Vehicle lane-changing method and vehicle

Abstract

The application provides a vehicle lane changing method and vehicle, and relates to the technical field of intelligent driving. The method comprises the following steps: in the case that it is detected that a vehicle has a lane changing demand, acquiring a lane changing distance of the vehicle and a rear traffic flow density, wherein the lane changing distance is used to represent a distance between a vehicle position of the vehicle and a target position, and the target position is used to represent a road position where the lane changing demand exists; determining a longitudinal lane changing window and a target lane changing width based on the lane changing distance and the rear traffic flow density; and controlling the vehicle to change lanes to the target position based on the longitudinal lane changing window and the target lane changing width. Based on the above scheme, the success rate of vehicle lane changing can be improved.

Description

Technical Field

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

[0002] When vehicles change lanes, they generally use fixed lane-changing data. This is too rigid and difficult to adapt to complex and ever-changing road environments, which can easily lead to lane-changing failures or even traffic accidents.

[0003] Therefore, improving the success rate of lane changes is an urgent problem that needs to be solved. Summary of the Invention

[0004] This application provides a vehicle lane changing method and a vehicle, which can improve the success rate of vehicle lane changing.

[0005] In a first aspect, this application provides a method for changing lanes by a vehicle, the method comprising: When a lane change requirement is detected, the lane change distance and the traffic density behind the vehicle are obtained. The lane change distance is used to represent the distance between the vehicle's position and the target position, and the target position is used to represent the road location where the lane change requirement exists. Based on the lane change distance and the traffic density behind, determine the longitudinal lane change window and the target lane change width; Based on the longitudinal lane change window and the target lane change width, control the vehicle to change lanes to the target position.

[0006] In this embodiment, when a lane-changing request is detected, the vehicle is not directly driven using fixed lane-changing data. Instead, the lane-changing distance and the traffic density behind the vehicle are first obtained. These parameters are then used to determine the longitudinal lane-changing window and target lane-changing width for controlling the lane change. The lane-changing distance reflects the available longitudinal space for the vehicle to maneuver; a larger distance provides more space and makes a successful lane change easier. Conversely, a smaller distance restricts the available space and increases the risk of failure. Similarly, the traffic density behind the vehicle reflects the congestion level. Higher traffic density makes it harder to find suitable gaps and increases the risk of failure. Conversely, lower traffic density makes it easier to find suitable gaps and successfully change lanes. It is evident that the lane-changing distance and the density of following vehicles are closely related to the ease of lane changing and significantly impact the success rate. Therefore, the longitudinal lane-changing window and target lane-changing width determined by the lane-changing distance and the density of following vehicles, compared to fixed lane-changing data, are more closely aligned with the road environment and better adapt to complex and changing road conditions, thereby improving the success rate of lane changes.

[0007] In conjunction with the first aspect, in some implementations of the first aspect, the determination of the longitudinal lane change window and target lane change width based on lane change distance and rear traffic density includes: Determine the longitudinal lane change window based on the lane change distance; The target lane change width is determined based on the lane change distance and the traffic density behind.

[0008] In this embodiment, the longitudinal lane-change window required for a vehicle's lane-change is dynamically determined based on the vehicle's lane-change distance. This avoids the problems of fixed lane-change windows causing vehicles to change lanes too early or too late, and lane-change windows being too rigid to adapt to different lane-change distances. The longitudinal lane-change window determined by the vehicle's lane-change distance can adapt to different lane-change distances, better adapting to complex and changing road environments, thereby improving the success rate of lane-change. Furthermore, the target lane-change width required for a vehicle's lane-change is dynamically determined based on the vehicle's lane-change distance and the traffic density behind it. This avoids the problems of fixed lane-change widths causing vehicles to change lanes too wide or too narrow, and lane-change widths being too rigid to adapt to different road environments. The lane-change width determined by the vehicle's lane-change distance and the traffic density behind it can better adapt to complex and changing road environments, thereby improving the success rate of lane-change.

[0009] In conjunction with the first aspect and the above implementation methods, in some implementations of the first aspect, the method further includes: Obtain the initial lane change width of the vehicle; The above determination of the target lane change width based on lane change distance and traffic density behind includes: The target adjustment coefficient is determined based on the lane change distance and the traffic density behind. The initial lane change width is adjusted based on the target adjustment factor to obtain the target lane change width.

[0010] In this embodiment, a lane change width adjustment coefficient (i.e., a target adjustment coefficient) is determined by the vehicle's lane change distance and the traffic density behind it. This target adjustment coefficient is used to adjust the initial lane change width accordingly, thus reflecting the influence of the vehicle's lane change distance and the traffic density behind it on the target lane change width. This more accurately reflects the actual lateral displacement required for the vehicle to change lanes, improving the accuracy of the target lane change width. Furthermore, with a more accurate target lane change width, the success rate of vehicle lane changes is further improved.

[0011] Combining the first aspect and the above-mentioned implementation methods, in some implementation methods of the first aspect, the above-mentioned determination of the target adjustment coefficient based on the rear traffic density and lane change distance includes: Determine the first adjustment coefficient based on the traffic density behind; The second adjustment factor is determined based on the lane change distance; The first adjustment factor and the second adjustment factor are combined to obtain the target adjustment factor.

[0012] In this embodiment, a lane change width adjustment coefficient (i.e., a first adjustment coefficient) is determined by the traffic density behind the vehicle, and a second adjustment coefficient (i.e., a lane change distance) is determined by the lane change distance of the vehicle. The target adjustment coefficient is obtained by combining the first and second adjustment coefficients. This reflects the influence of the traffic density behind the vehicle and the lane change distance on the target adjustment coefficient, and can more accurately reflect the actual lateral displacement required for the vehicle to change lanes, thus improving the accuracy of the target lane change width. Furthermore, based on a more accurate target lane change width, the success rate of vehicle lane changes is further improved.

[0013] Combining the first aspect and the above implementation methods, in some implementation methods of the first aspect, the first adjustment coefficient and the second adjustment coefficient are fused to obtain the target adjustment coefficient, including: The product of the first adjustment factor and the second adjustment factor is determined as the target adjustment factor; or, The target adjustment coefficient is obtained by weighting and fusing the first weight and first adjustment coefficient corresponding to the rear traffic density, and the second weight and second adjustment coefficient corresponding to the lane change distance.

[0014] In the embodiments of this application, different methods are used to fuse the first adjustment coefficient and the second adjustment coefficient, which can adapt to different application scenarios and improve the flexibility of determining the target adjustment coefficient.

[0015] In conjunction with the first aspect and the above implementation methods, in some implementations of the first aspect, the method further includes: Get the vehicle's speed; The third adjustment factor is determined based on vehicle speed; The above-mentioned fusion of the first adjustment coefficient and the second adjustment coefficient yields the target adjustment coefficient, including: The first adjustment coefficient, the second adjustment coefficient, and the third adjustment coefficient are fused together to obtain the target adjustment coefficient.

[0016] In this embodiment, in addition to the first and second adjustment coefficients, a third adjustment coefficient corresponding to vehicle speed is introduced for fusion. This additionally reflects the influence of vehicle speed on the target lane change width, beyond the vehicle's lane change distance and the density of traffic behind it. This more accurately reflects the actual lateral displacement required for the vehicle to change lanes, improving the accuracy of the target lane change width. Furthermore, with a more accurate target lane change width, the success rate of vehicle lane changes is further improved.

[0017] Combining the first aspect and the above implementation methods, in some implementation methods of the first aspect, the first adjustment coefficient, the second adjustment coefficient, and the third adjustment coefficient are fused to obtain the target adjustment coefficient, including: The product of the first adjustment factor, the second adjustment factor, and the third adjustment factor is determined as the target adjustment factor; or, The target adjustment coefficient is obtained by weighting and fusing the first weight and first adjustment coefficient corresponding to the rear traffic density, the second weight and second adjustment coefficient corresponding to the lane change distance, and the third weight and third adjustment coefficient corresponding to the vehicle speed.

[0018] In the embodiments of this application, different methods are used to fuse the first adjustment coefficient, the second adjustment coefficient, and the third adjustment coefficient, which can adapt to different application scenarios and improve the flexibility of determining the target adjustment coefficient.

[0019] Combining the first aspect and the above implementation methods, in some implementation methods of the first aspect, the determination of the longitudinal lane change window based on the lane change distance includes: If the lane change distance is greater than or equal to the first preset distance, the initial lane change window of the vehicle is corrected in the future to obtain the longitudinal lane change window; If the lane change distance is less than the first preset distance but greater than or equal to the second preset distance, the initial lane change window of the vehicle is corrected in advance to obtain the longitudinal lane change window; The post-correction is used to move the starting lane change position of the initial lane change window closer to the target position; the pre-correction is used to move the ending lane change position of the initial lane change window further away from the target position.

[0020] In this embodiment, the initial lane change window of the vehicle is corrected in different directions by the length of the lane change distance, so that the longitudinal lane change window matches the actual lane change demand, avoiding the problem of the lane change window being fixed and causing the vehicle to change lanes too early or too late, and further improving the success rate of vehicle lane change.

[0021] In conjunction with the first aspect and the above implementation methods, in some implementations of the first aspect, the method further includes: Obtain the maximum and minimum lane change widths of the vehicle; The above-mentioned control of vehicles to change lanes to the target position based on the longitudinal lane change window and the target lane change width includes: Based on the maximum and minimum lane change widths, the target lane change width is limited to obtain the lane change width after the limit is set. Under the longitudinal lane change window, the vehicle is controlled to change lanes to the target position with the lane change width after the limit.

[0022] In this embodiment of the application, when obtaining the target lane change width, it is also necessary to consider the limitations of the vehicle's maximum and minimum lane change widths to avoid the target lane change width being too large or too small, which would affect the success rate and safety of the vehicle's lane change and improve the safety and success rate of the vehicle's lane change.

[0023] Secondly, this application provides a vehicle lane-changing device, the device comprising: The acquisition module is used to acquire the lane change distance and the traffic density behind the vehicle when a lane change requirement is detected. The lane change distance is used to represent the distance between the vehicle's position and the target position, and the target position is used to represent the road location where the lane change requirement exists. The processing module is used to determine the longitudinal lane change window and the target lane change width based on the lane change distance and the traffic density behind; and to control the vehicle to change lanes to the target position based on the longitudinal lane change window and the target lane change width.

[0024] Thirdly, this application provides a controller, including a storage module and a processing module. The storage module is used to store executable program code, and the processing module is used to call and run the executable program code from the storage module, causing the controller to execute the methods in the first aspect or any possible implementation of the first aspect.

[0025] Fourthly, this application provides a vehicle including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0026] Fifthly, this application provides a computer program product comprising: computer program code, which, when run on a computer, causes the computer to perform the method described in the first aspect or any possible implementation thereof.

[0027] Sixthly, this application provides a computer-readable storage medium storing computer program code that, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of a scenario for the vehicle lane-changing method provided in an embodiment of this application; Figure 2 This is a schematic flowchart of a vehicle lane-changing method provided in an embodiment of this application; Figure 3 This is a schematic diagram of the lane change window of a vehicle provided in an embodiment of this application; Figure 4 This is another schematic diagram of the lane change window of the vehicle provided in the embodiments of this application; Figure 5 This is another schematic diagram of the lane change window of a vehicle provided in the embodiments of this application; Figure 6 This is another schematic flowchart of a vehicle lane-changing method provided in the embodiments of this application; Figure 7 This is a schematic diagram of the vehicle lane-changing device provided in the embodiments of this application; Figure 8 This is a schematic diagram of the vehicle structure provided in the embodiments of this application. Detailed Implementation

[0029] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0030] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0031] With the rapid development of intelligent driving technology, Navigation on Autopilot (NOA) has become an indispensable driver assistance function in vehicles. NOA enables automatic lane changes when needed, improving the convenience and intelligence of lane changes. However, NOA typically uses fixed lane change data, which is overly rigid and difficult to adapt to complex and changing road environments, easily leading to lane change failures and even traffic accidents. Here, "vehicle" can refer to a vehicle equipped with NOA, such as at least one of the following: passenger car, commercial vehicle (e.g., taxi), or special vehicle. Lane change data can include a longitudinal lane change window and a lane change width. The longitudinal lane change window is the feasible spatial and temporal interval for the vehicle to change lanes, and the lane change width (also called the "lateral lane change window") is the lateral displacement required for the vehicle to change lanes. The longitudinal lane change window can include the lane change timing and lane change position. The lane change timing is the execution time of the lane change, and the lane change position is the required longitudinal distance range for the vehicle to change lanes.

[0032] For example, if the timing of a lane change is fixed when a vehicle needs to make a right turn, it may result in the vehicle changing lanes too early. After changing lanes, the vehicle may need to continue driving for a while before it can turn right. If the traffic density in the lane the vehicle is in is too high, the vehicle may need to change back to its original lane to escape the heavy traffic, and then make the right turn again from the original lane. This makes lane changing too cumbersome, reducing the success rate and efficiency of lane changes. Alternatively, if the timing of a lane change is fixed, it may result in the vehicle changing lanes too late, causing it to fail to complete the right turn in time, miss the right turn opportunity, and deviate from the planned route, which is detrimental to normal traffic flow. Or, if the lane width is fixed when a vehicle needs to make a right turn, it may be difficult for the vehicle to smoothly enter the right turn lane when the traffic density is too high, resulting in a failed lane change and missing the right turn opportunity.

[0033] Figure 1 This is a schematic diagram of a vehicle lane-changing method provided in an embodiment of this application.

[0034] For example, such as Figure 1 As shown, Figure 1This includes vehicle 101, lane 102, lane 103, and lane 104. Vehicle 101 is traveling in lane 102.

[0035] When vehicle 101 is traveling in lane 102, if it needs to change lanes to lane 103 to make a right turn, if fixed lane change data is used for the lane change, the timing and / or width of the lane change may not match the actual driving environment of the vehicle, resulting in the failure of the lane change.

[0036] In view of this, this application proposes a vehicle lane changing method and a vehicle. Through the embodiments of this application, when a vehicle changes lanes, it does not directly use fixed lane changing data, but takes into account the influence of the lane changing distance and the traffic density of the following vehicles on the difficulty of lane changing. The longitudinal lane changing window and the target lane changing width are dynamically adjusted by the lane changing distance and the traffic density of the following vehicles to adapt to the complex and ever-changing road environment, thereby improving the success rate of vehicle lane changing.

[0037] The following is combined with Figures 2 to 6 The vehicle lane-changing method provided in the embodiments of this application will be described in detail.

[0038] Figure 2 This is a flowchart illustrating a vehicle lane-changing method provided in an embodiment of this application. The method can be implemented by a vehicle (e.g., Figure 1 The vehicle 101 in the vehicle executes the command, or the controller in the vehicle executes the command.

[0039] For example, such as Figure 2 As shown, the method 200 includes the following implementation process: S210, when a vehicle is detected to have a lane-changing requirement, obtains the lane-changing distance of the vehicle and the traffic density behind it.

[0040] Lane change requests can refer to the need for a vehicle to change lanes to turn or avoid an obstacle. For example, a vehicle may need to change lanes from the middle lane to the right to make a right turn, or it may need to change lanes from the left lane to the middle lane to avoid an obstacle ahead. It should be understood that a lane change essentially means a change in the vehicle's driving lane. The lane the vehicle was in before the lane change is different from the lane it is in after the lane change. For example, the vehicle was in lane 1 before the lane change and is now in lane 2 after the lane change; lane 1 and lane 2 are different lanes.

[0041] The lane change distance represents the distance between the vehicle's current position and the target position; it is the longitudinal distance the vehicle can use for a lane change. The target position represents the road location where a lane change is required. The vehicle's position is its current location on the road; this can be the front position, the center position of the vehicle, or the rear position. Figure 3As shown, road location A is a right-turn intersection. When a vehicle needs to turn right, road location A is a road location where a lane change is required. Also, when the vehicle is in road location B, the longitudinal distance D between road location B and road location A is the lane change distance. Furthermore, the lane the target location is in is different from the lane the vehicle is currently in. For example, the vehicle is currently in lane 1, and the target location is in lane 3; lane 1 and lane 3 are different lanes.

[0042] For example, when a vehicle is powered on, it can be detected whether the vehicle is in motion. While in motion, it can be detected whether the vehicle needs to change lanes. When a lane change is needed, to improve the success rate, the lane change distance and the density of traffic behind the vehicle can be acquired in real time. These factors can then be used to control the vehicle's lane change to the target location. This is because the lane change distance is the remaining distance the vehicle has traveled before reaching the target location, reflecting the longitudinal space available for lane changing. A larger lane change distance indicates more maneuverable longitudinal space, making a successful lane change easier; conversely, a smaller lane change distance indicates more limited maneuverable longitudinal space, making a lane change more likely to fail. Therefore, the lane change distance needs to be considered when controlling lane changes. Furthermore, the density of traffic behind a vehicle reflects the degree of congestion. The greater the density of traffic behind a vehicle, the smaller the gap between vehicles, making it more difficult for vehicles to find suitable gaps when changing lanes and increasing the likelihood of lane change failure. Conversely, the smaller the density of traffic behind a vehicle, the larger the gap between vehicles, making it easier for vehicles to find suitable gaps when changing lanes and increasing the likelihood of successful lane change. Therefore, the density of traffic behind a vehicle needs to be considered when controlling lane changes.

[0043] When a vehicle is detected as not in motion, i.e., in a parked state, there is no need to change lanes; therefore, it is not necessary to obtain the vehicle's lane change distance and the traffic density behind it. Alternatively, if a vehicle is in motion but no lane change requirement is detected, it means that the vehicle can continue driving in its current lane without changing lanes; therefore, it is also not necessary to obtain the vehicle's lane change distance and the traffic density behind it.

[0044] Optionally, when a lane-changing need is detected, the system can check whether the Automatic Lane Change (NOA) is activated. When NOA is activated, it indicates that the vehicle has an automatic lane-changing function, which can automatically control the vehicle's lane change based on the acquired lane-changing distance and the density of traffic behind. When NOA is deactivated, it indicates that the vehicle does not have an automatic lane-changing function, and a lane-changing prompt message can be output to the driver to remind them to manually control the vehicle to change lanes. The lane-changing prompt message is used to prompt the driver to change lanes. The output method of the lane-changing prompt message can include at least one of the following: voice prompt, text prompt, pop-up prompt, etc.

[0045] Optionally, the vehicle is generally equipped with a navigation system and a high-precision positioning module, which can be used to locate the vehicle's position in real time.

[0046] Optionally, when the driver actively triggers the lane change function button in the vehicle, it can be confirmed that the vehicle has a lane change requirement. The lane change function button may include a turn signal or a lane change lever. Alternatively, when the driver's voice lane change command is detected, it can also be confirmed that the vehicle has a lane change requirement. The voice lane change command is used to instruct the vehicle to change lanes. Alternatively, when a target location is detected, it can also be confirmed that the vehicle has a lane change requirement. The target location can be at least one of the following road locations requiring a lane change: turning intersection, ramp entrance / exit, ramp exit, highway entrance / exit junction, overtaking position, obstacle avoidance point, etc.

[0047] For example, when the vehicle's navigation system is activated, it can identify whether a target location exists in the planned driving route. If a target location exists, it can be determined that the vehicle needs to change lanes at that location. Alternatively, when the vehicle's navigation system is not activated, an onboard camera or radar can detect whether a target location exists on the road ahead. If a target location exists, it can be determined that the vehicle needs to change lanes at that location.

[0048] Optionally, when a lane-changing requirement is detected, the coordinates of the vehicle's position and the target position can be collected, and the lane-changing distance can be calculated using these coordinates. Specifically, the longitudinal distance between the vehicle's position and the target position is calculated using the longitudinal coordinates of both positions, and this longitudinal distance is determined as the lane-changing distance. Alternatively, the Euclidean distance between the vehicle's position and the target position can be calculated using these coordinates, and this Euclidean distance is determined as the lane-changing distance. The methods for collecting the coordinates of the vehicle's position and the target position can include at least one of the following: a high-precision positioning module, the BeiDou satellite positioning system, and an inertial navigation unit.

[0049] The vehicle's rear traffic density represents the density of vehicles within a unit road length behind the vehicle, and vehicle density is positively correlated with rear traffic density. The rear traffic density can include the rear traffic density of the vehicle's current lane and the rear traffic density of adjacent lanes. Specifically, the average rear traffic density of the vehicle's current lane and adjacent lanes can be used as the overall rear traffic density of the vehicle. Adjacent lanes can refer to the vehicle's adjacent left lane and / or adjacent right lane. The unit road length can be 100m or 200m, etc., and this embodiment does not limit this.

[0050] Optionally, when a lane-changing request is detected, the number of vehicles within a unit length of road can be detected using the vehicle's camera and / or radar device, and this number can be used as the traffic density behind the vehicle. Alternatively, the number of vehicles within a unit length of road behind the vehicle can be queried using a high-precision map or navigation map, and this number can be used as the traffic density behind the vehicle.

[0051] S220 determines the longitudinal lane change window and target lane change width based on lane change distance and rear traffic density.

[0052] For example, when the lane change distance and the traffic density behind the vehicle are obtained, the longitudinal lane change window and the target lane change width corresponding to the lane change distance and the traffic density behind the vehicle can be determined. The longitudinal lane change window can represent the longitudinal space range that the vehicle can use when changing lanes, and the target lane change width represents the lateral displacement required by the vehicle when changing lanes (which can be called "lateral distance").

[0053] In one implementation, determining the longitudinal lane change window and the target lane change width based on the lane change distance and the traffic density behind includes: determining the longitudinal lane change window based on the lane change distance; and determining the target lane change width based on the lane change distance and the traffic density behind.

[0054] For example, when determining the longitudinal lane-change window for a vehicle, the lane-change distance can be used to determine the corresponding longitudinal lane-change window. This is because the smaller the lane-change distance, the smaller the longitudinal space available for the vehicle to change lanes. To avoid lane-change failure, the lane-change operation needs to be performed as early as possible, meaning the timing and position of the lane-change need to be determined earlier to allow sufficient time and space for the lane-change. Conversely, the larger the lane-change distance, the larger the longitudinal space available for the vehicle to change lanes. To avoid frequent or invalid lane changes, the lane-change operation can be appropriately delayed, meaning the timing and position of the lane-change can be postponed to wait for a better lane-change window. Therefore, the vehicle's lane-change distance needs to be considered when determining the longitudinal lane-change window.

[0055] Different lane-changing distances correspond to different longitudinal lane-changing windows, meaning there is a corresponding relationship between lane-changing distances and longitudinal lane-changing windows.

[0056] For example, when determining the target lane change width for a vehicle, the target lane change width corresponding to the traffic density behind the vehicle and / or the lane change distance can be determined. This is because the larger the lane change distance, the larger the longitudinal space available for the vehicle to change lanes, making it easier to successfully complete the lane change. The requirement for lateral lane change width is relatively relaxed; a narrower lateral lane change width is sufficient to meet the lateral displacement requirements. Conversely, the smaller the lane change distance, the smaller the longitudinal space available for the vehicle to change lanes, making it more prone to failure. The requirement for lateral lane change width is relatively strict; a wider lateral lane change width is needed to complete the lane change and meet the lateral displacement requirements. Therefore, the lane change distance must be considered when determining the target lane change width for a vehicle. Figure 4 As shown, when the lane-changing distance is large, the longitudinal space available for the vehicle to change lanes is also large. Vehicle 101 generally only needs to make slight adjustments to its direction, that is, the lateral offset of the vehicle body is small, to change lanes from lane 103 to lane 104. Furthermore, vehicle 101 can easily change lanes to the middle position of lane 104. Figure 5 As shown, when the lane change distance is small, the longitudinal space available for the vehicle to change lanes is small. Vehicle 101 generally needs to make a large adjustment to its direction, that is, the lateral offset of the vehicle body is large, in order to change lanes from lane 103 to lane 104. Furthermore, it is not easy for vehicle 101 to change lanes to the middle position of lane 104. At this time, as long as vehicle 101 changes lanes to the lane line of lane 104, it can be considered that the vehicle has successfully changed lanes, rather than needing to change lanes to the center of lane 104 to be considered to have successfully changed lanes.

[0057] Furthermore, a higher density of traffic behind a vehicle indicates smaller gaps between vehicles, making it more difficult to find suitable clearance when changing lanes, increasing the likelihood of lane change failure, and requiring a wider lateral lane change width to complete the change. Conversely, a lower density of traffic behind a vehicle indicates larger gaps between vehicles, making it easier to find suitable clearance and successfully complete the lane change, requiring less lateral lane change width; a narrower lateral lane change width is sufficient to meet the lateral displacement requirements. Therefore, the traffic density behind the vehicle must be considered when determining the target lane change width. Figure 4 As shown, when the traffic density behind a vehicle is low, the distance between vehicles is large, making it easier for vehicle 101 to find a gap when changing lanes. Vehicle 101 generally only needs to make slight adjustments to its direction, i.e., a small lateral offset, to change lanes from lane 103 to lane 104. Furthermore, vehicle 101 can more easily change lanes to the middle position of lane 104. Figure 5As shown, when the traffic density behind a vehicle is high, the distance between vehicles is small, and it is not easy for vehicle 101 to find a gap to cut in when changing lanes. Vehicle 101 generally needs to make a large adjustment to its direction, that is, the lateral offset of the vehicle body is large, in order to change lanes from lane 103 to lane 104. Furthermore, it is not easy for vehicle 101 to change lanes to the middle position of lane 104. At this time, as long as vehicle 101 changes lanes to the lane line of lane 104, it can be considered that the vehicle has successfully changed lanes, rather than needing to change lanes to the center of lane 104 to be considered to have successfully changed lanes.

[0058] Specifically, different lane-changing distances correspond to different target lane-changing widths, meaning there is a correlation between lane-changing distance and target lane-changing width, with a negative correlation between the two. Similarly, different rear traffic densities correspond to different target lane-changing widths, meaning there is a correlation between rear traffic density and target lane-changing width, with a positive correlation between the two.

[0059] In this embodiment, the longitudinal lane-change window required for a vehicle's lane-change is dynamically determined based on the vehicle's lane-change distance. This avoids the problems of fixed lane-change windows causing vehicles to change lanes too early or too late, and lane-change windows being too rigid to adapt to different lane-change distances. The longitudinal lane-change window determined by the vehicle's lane-change distance can adapt to different lane-change distances, better adapting to complex and changing road environments, thereby improving the success rate of lane-change. Furthermore, the target lane-change width required for a vehicle's lane-change is dynamically determined based on the vehicle's lane-change distance and the traffic density behind it. This avoids the problems of fixed lane-change widths causing vehicles to change lanes too wide or too narrow, and lane-change widths being too rigid to adapt to different road environments. The lane-change width determined by the vehicle's lane-change distance and the traffic density behind it can better adapt to complex and changing road environments, thereby improving the success rate of lane-change.

[0060] S230 controls the vehicle to change lanes to the target position based on the longitudinal lane change window and the target lane change width.

[0061] For example, when the longitudinal lane change window and the target lane change width of the vehicle are obtained, the vehicle can be controlled to change lanes to the target position under the longitudinal lane change window with the target lane change width, thereby realizing the vehicle lane change.

[0062] In such Figure 2In method 200, when a lane-changing request is detected, instead of directly using fixed lane-changing data, the method first acquires the vehicle's lane-changing distance and the traffic density behind it. This information is then used to determine the longitudinal lane-changing window and target lane-changing width for controlling the lane change. The lane-changing distance reflects the available longitudinal space for the vehicle to use; a larger distance provides more maneuverable space and makes a successful lane change easier. Conversely, a smaller distance restricts the available space and increases the likelihood of lane-changing failure. Similarly, the traffic density behind the vehicle reflects the congestion level. Higher traffic density makes it harder to find suitable gaps and increases the risk of lane-changing failure; lower traffic density makes it easier to find suitable gaps and successfully complete the lane change. It is evident that the lane-changing distance and the density of following vehicles are closely related to the ease of lane changing and significantly impact the success rate. Therefore, the longitudinal lane-changing window and target lane-changing width determined by the lane-changing distance and the density of following vehicles, compared to fixed lane-changing data, are more closely aligned with the road environment and better adapt to complex and changing road conditions, thereby improving the success rate of lane changes.

[0063] It should be noted that S210~S230 above is a simplified description of the vehicle lane-changing method provided in the embodiments of this application. The following will provide a more detailed explanation. Figure 2 The specific implementation methods shown in the embodiments are described in detail below: When executing S220, the initial lane change width of the vehicle is obtained; the above-mentioned determination of the target lane change width based on the lane change distance and the traffic density behind includes: determining the target adjustment coefficient based on the lane change distance and the traffic density behind; adjusting the initial lane change width based on the target adjustment coefficient to obtain the target lane change width.

[0064] For example, when determining the target lane change width, the initial lane change width of the vehicle can be obtained first. Specifically, the initial lane change width is determined by combining the lane width of the vehicle's current lane and the lane width of the target lane. The average width of the current lane width and the target lane width is used as the initial lane change width. That is, initial lane change width = .

[0065] Optionally, when a lane-changing request is detected, the lane width of the vehicle's current lane and the lane width of the target location's lane can be detected using the vehicle's camera and / or radar device. Alternatively, the lane width of the vehicle's current lane and the lane width of the target location can be queried using a high-precision map or navigation map.

[0066] Furthermore, by considering the vehicle's lane-change distance and / or the density of traffic behind it, an adjustment coefficient (which can be called the "target adjustment coefficient") is determined for the lane-change distance and / or the density of traffic behind it. This target adjustment coefficient is then used to adjust the initial lane-change width, for example, by increasing or decreasing it, resulting in an adjusted lane-change width. This adjusted lane-change width is then used as the target lane-change width. The product of the target adjustment coefficient and the initial lane-change width is determined as the target lane-change width. Since the vehicle's lane-change distance and / or the density of traffic behind it are considered when determining the target lane-change width, to reflect the impact of the vehicle's lane-change distance and / or the density of traffic behind it on the target lane-change width, a lane-change width adjustment coefficient (i.e., the target adjustment coefficient) can be determined first using the vehicle's lane-change distance and / or the density of traffic behind it. This target adjustment coefficient is then used to adjust the initial lane-change width accordingly, thereby more accurately reflecting the actual lateral displacement required for the vehicle's lane change. The target adjustment coefficient is used to adjust the vehicle's initial lane-change width.

[0067] Optionally, the target lane change width is determined based on the vehicle's initial lane change width, lane change distance, and / or rear traffic density. Specifically, a target adjustment coefficient is determined based on the lane change distance and / or rear traffic density; the target lane change width is then determined based on the target adjustment coefficient and the initial lane change width. More specifically, the initial lane change width is adjusted based on the target adjustment coefficient to obtain the target lane change width.

[0068] In this embodiment, a lane change width adjustment coefficient (i.e., a target adjustment coefficient) is determined by the vehicle's lane change distance and the traffic density behind it. This target adjustment coefficient is used to adjust the initial lane change width accordingly, thus reflecting the influence of the vehicle's lane change distance and the traffic density behind it on the target lane change width. This more accurately reflects the actual lateral displacement required for the vehicle to change lanes, improving the accuracy of the target lane change width. Furthermore, with a more accurate target lane change width, the success rate of vehicle lane changes is further improved.

[0069] In one implementation, determining the target adjustment coefficient based on the rear traffic density and lane change distance includes: determining a first adjustment coefficient based on the rear traffic density; determining a second adjustment coefficient based on the lane change distance; and fusing the first and second adjustment coefficients to obtain the target adjustment coefficient.

[0070] For example, when determining the target adjustment coefficient, the adjustment coefficient corresponding to the traffic flow density behind the vehicle (which can be called the "first adjustment coefficient") can be determined by the traffic flow density behind the vehicle. Since the traffic flow density behind the vehicle is taken into account when determining the target lane change width, in order to reflect the impact of the traffic flow density behind the vehicle on the target lane change width, a lane change width adjustment coefficient (i.e., the first adjustment coefficient) can be determined first by the traffic flow density behind the vehicle. This first adjustment coefficient can then be used to adjust the initial lane change width accordingly, thereby more accurately reflecting the actual lateral displacement required for the vehicle to change lanes. The first adjustment coefficient is used to adjust the initial lane change width of the vehicle.

[0071] And / or, determine an adjustment coefficient (which can be called the "second adjustment coefficient") corresponding to the lane change distance based on the vehicle's lane change distance. Since the vehicle's lane change distance is considered when determining the target lane change width, to reflect the impact of the vehicle's lane change distance on the target lane change width, a lane change width adjustment coefficient (i.e., the second adjustment coefficient) can be determined first based on the vehicle's lane change distance. This second adjustment coefficient can then be used to adjust the initial lane change width accordingly, thereby more accurately reflecting the actual lateral displacement required for the vehicle's lane change. The second adjustment coefficient is used to adjust the vehicle's initial lane change width.

[0072] Then, a target adjustment coefficient is determined based on the first adjustment coefficient and / or the second adjustment coefficient. Specifically, the first adjustment coefficient and the second adjustment coefficient are fused to obtain a fused adjustment coefficient, which is then used as the target adjustment coefficient. Alternatively, either the first adjustment coefficient or the second adjustment coefficient can be determined as the target adjustment coefficient.

[0073] The first adjustment coefficient varies depending on the density of traffic flow behind the vehicle, indicating a correlation between rear traffic density and the first adjustment coefficient. The rear traffic density is positively correlated with the first adjustment coefficient because a higher rear traffic density requires a wider lateral lane change width, necessitating an increase in the initial lane change width using the first adjustment coefficient. Conversely, a lower rear traffic density requires less lateral lane change width; a narrower lateral lane change width suffices. To ensure speed and safety during lane changes, the initial lane change width can be reduced using the first adjustment coefficient. Therefore, the rear traffic density is positively correlated with the first adjustment coefficient. Furthermore, the second adjustment coefficient varies depending on the lane change distance, indicating a correlation between the lane change distance and the second adjustment coefficient. The lane change distance is negatively correlated with the second adjustment coefficient. This is because the larger the lane change distance, the less lateral lane change width is needed to achieve the lane change; a narrower lateral lane change width is sufficient to meet the lateral displacement requirements. To ensure speed and safety during lane changes, the initial lane change width can be reduced using the second adjustment coefficient. Conversely, the smaller the lane change distance, the wider the lateral lane change width is required. Therefore, the initial lane change width needs to be increased using the second adjustment coefficient. Hence, the lane change distance is negatively correlated with the second adjustment coefficient.

[0074] In this embodiment, a lane change width adjustment coefficient (i.e., a first adjustment coefficient) is determined by the traffic density behind the vehicle, and a second adjustment coefficient (i.e., a lane change distance) is determined by the lane change distance of the vehicle. The target adjustment coefficient is obtained by combining the first and second adjustment coefficients. This reflects the influence of the traffic density behind the vehicle and the lane change distance on the target adjustment coefficient, and can more accurately reflect the actual lateral displacement required for the vehicle to change lanes, thus improving the accuracy of the target lane change width. Furthermore, based on a more accurate target lane change width, the success rate of vehicle lane changes is further improved.

[0075] Furthermore, the above-mentioned fusion of the first adjustment coefficient and the second adjustment coefficient to obtain the target adjustment coefficient includes: determining the product of the first adjustment coefficient and the second adjustment coefficient as the target adjustment coefficient; or, weighting and fusing the first weight and the first adjustment coefficient corresponding to the rear traffic density, and the second weight and the second adjustment coefficient corresponding to the lane change distance to obtain the target adjustment coefficient.

[0076] Optionally, the product of the first adjustment coefficient and the second adjustment coefficient is used as the fused adjustment coefficient, and the fused adjustment coefficient is determined as the target adjustment coefficient. The fused adjustment coefficient = the first adjustment coefficient × the second adjustment coefficient.

[0077] Optionally, first calculate the product 'a' between the first weight and the first adjustment coefficient corresponding to the rear traffic density of the vehicle, and then calculate the product 'b' between the second weight and the second adjustment coefficient corresponding to the lane change distance of the vehicle. The sum of products 'a' and 'b' is determined as the fused adjustment coefficient, and this fused adjustment coefficient is determined as the target adjustment coefficient. The fused adjustment coefficient = first weight corresponding to rear traffic density × first adjustment coefficient + second weight corresponding to lane change distance × second adjustment coefficient.

[0078] Optionally, when the product a or product b is obtained, the product a or product b is determined as the target adjustment coefficient.

[0079] It should be understood that there is a correlation between the first weight corresponding to the traffic density behind a vehicle and the traffic density behind the vehicle; the first weight and the traffic density behind the vehicle are positively correlated. Similarly, there is a correlation between the second weight corresponding to the lane change distance and the lane change distance; the second weight and the lane change distance are negatively correlated.

[0080] Optionally, a target adjustment coefficient is obtained based on a first weight and a first adjustment coefficient corresponding to the rear traffic density, and a second weight and a second adjustment coefficient corresponding to the lane change distance. Specifically, the target adjustment coefficient is obtained by weighted fusion of the first weight and the first adjustment coefficient corresponding to the rear traffic density, and the second weight and the second adjustment coefficient corresponding to the lane change distance.

[0081] In the embodiments of this application, different methods are used to fuse the first adjustment coefficient and the second adjustment coefficient, which can adapt to different application scenarios and improve the flexibility of determining the target adjustment coefficient.

[0082] In one implementation, the vehicle speed is obtained; based on the vehicle speed, a third adjustment coefficient is determined; the above-mentioned fusion of the first adjustment coefficient and the second adjustment coefficient to obtain the target adjustment coefficient includes: fusing the first adjustment coefficient, the second adjustment coefficient and the third adjustment coefficient to obtain the target adjustment coefficient.

[0083] For example, when determining the target adjustment coefficient, the vehicle speed can be used in real time, and the corresponding adjustment coefficient (which can be called the "third adjustment coefficient") can be determined based on the vehicle speed. Since the influence of vehicle speed on the target lane change width is considered in addition to the traffic density behind the vehicle and / or the lane change distance when determining the target lane change width, a lane change width adjustment coefficient (i.e., the third adjustment coefficient) can be determined first using the vehicle speed. This third adjustment coefficient can then be used to adjust the initial lane change width accordingly, thus more accurately reflecting the actual lateral displacement required for the vehicle to change lanes. The third adjustment coefficient is used to adjust the initial lane change width of the vehicle.

[0084] Then, a target adjustment coefficient is determined based on the first adjustment coefficient and / or the second adjustment coefficient, and the third adjustment coefficient. Specifically, the first adjustment coefficient and / or the second adjustment coefficient, and the third adjustment coefficient are fused to obtain a fused adjustment coefficient, and the fused adjustment coefficient is used as the target adjustment coefficient.

[0085] The third adjustment coefficient varies depending on the vehicle's speed, indicating a positive correlation between vehicle speed and the third adjustment coefficient. This is because vehicle speed affects the lateral displacement required for lane changing. Higher speeds result in lower controllability and a lower margin for error when changing lanes. To increase safety, the required lateral displacement increases, necessitating a wider lateral lane change width. Therefore, the third adjustment coefficient is used to amplify the initial lane change width. Conversely, lower speeds offer higher controllability and a higher margin for error when changing lanes, requiring less lateral displacement. A narrower lateral lane change width suffices. To increase efficiency, the third adjustment coefficient can be used to reduce the initial lane change width. Thus, vehicle speed and the third adjustment coefficient are positively correlated.

[0086] Optionally, vehicle speed can be acquired in real time via wheel speed sensors, a Global Positioning System (GPS) module, or a CAN bus. For example, wheel speed sensors can measure the rotational speed of the wheels and then calculate the vehicle speed using the wheel radius. A GPS module can directly provide the vehicle's ground speed. The CAN bus can obtain pre-calculated vehicle speed data from the vehicle's powertrain control unit or body control unit.

[0087] Optionally, the longitudinal lane change window and target lane change width are determined based on the vehicle's lane change distance and / or the traffic density behind it, as well as the vehicle's speed. Specifically, the longitudinal lane change window is determined based on the lane change distance; the target lane change width is determined based on the lane change distance and / or the traffic density behind it, as well as the vehicle's speed. More specifically, a target adjustment coefficient is determined based on the lane change distance and / or the traffic density behind it, as well as the vehicle's speed; the initial lane change width is adjusted based on the target adjustment coefficient to obtain the target lane change width. More specifically, a first adjustment coefficient (which can be called a "traffic flow scaling coefficient") is determined based on the traffic density behind it; and / or, a second adjustment coefficient (which can be called a "distance attenuation coefficient") is determined based on the lane change distance; a third adjustment coefficient (which can be called a "speed correction coefficient") is determined based on the vehicle speed; and the target adjustment coefficient is determined based on the first adjustment coefficient and / or the second adjustment coefficient, and the third adjustment coefficient.

[0088] In this embodiment, in addition to the first and second adjustment coefficients, a third adjustment coefficient corresponding to vehicle speed is introduced for fusion. This additionally reflects the influence of vehicle speed on the target lane change width, beyond the vehicle's lane change distance and the density of traffic behind it. This more accurately reflects the actual lateral displacement required for the vehicle to change lanes, improving the accuracy of the target lane change width. Furthermore, with a more accurate target lane change width, the success rate of vehicle lane changes is further improved.

[0089] Furthermore, the above-mentioned fusion of the first adjustment coefficient, the second adjustment coefficient, and the third adjustment coefficient to obtain the target adjustment coefficient includes: determining the target adjustment coefficient as the product of the first adjustment coefficient, the second adjustment coefficient, and the third adjustment coefficient; or, weighting and fusing the first weight and the first adjustment coefficient corresponding to the rear traffic density, the second weight and the second adjustment coefficient corresponding to the lane change distance, and the third weight and the third adjustment coefficient corresponding to the vehicle speed to obtain the target adjustment coefficient.

[0090] Optionally, the product of the first adjustment coefficient, the second adjustment coefficient, and the third adjustment coefficient is used as the fused adjustment coefficient, and this fused adjustment coefficient is determined as the target adjustment coefficient. The fused adjustment coefficient = first adjustment coefficient × second adjustment coefficient × third adjustment coefficient.

[0091] Optionally, the product of the first adjustment coefficient and the third adjustment coefficient is used as the fused adjustment coefficient, and this fused adjustment coefficient is determined as the target adjustment coefficient. The fused adjustment coefficient = first adjustment coefficient × third adjustment coefficient. Alternatively, the product of the second adjustment coefficient and the third adjustment coefficient is used as the fused adjustment coefficient, and this fused adjustment coefficient is determined as the target adjustment coefficient. The fused adjustment coefficient = second adjustment coefficient × third adjustment coefficient.

[0092] Optionally, first calculate the product 'a' between the first weight and the first adjustment coefficient corresponding to the rear traffic density of the vehicle; calculate the product 'b' between the second weight and the second adjustment coefficient corresponding to the lane change distance of the vehicle; and calculate the product 'c' between the third weight and the third adjustment coefficient corresponding to the vehicle speed. The sum of products 'a', 'b', and 'c' is determined as the fused adjustment coefficient, and this fused adjustment coefficient is determined as the target adjustment coefficient. The fused adjustment coefficient = first weight corresponding to rear traffic density × first adjustment coefficient + second weight corresponding to lane change distance × second adjustment coefficient + third weight corresponding to vehicle speed × third adjustment coefficient.

[0093] Optionally, upon obtaining product a or product b, and product c, the sum of products a and c is determined as the fused adjustment coefficient, and this fused adjustment coefficient is determined as the target adjustment coefficient. The fused adjustment coefficient = first weight corresponding to rear traffic density × first adjustment coefficient + third weight corresponding to vehicle speed × third adjustment coefficient. Alternatively, the sum of products b and c is determined as the fused adjustment coefficient, and this fused adjustment coefficient is determined as the target adjustment coefficient. The fused adjustment coefficient = second weight corresponding to lane change distance × second adjustment coefficient + third weight corresponding to vehicle speed × third adjustment coefficient.

[0094] It should be understood that there is a corresponding relationship between the third weight corresponding to the vehicle speed and the vehicle speed, and the third weight and the vehicle speed are positively correlated.

[0095] Optionally, a target adjustment coefficient is obtained based on a first weight and a first adjustment coefficient corresponding to the rear traffic density, and / or a second weight and a second adjustment coefficient corresponding to the lane change distance, and a third weight and a third adjustment coefficient corresponding to the vehicle speed. Specifically, the target adjustment coefficient is obtained by weighting and fusing the first weight and the first adjustment coefficient corresponding to the rear traffic density, and / or the second weight and the second adjustment coefficient corresponding to the lane change distance, and the third weight and the third adjustment coefficient corresponding to the vehicle speed.

[0096] In the embodiments of this application, different methods are used to fuse the first adjustment coefficient, the second adjustment coefficient, and the third adjustment coefficient, which can adapt to different application scenarios and improve the flexibility of determining the target adjustment coefficient.

[0097] In one implementation, determining the longitudinal lane change window based on the lane change distance includes: if the lane change distance is greater than or equal to a first preset distance, performing a post-correction on the vehicle's initial lane change window to obtain the longitudinal lane change window; if the lane change distance is less than the first preset distance but greater than or equal to a second preset distance, performing a pre-correction on the vehicle's initial lane change window to obtain the longitudinal lane change window.

[0098] Specifically, the post-correction adjustment moves the initial lane change position of the initial lane change window closer to the target position; the pre-correction adjustment moves the final lane change position of the initial lane change window further away from the target position. The initial lane change position is the starting position of the vehicle's lane change, and the final lane change position is the ending position of the vehicle's lane change. The final lane change position of the same lane change window is closer to the target position than the initial lane change position.

[0099] For example, when determining the longitudinal lane change window of a vehicle, the initial lane change window of the vehicle can be obtained first. The initial lane change window of the vehicle is generally a default fixed lane change window, which does not dynamically adjust with changes in the vehicle's driving environment, that is, it does not dynamically adjust with changes in the lane change distance of the vehicle, and does not consider the length of the lane change distance between the vehicle and the target position. This can easily lead to the vehicle changing lanes too early or too late, resulting in lane change failure.

[0100] Therefore, when determining the longitudinal lane-changing window for a vehicle, the relationship between the vehicle's lane-changing distance and different preset distances can be determined first. The longitudinal lane-changing window for the vehicle can then be determined based on this relationship.

[0101] If the vehicle's lane-changing distance is greater than or equal to the first preset distance, it indicates that the vehicle is far from the target location. Using the initial lane-changing window would lead to an premature lane-changing timing and position, increasing the likelihood of early lane changes. This could result in frequent or ineffective lane changes. Therefore, a post-correction adjustment is needed for the initial lane-changing window. This involves shifting the starting position of the initial lane-changing window closer to the target location to delay the lane-changing window. This ensures that the vehicle only executes the lane change when it is actually closer to the target location, thus avoiding the frequent adjustments caused by premature lane changes. In this case, the ending position of the initial lane-changing window is not post-corrected. That is, the ending position of the longitudinal lane-changing window is the same as the ending position of the initial lane-changing window, while the starting position of the longitudinal lane-changing window is closer to the target location than the starting position of the initial lane-changing window.

[0102] It should be noted that when the lane change distance of a vehicle is greater than or equal to the first preset distance, the initial lane change window is usually corrected to the starting lane change position, while the ending lane change position of the initial lane change window is generally not corrected. This avoids the problem that the vehicle cannot complete the lane change in time before reaching the target position due to the change of the ending lane change position, thus improving the success rate of lane change.

[0103] If the vehicle's lane-changing distance is less than the first preset distance but greater than or equal to the second preset distance, it indicates that the vehicle is at a suitable distance from the target position. However, to avoid changing lanes too late and failing to change lanes in time, the initial lane-changing window needs to be pre-corrected. This means shifting the end position of the initial lane-changing window to a side farther from the target position, thus advancing the lane-changing window and allowing the vehicle to execute the lane change when it is still far from the target position, thereby avoiding lane-changing failure due to late lane changing. In this case, the starting position of the initial lane-changing window is not pre-corrected; that is, the starting position of the longitudinal lane-changing window is the same as the starting position of the initial lane-changing window, while the ending position of the longitudinal lane-changing window is farther from the target position than the ending position of the initial lane-changing window.

[0104] It should be noted that when the lane change distance of a vehicle is less than the first preset distance but greater than or equal to the second preset distance, the initial lane change window is usually corrected to terminate the lane change position, while the starting lane change position of the initial lane change window is generally not corrected. This avoids the problem of the vehicle changing lanes too early due to the change of the starting lane change position, thereby improving the efficiency and success rate of lane changes.

[0105] When the vehicle's lane change distance is less than the second preset distance, it means that the vehicle is too close to the target position. In order to avoid the vehicle being unable to complete the lane change before reaching the target position, the vehicle can choose not to change lanes and continue driving in the current lane.

[0106] It should be understood that, in the embodiments of this application, along the driving direction of the vehicle, the side farther from the target position is defined as the front, and the side closer to the target position is defined as the rear.

[0107] Optionally, the initial lane change window of the vehicle is corrected based on the lane change distance to obtain a longitudinal lane change window. Specifically, if the lane change distance is greater than or equal to a first preset distance, the initial lane change window of the vehicle is corrected later to obtain a longitudinal lane change window; if the lane change distance is less than the first preset distance but greater than or equal to a second preset distance, the initial lane change window of the vehicle is corrected earlier to obtain a longitudinal lane change window.

[0108] The first preset distance is greater than the second preset distance. The first preset distance can represent the shortest distance for retroactive correction of the vehicle's initial lane change window, such as 200m or 220m, etc., which is not limited in this embodiment. The second preset distance can represent the shortest distance for pre-correction of the vehicle's initial lane change window, such as 80m or 100m, which is not limited in this embodiment. The first and second preset distances can be obtained through pre-configuration or real-vehicle testing and pre-stored in the vehicle's storage unit, or stored in a cloud server connected to the vehicle for easy retrieval by the vehicle at any time.

[0109] Optionally, when performing a backward or forward correction on the vehicle's initial lane change window, the target correction amount can be determined using the vehicle's lane change distance, either through linear interpolation or by looking up a table. This target correction amount is then used to correct the starting and / or ending lane change positions, resulting in the corrected lane change positions for each. There is a corresponding relationship between the vehicle's lane change distance and the target correction amount; they are positively correlated.

[0110] For example, the available lane-changing distance in the longitudinal lane-changing window is determined by the starting lane-changing position, the ending lane-changing position, and the target correction amount in the initial lane-changing window. Specifically, when the vehicle's lane-changing distance is greater than or equal to a first preset distance, the sum of the starting lane-changing position and the target correction amount in the initial lane-changing window is first calculated, and this sum is used as the corrected lane-changing position. Then, the distance difference between the ending lane-changing position in the initial lane-changing window and the corrected lane-changing position is calculated, and this distance difference is determined as the available lane-changing distance in the longitudinal lane-changing window. That is, the available lane-changing distance in the longitudinal lane-changing window = the ending lane-changing position in the initial lane-changing window - (the starting lane-changing position in the initial lane-changing window + the target correction amount). Furthermore, when obtaining the available lane-changing distance in the longitudinal lane-changing window, a minimum limit is set on the available lane-changing distance in the longitudinal lane-changing window to avoid the available lane-changing distance in the longitudinal lane-changing window being too small, resulting in insufficient space for the vehicle to complete the lane change.

[0111] Alternatively, if the vehicle's lane-changing distance is less than a first preset distance but greater than or equal to a second preset distance, first calculate the sum between the ending lane-changing position and the target correction amount in the initial lane-changing window. Use this sum as the corrected lane-changing position. Then calculate the distance difference between this sum and the starting lane-changing position in the initial lane-changing window. This distance difference is determined as the available lane-changing distance in the longitudinal lane-changing window. That is, the available lane-changing distance in the longitudinal lane-changing window = (ending lane-changing position in the initial lane-changing window + target correction amount) - starting lane-changing position in the initial lane-changing window. Furthermore, when obtaining the available lane-changing distance in the longitudinal lane-changing window, a maximum limit is applied to this available lane-changing distance to prevent the available lane-changing distance from being too large, which could lead to premature lane changes.

[0112] It should be understood that the end position of the longitudinal lane change window should not exceed the target position, so as to avoid the situation where the vehicle fails to change lanes and misses the exit or violates traffic rules when it reaches the target position.

[0113] Optionally, when performing a backward or forward correction on the initial lane change window, the vehicle speed can be considered. A correction coefficient (which can be called the "target correction coefficient") is determined based on the vehicle speed, and this target correction coefficient is used to perform a forward or backward correction on the initial lane change window, resulting in a corrected lane change window. This corrected lane change window is then used as the longitudinal lane change window. Specifically, the target correction coefficient is used to correct the starting or ending lane change position of the initial lane change window, resulting in the corrected lane change position corresponding to each of the starting or ending lane change positions. The product of the target correction coefficient and the coordinates of the starting or ending lane change position of the initial lane change window is used as the coordinates of the corrected lane change position corresponding to each of the starting or ending lane change positions. This is because, to ensure a successful lane change, the impact of vehicle speed on the longitudinal lane change window must be considered. Therefore, to reflect the influence of vehicle speed on the lane change window, a lane change window correction coefficient (i.e., a target correction coefficient) can be determined based on the vehicle speed. This target correction coefficient can then be used to make corresponding pre- or post-corrections to the initial lane change window, thus more accurately reflecting the lane change window required when a vehicle changes lanes. Specifically, the target correction coefficient is used to correct the vehicle's initial lane change window.

[0114] For example, the target correction coefficient corresponding to the vehicle speed is found in a preset correspondence. This preset correspondence represents the relationship between vehicle speed and the correction coefficient. Different vehicle speeds correspond to different target correction coefficients, meaning there is a correspondence between vehicle speed and the target correction coefficient. Furthermore, the higher the vehicle speed, the longer the required lane-change buffer distance. To prevent the vehicle from traveling too far during a lane change due to excessive speed, thus failing to complete the lane change upon reaching the target position, the target correction coefficient should be smaller. This reduces the correction range of the lane change window, preventing lane change failure due to excessive speed. Conversely, the lower the vehicle speed, the shorter the required lane-change buffer distance. To prevent the vehicle from traveling too far during a lane change due to insufficient speed, thus causing premature lane change, the target correction coefficient should be larger. This increases the correction range of the lane change window, preventing premature lane change due to insufficient speed. Therefore, vehicle speed and the target correction coefficient are negatively correlated.

[0115] Optionally, if the lane change distance of the vehicle is greater than or equal to a first preset distance, the initial lane change window can be retroactively corrected. This can also involve shifting the entire initial lane change window closer to the target position. Specifically, the retroactive correction can be used to shift both the starting and ending lane change positions of the initial lane change window closer to the target position, thus delaying the entire lane change window so that the vehicle only performs the lane change when it is actually closer to the target position. In this case, both the starting and ending lane change positions of the initial lane change window are retroactively corrected. That is, the starting and ending lane change positions of the longitudinal lane change window are not the same as those of the initial lane change window, and the starting and ending lane change positions of the longitudinal lane change window are closer to the target position than those of the initial lane change window.

[0116] Optionally, if the lane-changing distance of the vehicle is less than a first preset distance but greater than or equal to a second preset distance, the initial lane-changing window can be pre-corrected. This can also involve shifting the entire initial lane-changing window away from the target position. In other words, post-correction can also be used to shift both the starting and ending lane-changing positions of the initial lane-changing window away from the target position, thus advancing the entire lane-changing window and allowing the vehicle to perform a lane change when it is far from the target position. In this case, both the starting and ending lane-changing positions of the initial lane-changing window are pre-corrected. That is, the starting and ending lane-changing positions of the longitudinal lane-changing window are not the same as those of the initial lane-changing window, and the starting and ending lane-changing positions of the longitudinal lane-changing window are farther from the target position than those of the initial lane-changing window.

[0117] In this embodiment, the initial lane change window of the vehicle is corrected in different directions by the length of the lane change distance, so that the longitudinal lane change window matches the actual lane change demand, avoiding the problem of the lane change window being fixed and causing the vehicle to change lanes too early or too late, and further improving the success rate of vehicle lane change.

[0118] In one implementation, the maximum and minimum lane change widths of the vehicle are obtained; the above-mentioned control of the vehicle to change lanes to the target position based on the longitudinal lane change window and the target lane change width includes: limiting the target lane change width based on the maximum and minimum lane change widths to obtain the lane change width after the limit; and controlling the vehicle to change lanes to the target position with the lane change width after the limit under the longitudinal lane change window.

[0119] For example, when controlling a vehicle to change lanes to its target position, the maximum and minimum lane change widths corresponding to the vehicle can be obtained first. These maximum and minimum lane change widths can then be used to limit the target lane change width, resulting in a limited lane change width. This avoids situations where the target lane change width is too large, occupying too much lane space and causing a collision with other vehicles, or where the target lane change width is too small, resulting in insufficient lane width and preventing the vehicle from successfully changing lanes to the target lane, thus causing the lane change to fail.

[0120] Optionally, when the target lane change width is greater than the maximum lane change width, the maximum lane change width can be used to limit the target lane change width so that the lane change width after the limit is the maximum lane change width.

[0121] Optionally, when the target lane change width is less than the minimum lane change width, the minimum lane change width can be used to limit the target lane change width so that the lane change width after the limit is the minimum lane change width.

[0122] Optionally, when the target lane change width is greater than or equal to the minimum lane change width and less than or equal to the maximum lane change width, the target lane change width may not be limited, that is, the lane change width after the limit is still the target lane change width.

[0123] Furthermore, within the longitudinal lane change window, the vehicle is controlled to change lanes to the target position using the lane change width after the limit is set.

[0124] The maximum lane change width for a vehicle is the sum of the width of the lane the vehicle is currently in and the width of the lane the target location is in; that is, maximum lane change width = current lane width + target lane width. The minimum lane change width for a vehicle is its own width.

[0125] In this embodiment of the application, when obtaining the target lane change width, it is also necessary to consider the limitations of the vehicle's maximum and minimum lane change widths to avoid the target lane change width being too large or too small, which would affect the success rate and safety of the vehicle's lane change and improve the safety and success rate of the vehicle's lane change.

[0126] Figure 6 This is another schematic flowchart illustrating a vehicle lane-changing method provided in this application embodiment. The method can be implemented by a vehicle (e.g., Figure 1 The vehicle 101 in the vehicle executes the command, or the controller in the vehicle executes the command.

[0127] For example, such as Figure 6 As shown, the method 600 includes the following implementation process: S601, when a vehicle is detected to need to change lanes, obtains the lane change distance and the traffic density behind it.

[0128] Optionally, when the vehicle is powered on, if a lane change requirement is detected, the lane change distance and traffic density behind the vehicle can be obtained in real time to improve the success rate of the lane change.

[0129] Optionally, when the vehicle is powered on, needs to change lanes, and NOA is activated, the vehicle's navigation data and differential positioning (Real Positioning) can be read in real time. The vehicle's position is determined using Time Kinematic (RTK). Specifically, the target position ahead of the vehicle (e.g., a ramp exit) is identified using the vehicle's navigation data. The lane change distance (also known as the "effective remaining driving distance") between the vehicle and the target position is calculated using the coordinates of the target position, the coordinates of the vehicle's position, and the vehicle's driving direction (also known as the "driving heading").

[0130] Optionally, upon obtaining navigation data, the confidence level of the navigation data output by the navigation system can be used to determine whether the vehicle should change lanes. A high confidence level indicates accurate identification of the target position ahead, allowing the vehicle to continue with the lane change. A moderate confidence level suggests a slight error in the identification of the target position ahead; in this case, if the vehicle is already changing lanes, the current lane change will be completed, but no further lane changes will be executed. Conversely, a low confidence level indicates unreliable identification of the target position ahead, temporarily halting the lane change.

[0131] Furthermore, the actual distance condition of the vehicle is determined by the lane-change distance, and the longitudinal lane-change window of the vehicle is determined by the actual distance condition. Specifically, the actual distance condition of the vehicle is classified by comparing the lane-change distance with different distance ranges. There is at least one type of distance condition, such as an extremely short distance condition (which can be called an "extremely short ramp condition"), a short distance condition (which can be called a "critical short distance condition"), and a long distance condition. The distance range corresponding to the long distance condition is the first distance range, that is, a lane-change distance greater than or equal to a first preset distance; the distance range corresponding to the short distance condition is the second distance range, that is, a lane-change distance less than the first preset distance but greater than or equal to the second preset distance; the distance range corresponding to the extremely short distance condition is the third distance range, that is, a lane-change distance less than the second preset distance. For example, when the lane-change distance of the vehicle is greater than or equal to the first preset distance of 200m, it indicates that the vehicle's position is far from the target position, and the vehicle is in a long distance condition. When the vehicle's lane-change distance is greater than or equal to the second preset distance of 80m and less than the first preset distance of 200m, it indicates that the vehicle's position is relatively close to the target position, and the vehicle is in a short-distance operating condition. When the vehicle's lane-change distance is less than the second preset distance of 80m, it indicates that the vehicle's position is extremely close to the target position, and the vehicle is in an extremely short-distance operating condition. Furthermore, when the vehicle's distance operating condition is obtained, this distance operating condition can be tagged to facilitate the subsequent matching of the corresponding lane-change window.

[0132] When the distance conditions of the vehicle are obtained, the initial lane change window of the vehicle can be corrected before or after the distance conditions are obtained to obtain the corrected lane change window, and the corrected lane change window is used as the longitudinal lane change window of the vehicle.

[0133] For example, when the vehicle is in a long-distance driving condition, if NOA is activated (i.e., NOA is activated early), it indicates that the vehicle is likely to change lanes too early. Therefore, the initial lane change window needs to be adjusted later to obtain a longitudinal lane change window. Alternatively, when the vehicle is in a short-distance driving condition, if NOA is activated (i.e., activated midway), it indicates that the vehicle is likely to change lanes too late. Therefore, the initial lane change window needs to be adjusted earlier to obtain a longitudinal lane change window. Or, when the vehicle is in a very short-distance driving condition, if NOA is activated (i.e., activated urgently at close range), it indicates that the vehicle is changing lanes too late. In this case, to ensure driving safety, the vehicle may not need to change lanes.

[0134] Optionally, the driving scenario in which the vehicle is located can be detected and tagged to obtain scenario labels. For example, if the vehicle's navigation data indicates that a right turn is only required at the end of the road, the long-distance driving conditions in the middle can be tagged as main line driving conditions, and when the vehicle enters a ramp exit, the ramp exit can be tagged as a ramp merging driving condition, etc.

[0135] Optionally, when the target location is determined, the lane change request of the vehicle corresponding to the target location generally takes priority over the lane change request of the vehicle not corresponding to the target location. In this case, the lane change request of the vehicle not corresponding to the target location can be blocked, and only the lane change request of the vehicle corresponding to the target location can be retained to ensure that the vehicle can successfully change lanes to the target location.

[0136] S602, determines the longitudinal lane change window based on the lane change distance.

[0137] S603 determines the target lane change width based on the lane change distance and the traffic density behind.

[0138] It should be noted that when determining the target lane-changing width for a vehicle, the density of traffic behind it is taken into account. When the traffic density behind is low, the lane-changing width can be appropriately narrowed to shorten the lane-changing time and avoid the problem of slow lane-changing and low efficiency caused by using a fixed lane-changing width, i.e., a sluggish lane-changing action, thus improving the efficiency of lane-changing. Conversely, when the traffic density behind is high, the lane-changing width can be appropriately increased to provide more space for lane changing, avoiding the problem of insufficient lane-changing width preventing the vehicle from smoothly changing into the target lane, thereby improving the safety and success rate of lane-changing. Finally, when the traffic density behind is neither too high nor too low, a fixed lane-changing width can be used for lane changing.

[0139] Optionally, when determining the second adjustment coefficient based on the lane-changing distance of a vehicle, the lane-changing distance can first be divided into distance-related conditions, and then the second adjustment coefficient corresponding to each distance-related condition can be determined based on the distance range within that condition. Specifically, based on the distance range of the chosen condition, the second adjustment coefficient corresponding to that distance range is looked up in a preset relationship table, and this second adjustment coefficient is used as the second adjustment coefficient corresponding to the vehicle's lane-changing distance. The preset relationship table represents the correspondence between the distance range and the second adjustment coefficient. In extremely short-distance conditions, the lane-changing width is increased using the second adjustment coefficient; in short-distance conditions, the lane-changing width is adjusted proportionally or increased using the second adjustment coefficient; and in long-distance conditions, the lane-changing width is decreased using the second adjustment coefficient.

[0140] Optionally, when determining the third adjustment coefficient based on vehicle speed, the vehicle speed can first be divided into speed ranges, and then the third adjustment coefficient corresponding to the vehicle speed can be determined based on the speed range in which the vehicle speed falls. Specifically, based on the speed range in which the vehicle speed falls, the third adjustment coefficient corresponding to that speed range is looked up in a preset mapping table, and this third adjustment coefficient is used as the third adjustment coefficient corresponding to the vehicle speed. The preset mapping table represents the correspondence between speed ranges and the third adjustment coefficient. Furthermore, the speed range can include high-speed, medium-speed, and low-speed ranges. The lower limit of the high-speed range is greater than the upper limit of the medium-speed range, and the lower limit of the medium-speed range is lower than the upper limit of the low-speed range. For example, the high-speed range is greater than or equal to 60 km / h, the medium-speed range is greater than or equal to 30 km / h and less than 60 km / h, and the low-speed range is less than 30 km / h. In the high-speed range, the lane change width is increased by the third adjustment factor; in the medium-speed range, the lane change width is adjusted proportionally or increased by the third adjustment factor; in the low-speed range, the lane change width is decreased by the third adjustment factor.

[0141] For example, when the traffic density behind a vehicle is low, the vehicle's speed is high, and the lane-changing distance is long, the lane-changing width can be appropriately narrowed to prevent slow lane changes and improve lane-changing efficiency. Alternatively, when the traffic density behind a vehicle is high, the vehicle's speed is high, and the lane-changing distance is short, the lane-changing width can be significantly increased to improve lateral lane-changing space and prevent collisions due to insufficient space during high-speed lane changes, thereby improving the success rate and safety of lane changes.

[0142] Alternatively, when the vehicle speed is in the low-speed range and the lane-changing distance is extremely short, the lane-changing width can be increased to a width that allows the vehicle to successfully change lanes, thus avoiding the problem of the vehicle being unable to complete the lane change due to the short lane-changing distance and improving the success rate of the lane change.

[0143] Optionally, when the vehicle is in a long-distance operating condition, lane change commands can be temporarily disabled to avoid unnecessary lane change operations, and the vehicle can only be controlled to travel straight in the current lane. Furthermore, only a single longitudinal lane change window and target lane change width can be issued at any given time; multiple different longitudinal lane change windows and target lane change widths will not be generated simultaneously, thus avoiding lane change anomalies caused by conflicts in lane change windows and widths. Alternatively, during the lane change process, the currently determined longitudinal lane change window and target lane change width can be locked, preventing the issued lane change window and width from being recalculated or changed before the lane change is completed, thus avoiding loss of control due to parameter jumps during lane changes.

[0144] S604, based on the maximum lane change width and the minimum lane change width, limits the target lane change width to obtain the limited lane change width.

[0145] For example, when the target lane change width is obtained, the maximum lane change width and the minimum lane change width are used to limit the target lane change width, resulting in a limited lane change width. The limited lane change width is greater than or equal to the minimum lane change width, and less than or equal to the maximum lane change width.

[0146] S605, under the longitudinal lane change window, controls the vehicle to change lanes to the target position with the lane change width after the limit.

[0147] Optionally, when controlling lane changes, the density of traffic behind the vehicle can also be considered. A lower density of traffic behind the vehicle indicates fewer vehicles behind it, reducing the likelihood of a collision. In this case, the Time-To-Collision (TTC) threshold can be appropriately lowered to accelerate lane changes and improve efficiency. Conversely, a higher density of traffic behind the vehicle indicates more vehicles behind it, increasing the likelihood of a collision. In this case, the TTC threshold can be appropriately increased to allow for more time to avoid collisions and ensure the safety of lane changes.

[0148] Optionally, when controlling a vehicle to change lanes, the vehicle should only be controlled to change lanes when the same longitudinal lane change window and target lane change width are obtained for multiple consecutive frames, in order to avoid abnormal lane changes caused by a single misjudgment.

[0149] It should be understood that when calculating the longitudinal lane change window and the target lane change width, a multi-frame interpolation algorithm is used to avoid the problem of the longitudinal change window and the target lane change width jumping due to single-frame data fluctuations, which causes the vehicle to swing back and forth when changing lanes, thus improving the success rate and safety of vehicle lane changes.

[0150] It should be noted that, Figure 6 All relevant steps are in Figures 2 to 5 The corresponding embodiments are described in detail, and will not be repeated here.

[0151] It should be understood that the correspondence mentioned in the embodiments of this application can be obtained through pre-configuration or real vehicle testing, and can be pre-stored in the vehicle's storage unit or in a cloud server that communicates with the vehicle so that the vehicle can retrieve it at any time.

[0152] It should be understood that the above examples are provided to help those skilled in the art understand the embodiments of this application, and are not intended to limit the embodiments of this application to the specific values ​​or scenarios exemplified. Those skilled in the art can obviously make various equivalent modifications or variations based on the above examples, and such modifications or variations also fall within the scope of the embodiments of this application.

[0153] The above text combined Figures 1 to 6 The vehicle lane-changing method provided in the embodiments of this application is described in detail below; the following will be combined with Figure 7 and Figure 8 The apparatus embodiments of this application are described in detail below. It should be understood that the apparatus in the embodiments of this application can perform the various methods described in the foregoing embodiments of this application, that is, the specific working processes of the various products described below can be referred to the corresponding processes in the foregoing method embodiments.

[0154] Figure 7 This is a schematic diagram of the vehicle lane changing device provided in the embodiments of this application.

[0155] For example, such as Figure 7 As shown, the device 700 includes: The acquisition module 710 is used to acquire the lane change distance and the traffic density behind the vehicle when a lane change requirement is detected. The lane change distance is used to represent the distance between the vehicle's position and the target position, and the target position is used to represent the road position where the lane change requirement exists. The processing module 720 is used to determine the longitudinal lane change window and the target lane change width based on the lane change distance and the traffic density behind; and to control the vehicle to change lanes to the target position based on the longitudinal lane change window and the target lane change width.

[0156] In one possible implementation, the processing module 720 is specifically used for: Determine the longitudinal lane change window based on the lane change distance; The target lane change width is determined based on the lane change distance and the traffic density behind.

[0157] In one possible implementation, the acquisition module 710 is also used for: Obtain the initial lane change width of the vehicle; Processing module 720 is specifically used for: The target adjustment coefficient is determined based on the lane change distance and the traffic density behind. The initial lane change width is adjusted based on the target adjustment factor to obtain the target lane change width.

[0158] In one possible implementation, the processing module 720 is specifically used for: Determine the first adjustment coefficient based on the traffic density behind; The second adjustment factor is determined based on the lane change distance; The first adjustment factor and the second adjustment factor are combined to obtain the target adjustment factor.

[0159] In one possible implementation, the processing module 720 is specifically used for: The product of the first adjustment factor and the second adjustment factor is determined as the target adjustment factor; or, The target adjustment coefficient is obtained by weighting and fusing the first weight and first adjustment coefficient corresponding to the rear traffic density, and the second weight and second adjustment coefficient corresponding to the lane change distance.

[0160] In one possible implementation, the acquisition module 710 is also used for: Get the vehicle's speed; The third adjustment factor is determined based on vehicle speed; Processing module 720 is specifically used for: The first adjustment coefficient, the second adjustment coefficient, and the third adjustment coefficient are fused together to obtain the target adjustment coefficient.

[0161] In one possible implementation, the processing module 720 is specifically used for: The product of the first adjustment factor, the second adjustment factor, and the third adjustment factor is determined as the target adjustment factor; or, The target adjustment coefficient is obtained by weighting and fusing the first weight and first adjustment coefficient corresponding to the rear traffic density, the second weight and second adjustment coefficient corresponding to the lane change distance, and the third weight and third adjustment coefficient corresponding to the vehicle speed.

[0162] In one possible implementation, the processing module 720 is specifically used for: If the lane change distance is greater than or equal to the first preset distance, the initial lane change window of the vehicle is corrected in the future to obtain the longitudinal lane change window; If the lane change distance is less than the first preset distance but greater than or equal to the second preset distance, the initial lane change window of the vehicle is corrected in advance to obtain the longitudinal lane change window; The post-correction is used to move the starting lane change position of the initial lane change window closer to the target position; the pre-correction is used to move the ending lane change position of the initial lane change window further away from the target position.

[0163] In one possible implementation, the acquisition module 710 is also used for: Obtain the maximum and minimum lane change widths of the vehicle; Processing module 720 is specifically used for: Based on the maximum and minimum lane change widths, the target lane change width is limited to obtain the lane change width after the limit is set. Under the longitudinal lane change window, the vehicle is controlled to change lanes to the target position with the lane change width after the limit.

[0164] It should be noted that the aforementioned device 700 is embodied in the form of a functional module. The term "module" here can be implemented in software and / or hardware, without specific limitations.

[0165] For example, a "module" can be a software program, hardware circuit, or a combination of both that implements the above functions. Hardware circuits may include application-specific integrated circuits (ASICs), electronic circuits, processors (e.g., shared processors, proprietary processors, or combined processors) and memory for executing one or more software or firmware programs, combined logic circuits, and / or other suitable components that support the described functions.

[0166] Therefore, the modules of the various examples described in the embodiments of this application can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0167] Figure 8 This is a schematic diagram of the vehicle structure provided in the embodiments of this application.

[0168] For example, such as Figure 8 As shown, the vehicle 800 includes a memory 810 and a processor 820. The memory 810 stores executable program code 8101, and the processor 820 is used to call and execute the executable program code 8101 to perform a vehicle lane changing method.

[0169] This application can divide the vehicle into functional modules based on the above method example. For example, each module can correspond to a separate function module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0170] When each functional module is divided according to its corresponding function, the vehicle may include: an acquisition module and a processing module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

[0171] The vehicle provided in this application is used to perform the above-mentioned vehicle lane changing method, and thus can achieve the same effect as the above-mentioned implementation method.

[0172] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's movements. The storage module is used to support the vehicle in executing relevant program code and data.

[0173] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module may be a memory.

[0174] 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 any of the methods described in the foregoing embodiments. The computer-readable storage medium may include, but is not limited to, any type of disk, including floppy disks, optical disks, DVDs (Digital Video Discs), CD-ROMs (Compact Disc Read-Only Memory), microdrives, magneto-optical disks, ROMs (Read-Only Memory), RAMs (Random Access Memory), EPROMs (Erasable Programmable Read-Only Memory), EEPROMs (Electrically Erasable Programmable Read Only Memory), DRAMs (Dynamic Random Access Memory), VRAMs (Video Random Access Memory), flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0175] This application also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a vehicle lane-changing method as described in the above embodiments.

[0176] In addition, the vehicle provided in the embodiments of this application may specifically be a chip, component or module. The vehicle may include a connected processor and a memory. The memory is used to store instructions. When the vehicle is running, the processor may call and execute the instructions to make the chip execute a vehicle lane changing method in the above embodiments.

[0177] The vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0178] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0179] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0180] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for changing lanes for vehicles, characterized in that, The method includes: When a lane change requirement is detected, the lane change distance and the traffic density behind the vehicle are obtained, wherein the lane change distance is used to represent the distance between the vehicle's position and the target position, and the target position is used to represent the road location where the lane change requirement exists. Based on the lane change distance and the traffic density behind, determine the longitudinal lane change window and the target lane change width; Based on the longitudinal lane change window and the target lane change width, the vehicle is controlled to change lanes to the target position.

2. The method according to claim 1, characterized in that, The step of determining the longitudinal lane change window and target lane change width based on the lane change distance and the traffic density behind includes: The longitudinal lane change window is determined based on the lane change distance; The target lane change width is determined based on the lane change distance and the traffic density behind.

3. The method according to claim 2, characterized in that, The method further includes: Obtain the initial lane change width of the vehicle; Determining the target lane change width based on the lane change distance and the traffic density behind includes: Based on the lane change distance and the traffic density behind, the target adjustment coefficient is determined; The initial lane change width is adjusted based on the target adjustment coefficient to obtain the target lane change width.

4. The method according to claim 3, characterized in that, The determination of the target adjustment coefficient based on the rear traffic density and the lane change distance includes: Based on the rear traffic density, a first adjustment coefficient is determined; Based on the lane change distance, determine the second adjustment coefficient; The first adjustment coefficient and the second adjustment coefficient are fused to obtain the target adjustment coefficient.

5. The method according to claim 4, characterized in that, The step of fusing the first adjustment coefficient and the second adjustment coefficient to obtain the target adjustment coefficient includes: The product of the first adjustment coefficient and the second adjustment coefficient is determined as the target adjustment coefficient; or, The target adjustment coefficient is obtained by weighting and fusing the first weight and the first adjustment coefficient corresponding to the rear traffic density, and the second weight and the second adjustment coefficient corresponding to the lane change distance.

6. The method according to claim 4, characterized in that, The method further includes: Obtain the vehicle speed; Based on the vehicle speed, a third adjustment coefficient is determined; The step of fusing the first adjustment coefficient and the second adjustment coefficient to obtain the target adjustment coefficient includes: The first adjustment coefficient, the second adjustment coefficient, and the third adjustment coefficient are fused to obtain the target adjustment coefficient.

7. The method according to claim 6, characterized in that, The step of fusing the first adjustment coefficient, the second adjustment coefficient, and the third adjustment coefficient to obtain the target adjustment coefficient includes: The target adjustment coefficient is determined by multiplying the first adjustment coefficient, the second adjustment coefficient, and the third adjustment coefficient; or, The target adjustment coefficient is obtained by weighting and fusing the first weight and the first adjustment coefficient corresponding to the rear traffic density, the second weight and the second adjustment coefficient corresponding to the lane change distance, and the third weight and the third adjustment coefficient corresponding to the vehicle speed.

8. The method according to any one of claims 2 to 7, characterized in that, Determining the longitudinal lane change window based on the lane change distance includes: If the lane change distance is greater than or equal to a first preset distance, the initial lane change window of the vehicle is post-corrected to obtain the longitudinal lane change window; If the lane change distance is less than a first preset distance but greater than or equal to a second preset distance, the initial lane change window of the vehicle is pre-corrected to obtain the longitudinal lane change window; The post-correction is used to move the starting lane change position of the initial lane change window closer to the target position; the pre-correction is used to move the ending lane change position of the initial lane change window away from the target position.

9. The method according to any one of claims 1 to 7, characterized in that, The method further includes: Obtain the maximum and minimum lane change widths of the vehicle; The step of controlling the vehicle to change lanes to the target position based on the longitudinal lane change window and the target lane change width includes: Based on the maximum lane change width and the minimum lane change width, the target lane change width is limited to obtain the limited lane change width; Under the longitudinal lane change window, the vehicle is controlled to change lanes to the target position with the lane change width after the limit.

10. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 9.

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