehicle under pressure, the predicted speed of the target obstacle vehicle, and the preset lane change time, the available driving distance increment of the adjacent lane relative to the own lane is determined; whereby the available driving distance increment is used to characterize the difference between the available driving distance of the own lane and the adjacent lane.

[0177] A first availability assessment metric is determined based on the predicted speed and / or available travel distance increment of the target obstacle vehicle; the first availability assessment metric is used to measure the feasibility of the adjacent lane from the perspective of the traffic efficiency of the adjacent lane.

[0178] Based on the lane information of adjacent lanes, a second availability assessment index for adjacent lanes is determined; the second availability assessment index is used to measure the feasibility of adjacent lanes from the perspective of navigation path matching.

[0179] The evaluation results are determined based on the first usability evaluation metric and the second usability evaluation metric.

[0180] Optionally, as a possible embodiment, when the target road type is an urban road, the lane evaluation module 20 is also used for:

[0181] Calculate the speed difference between the target obstacle vehicle and the speed-reducing vehicle;

[0182] If the speed difference is greater than the first preset threshold and the available driving distance increment is greater than the second preset threshold, the first availability assessment index is determined to be available; otherwise, the first availability assessment index is determined to be unavailable.

[0183] Optionally, as a possible embodiment, when the target road type is a highway, the lane evaluation module 20 is also used for:

[0184] Calculate the speed difference between adjacent lanes and the lane you are in;

[0185] When the difference in traffic flow speed is greater than the third preset threshold and the increment of available travel distance is greater than the fourth preset threshold, the first availability assessment index of the adjacent lane is determined to be available; otherwise, the first availability assessment index of the adjacent lane is determined to be unavailable.

[0186] or;

[0187] Based on the predicted speed of the target obstacle vehicle and the speed limit of the adjacent lane, determine the second speed limit ratio of the adjacent lane;

[0188] If the speed difference between the predicted speed of the target obstacle vehicle and the speed limit of the current road segment is greater than the fifth preset threshold, or the second speed reduction ratio is greater than the sixth preset threshold, the first availability assessment index of the adjacent lane is determined to be available; otherwise, the first availability assessment index of the adjacent lane is determined to be unavailable.

[0189] Optionally, as one possible embodiment, the lane assessment module 20 is also used for:

[0190] Determine the collision risk when a vehicle changes lanes into an adjacent lane;

[0191] A third availability assessment metric is determined for adjacent lanes based on collision risk; the third availability assessment metric is used to measure the feasibility of adjacent lanes from a collision risk perspective.

[0192] The evaluation results are determined based on the first usability evaluation index, the second usability evaluation index, and the third usability evaluation index.

[0193] Optionally, as one possible embodiment, the lane assessment module 20 is also used for:

[0194] Determine the first longitudinal distance between the vehicle and the target obstacle vehicle, and the second longitudinal distance between the vehicle and the following vehicle in the adjacent lane; wherein, the following vehicle is the vehicle in the adjacent lane that is the one with the smallest longitudinal distance from the vehicle.

[0195] Based on the first longitudinal distance, the current speed of the vehicle, and the current speed of the target obstacle vehicle, determine the first collision time expected to occur between the vehicle and the target obstacle vehicle;

[0196] Based on the second longitudinal distance, the current speed of the vehicle, and the current speed of the following vehicle, determine the second collision time expected to occur between the vehicle and the following vehicle;

[0197] The collision risk of a vehicle changing lanes to an adjacent lane is determined based on the first longitudinal distance, the second longitudinal distance, the first collision time, and the second collision time.

[0198] Optionally, as a possible embodiment, when the evaluation result of the first adjacent lane is available and the evaluation result of the second adjacent lane is available, the lane change evaluation module 30 is further configured to:

[0199] Determine whether the real-time heading angle of the vehicle meets the preset first left lane change condition or the preset first right lane change condition;

[0200] When the real-time heading angle meets the preset first left lane change condition or the preset first right lane change condition, the vehicle is controlled to change lanes to the adjacent lane corresponding to the currently met target lane change condition.

[0201] When the real-time heading angle does not meet the first left-turn lane change condition and the first right-turn lane change condition, the lateral position of the vehicle and the slowing vehicle is determined based on the relative position information of the vehicle and the slowing vehicle, and it is judged whether the lateral position meets the preset distance condition.

[0202] When the preset second left lane change condition or the preset second right lane change condition is met in the lateral position, the vehicle is controlled to change lanes to the adjacent lane corresponding to the currently met target lane change condition.

[0203] When the lateral position does not meet the conditions for the second left-turn lane change and the second right-turn lane change, the vehicle selects the adjacent lane with the larger available travel distance from the first adjacent lane and the second adjacent lane as the target lane, and controls the vehicle to change lanes to the target lane.

[0204] Optionally, as a possible embodiment, the above device further includes: a driving style recognition module, used for:

[0205] Get the current driving style of the vehicle;

[0206] The correspondence between different driving styles, preset pressure ratio ranges, and preset trigger durations can be preset.

[0207] Based on the correspondence, the preset trigger duration corresponding to the vehicle's driving style and preset pressure ratio range is determined.

[0208] It should be noted that the above modules can be functional modules or program modules, and can be implemented through software or hardware. For modules implemented through hardware, the above modules can reside in the same processor; or the above modules can be located in different processors in any combination.

[0209] This application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of the method in any of the embodiments provided in this application.

[0210] This application also provides a vehicle, including electronic equipment; the electronic equipment may be a domain controller of the vehicle, etc.

[0211] This application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the methods in any of the embodiments provided in this application.

[0212] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties.

[0213] It should be understood that the specific embodiments described herein are merely illustrative of the application and not intended to limit it. All other embodiments derived by those skilled in the art based on the embodiments provided in this application without inventive effort are within the scope of protection of this application.

[0214] Obviously, the accompanying drawings are merely some examples or embodiments of this application. Those skilled in the art can apply this application to other similar situations based on these drawings without any creative effort. Furthermore, it is understood that although the work done in this development process may be complex and lengthy, for those skilled in the art, certain design, manufacturing, or production modifications made based on the technical content disclosed in this application are merely conventional technical means and should not be considered as insufficient disclosure of this application.

[0215] The term "embodiment" in this application refers to a specific feature, structure, or characteristic described in connection with an embodiment that may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily imply the same embodiment, nor does it imply that it is mutually exclusive with or alternative to other embodiments. It will be clearly or implicitly understood by those skilled in the art that the embodiments described in this application may be combined with other embodiments without conflict.

[0216] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of patent protection. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the appended claims.

Claims

1. A vehicle lane change control method, characterized in that, The vehicle lane change control method includes: Determine whether there are slow-moving vehicles within the first detection range ahead of the vehicle's direction of travel, and when it is determined that there are slow-moving vehicles, identify the target road type where the vehicle is currently located; Based on the lane change triggering conditions pre-set for the target road type, determine whether to initiate an efficient lane change; When determining the efficiency of initiating a lane change, for any one of the first adjacent lane and the second adjacent lane adjacent to the vehicle, a lane change feasibility assessment is performed on the adjacent lane to obtain the assessment result of the adjacent lane; wherein, the assessment result is used to characterize whether the adjacent lane is suitable for the vehicle to perform a lane change operation; Based on the evaluation results of the first adjacent lane and the evaluation results of the second adjacent lane, the vehicle performs lane change control.

2. The vehicle lane change control method according to claim 1, characterized in that, The step of determining whether to initiate an efficiency lane change based on lane change triggering conditions pre-set for the target road type includes: When the target road type is an urban road, it is determined whether the current traffic environment of the vehicle meets the preset traffic suppression conditions, and if the preset traffic suppression conditions are not met, an efficient lane change is initiated. When the target road type is a highway, the speed of the slow-moving vehicle is predicted; For each predicted time step, based on the predicted speed of the vehicle and the speed limit of the current road segment, the first speed ratio of the lane where the vehicle is located is determined at that predicted time step, and based on the first speed ratio of the lane at each predicted time step, the duration of each preset speed ratio interval is calculated. Whether to initiate an efficiency lane change is determined based on the duration of each preset pressure-speed ratio range and the preset trigger duration corresponding to each preset pressure-speed ratio range.

3. The vehicle lane change control method according to claim 1, characterized in that, Determining whether there are vehicles slowing down within the first detection range ahead of the vehicle's direction of travel includes: Within the first detection range, each obstacle vehicle in front of the vehicle is traversed sequentially in a direction from near to far. For each obstacle vehicle encountered during the current traversal, obtain the vehicle type and current speed of that obstacle vehicle. The system searches for a judgment rule corresponding to the vehicle type from a set of pre-defined judgment rules; different vehicle types correspond to different judgment rules, and the judgment rule is used to determine whether the obstacle vehicle is a speed-reducing vehicle, and the judgment rule is used to indicate whether the obstacle vehicle is a speed-reducing vehicle based at least on the current vehicle speed. Based on the judgment rules and the current vehicle speed, determine whether the obstacle vehicle is a speed-reducing vehicle.

4. The vehicle lane change control method according to claim 2, characterized in that, The assessment of lane-changing feasibility for the adjacent lanes, and the resulting assessment of the adjacent lanes, includes: For each obstacle vehicle in the second preset range ahead of the adjacent lane in the direction of travel, the speed of the obstacle vehicle is predicted, and based on the predicted speed of each obstacle vehicle, the obstacle vehicle with the lowest average speed among all the obstacle vehicles is taken as the target obstacle vehicle. Based on the predicted speed of the vehicle under pressure, the predicted speed of the target obstacle vehicle, and the preset lane change time, the available driving distance increment of the adjacent lane relative to the driving lane is determined; wherein, the available driving distance increment is used to characterize the difference in available driving distance between the driving lane and the adjacent lane. Based on the predicted speed of the target obstacle vehicle and / or the available travel distance increment, a first availability assessment index is determined for the adjacent lane; the first availability assessment index is used to measure the feasibility of the adjacent lane from the perspective of the traffic efficiency of the adjacent lane. Based on the lane information of the adjacent lanes, a second availability assessment index for the adjacent lanes is determined; the second availability assessment index is used to measure the feasibility of the adjacent lanes from the perspective of navigation path matching. The evaluation result is determined based on the first usability evaluation metric and the second usability evaluation metric.

5. The vehicle lane change control method according to claim 4, characterized in that, When the target road type is an urban road, determining the first availability assessment index of the adjacent lane based on the predicted speed of the target obstacle vehicle and / or the available travel distance increment includes: Calculate the speed difference between the target obstacle vehicle and the speed-reducing vehicle; When the speed difference is greater than a first preset threshold and the available travel distance increment is greater than a second preset threshold, the first availability assessment index is determined to be available; otherwise, the first availability assessment index is determined to be unavailable.

6. The vehicle lane change control method according to claim 4, characterized in that, When the target road type is a highway, determining the first availability assessment index of the adjacent lane based on the predicted speed of the target obstacle vehicle and the available travel distance increment includes: Calculate the speed difference between the adjacent lane and the lane itself; When the traffic flow speed difference is greater than a third preset threshold and the available travel distance increment is greater than a fourth preset threshold, the first availability assessment index of the adjacent lane is determined to be available; otherwise, the first availability assessment index of the adjacent lane is determined to be unavailable. or; Based on the predicted speed of the target obstacle vehicle and the speed limit of the adjacent lane, a second speed reduction ratio for the adjacent lane is determined. When the speed difference between the predicted speed of the target obstacle vehicle and the speed limit of the current road segment is greater than a fifth preset threshold, or when the second speed reduction ratio is greater than a sixth preset threshold, the first availability assessment index of the adjacent lane is determined to be available; otherwise, the first availability assessment index of the adjacent lane is determined to be unavailable.

7. The vehicle lane change control method according to claim 4, characterized in that, Determining the evaluation result based on the first availability evaluation metric and the second availability evaluation metric includes: Determine the collision risk of the vehicle changing lanes into the adjacent lane; A third availability assessment index is determined for the adjacent lane based on the collision risk; wherein the third availability assessment index is used to measure the feasibility of the adjacent lane from the perspective of collision risk. The evaluation result is determined based on the first usability evaluation index, the second usability evaluation index, and the third usability evaluation index.

8. The vehicle lane change control method according to claim 7, characterized in that, Determining the collision risk of the vehicle changing lanes to the adjacent lane includes: Determine the first longitudinal distance between the vehicle and the target obstacle vehicle, and the second longitudinal distance between the vehicle and the following vehicle in the adjacent lane; wherein the following vehicle is the vehicle in the adjacent lane that has the smallest longitudinal distance from the vehicle. Based on the first longitudinal distance, the current speed of the vehicle, and the current speed of the target obstacle vehicle, determine the first collision time expected to occur between the vehicle and the target obstacle vehicle; Based on the second longitudinal distance, the current speed of the vehicle, and the current speed of the vehicle behind, a second collision time is determined that is expected to occur between the vehicle and the vehicle behind. The collision risk of the vehicle changing lanes to the adjacent lane is determined based on the first longitudinal distance, the second longitudinal distance, the first collision time, and the second collision time.

9. The vehicle lane change control method according to claim 1, characterized in that, When the evaluation result of the first adjacent lane is available, and the evaluation result of the second adjacent lane is available; The step of controlling the vehicle to change lanes based on the evaluation results of the first adjacent lane and the second adjacent lane includes: Determine whether the real-time heading angle of the vehicle meets the preset first left lane change condition or the preset first right lane change condition; When the real-time heading angle meets the preset first left lane change condition or the preset first right lane change condition, the vehicle is controlled to change lanes to the adjacent lane corresponding to the currently met target lane change condition. When the real-time heading angle does not meet the first left lane change condition and the first right lane change condition, the lateral position of the speed-reducing vehicle relative to the vehicle is determined based on the relative position information between the vehicle and the speed-reducing vehicle, and it is determined whether the lateral position meets the preset distance condition. When the preset second left-turn lane change condition or the preset second right-turn lane change condition is met at the lateral position, the vehicle is controlled to change lanes to the adjacent lane corresponding to the currently met target lane change condition; When the second left-turn lane change condition and the second right-turn lane change condition are not met at the lateral position, the vehicle is selected from the first adjacent lane and the second adjacent lane with the larger available driving distance as the target lane, and the vehicle is controlled to change lanes to the target lane.

10. The vehicle lane change control method according to claim 2, characterized in that, The method further includes: Obtain the current driving style of the vehicle; The correspondence between different driving styles, the preset pressure ratio range, and the preset trigger duration is preset; Based on the correspondence, a preset trigger duration is determined that corresponds to the driving style of the vehicle and the preset pressure-speed ratio range.

11. A vehicle lane change control device, characterized in that, include: The system includes a lane change detection module, a lane assessment module, and a lane change control module; among which... The lane change judgment module is used to determine whether there is a vehicle slowing down within the first detection range ahead of the vehicle's direction of travel, and when it is determined that there is a vehicle slowing down, it identifies the target road type where the vehicle is currently located. The lane change judgment module is also used to: determine whether to initiate an efficiency lane change based on the lane change triggering conditions pre-set for the target road type; The lane evaluation module is used to evaluate the feasibility of lane changing for either the first adjacent lane or the second adjacent lane adjacent to the vehicle when determining the efficiency of lane changing, and to obtain the evaluation result of the adjacent lane; wherein, the evaluation result is used to characterize whether the adjacent lane is suitable for the vehicle to perform lane changing operation. The lane change control module is used to control the vehicle to change lanes based on the evaluation results of the first adjacent lane and the evaluation results of the second adjacent lane.

12. An electronic device, characterized in that, The system includes a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the vehicle lane change control method according to any one of claims 1 to 10.

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