A vehicle lane change control method and vehicle

Abstract

This application provides a vehicle lane change control method and a vehicle, which are applied to intelligent driving technology. The method includes: determining the vehicle's lane change state type, which includes a lane change standby state and a lane change execution state. In the lane change standby state, the vehicle is allowed to respond to lane change requests triggered by the navigation system; in the lane change execution state, the vehicle maintains the currently executing lane change operation and is prohibited from responding to lane change requests triggered by the navigation system. Based on the lane change state type, the method controls the vehicle to execute a target operation, which includes executing a lane change operation corresponding to the lane change request or maintaining the current lane change operation. Based on the execution result of the target operation, the method updates the vehicle's lane change state type. This solution ensures a good driving experience for the user and does not interfere with vehicles driving normally behind, eliminating safety hazards.

Description

Technical Field

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

[0002] With the rapid development of intelligent driving technology, the Navigate on Autopilot (NOA) system has been widely used in intelligent connected vehicles. Based on navigation route planning, the NOA system can autonomously complete driving tasks such as lane keeping, automatic lane changing and overtaking, and merging according to navigation on structured roads such as highways and urban expressways.

[0003] Currently, the NOA (Noise, Arrival, and Control) system uses an instantaneous response to navigation commands for lane change scheduling. Specifically, when the navigation route plan is updated and a new lane merging demand arises, the NOA system immediately adopts the latest received navigation command, interrupts any currently executing lateral control actions, and instantly switches to the target lane corresponding to the new command to execute the lane change. This instantaneous response lane change scheduling mechanism leads to frequent lane changes and swaying on the road, which not only affects the user's driving experience but also interferes with vehicles traveling normally behind, posing a safety hazard. Summary of the Invention

[0004] This application provides a vehicle lane change control method and a vehicle that can ensure the user's driving experience without interfering with vehicles driving normally behind, thus eliminating safety hazards.

[0005] Firstly, a vehicle lane change control method is provided, the method comprising: The vehicle's lane change status type is determined, which includes lane change standby status and lane change execution status. In the lane change standby status, the vehicle is allowed to respond to lane change requests triggered by the navigation system. In the lane change execution status, the vehicle maintains the currently executing lane change operation and is prohibited from responding to lane change requests triggered by the navigation system. Based on the lane change status type, control the vehicle to perform a target operation, which includes performing a lane change operation corresponding to the lane change request, or maintaining the current lane change operation; Based on the execution result of the target operation, update the lane change status type of the vehicle.

[0006] In the above technical solution, by determining the vehicle's lane change status type, two execution modes with completely different response rules—lane change standby state and lane change execution state—are clearly distinguished, thus achieving differentiated responses to lane change requests from the navigation system. Specifically, in the lane change standby state, the vehicle is allowed to respond to lane change requests triggered by the navigation system. In the lane change execution state, the vehicle maintains the currently executing lane change operation and is prohibited from responding to lane change requests triggered by the navigation system. This ensures that the vehicle will not interrupt its operation or switch targets due to navigation command updates during the lane change process, fundamentally eliminating the possibility of having to turn back midway through a lane change due to navigation command jumps. Based on this, the system controls the vehicle to perform the target operation according to the determined lane change state type. When the vehicle is in the lane change standby state, it performs the lane change operation corresponding to the lane change request. When the vehicle is in the lane change execution state, it maintains the current lane change operation, allowing the vehicle to perform operations that match its respective rules in different states. The system also updates the lane change state type based on the execution result of the target operation, ensuring that each lane change is executed as an uninterrupted and complete process from start to finish. This fundamentally eliminates frequent lane changes and swaying caused by sudden changes in navigation commands, ensuring a better user driving experience. At the same time, the vehicle's lane change trajectory is unidirectional, continuous, and predictable, avoiding interference with vehicles driving normally behind and eliminating safety hazards.

[0007] In conjunction with the first aspect, in some possible implementations, determining the lane change state type of the vehicle includes: Obtain the vehicle's steering wheel angle and lateral position deviation; If the steering wheel angle is less than or equal to a set angle threshold, the lateral position deviation is less than or equal to a set deviation threshold, and no lane change control command is detected, then the vehicle is determined to be in a lane change standby state. If the steering wheel angle is greater than the set angle threshold, the lateral position deviation is greater than the set deviation threshold, and a lane change control command being executed is detected, then it is determined that the vehicle is in a lane change execution state.

[0008] In the aforementioned technical solution, by acquiring the steering wheel angle and lateral position deviation in real time, and using set angle and deviation thresholds as quantitative criteria, combined with the detection of whether lane change control commands are being executed, the system can accurately distinguish whether the vehicle is in a stable straight-line standby state or in a state of lateral displacement execution. Specifically, the steering wheel angle and lateral position deviation cross-verify the vehicle's actual driving posture from both the driving operation and vehicle motion dimensions, while the lane change control command provides logical evidence from the system decision-making level. The joint judgment of these three factors avoids the risk of misjudgment caused by relying on only a single information source. It is understandable that in actual driving, the steering wheel does not always maintain absolute zero deflection; factors such as turning sections and road lateral slope can cause angle fluctuations or lateral position deviations. By introducing set angle and deviation thresholds, minor disturbances caused by road slope or minor directional adjustments during normal driving can be filtered out, ensuring accurate, stable, and infrequent transitions between the lane change standby state and the lane change execution state. This keeps the vehicle in a clearly controllable state throughout the entire lane change process, effectively guaranteeing the vehicle's driving smoothness and control continuity during lane changes.

[0009] In combination with the first aspect and the above implementation methods, in some possible implementation methods, controlling the vehicle to perform the target operation according to the lane change state type includes: When the vehicle is in the lane change standby state, in response to the lane change request triggered by the navigation system, the vehicle is controlled to perform a lane change operation corresponding to the lane change request; or... If the vehicle is in the lane change execution state, maintain the current lane change operation.

[0010] In the above technical solution, by enabling the vehicle to respond to navigation requests and perform corresponding lane change operations while in a lane change standby state, the vehicle can ensure timely lane changes according to the navigation-planned route, avoiding missing important intersections or affecting driving efficiency. By maintaining the current lane change operation while in lane change execution state, the vehicle is not disturbed by new requests temporarily triggered by the navigation system during the lane change process, ensuring the integrity and continuity of each lane change action from start to finish, and avoiding mid-lane change reversals or reverse lane changes caused by navigation command jumps. The two work together to enable the vehicle to respond promptly to navigation lane change requests during normal driving, while maintaining stable lateral movement in a single direction during the lane change process. This ensures the accuracy of navigation following and eliminates the left-right swaying lane change behavior caused by frequent navigation jumps, improving the user's driving experience and driving safety.

[0011] In combination with the first aspect and the above implementation methods, in some possible implementation methods, updating the lane change state type of the vehicle based on the execution result of the target operation includes: If it is detected that the lane change operation corresponding to the lane change request has been completed, or the current lane change operation has been completed, then the lane change status type of the vehicle is updated to lane change standby status.

[0012] In the above technical solution, by detecting whether the lane change operation has been completed, and updating the vehicle state from the lane change execution state to the lane change standby state when a lane change operation corresponding to the lane change request is detected or the current lane change operation is completed, the vehicle can promptly exit the lane change execution state after each lane change operation, restoring its responsiveness to subsequent lane change requests from the navigation system. This mechanism ensures both uninterrupted continuity during lane change execution and timely recovery of the state after lane change, avoiding missing subsequent navigation instructions due to prolonged stay in the execution state. It allows the vehicle to seamlessly transition to the next lane change task, ensuring continuity and timely state switching between multiple lane changes.

[0013] In combination with the first aspect and the above implementation methods, in some possible implementation methods, controlling the vehicle to perform the target operation according to the lane change state type includes: When the vehicle is in the lane change standby state, in response to the lane change request triggered by the navigation system, a precondition check is performed; If the prerequisite verification passes, the lane change operation corresponding to the lane change request is executed.

[0014] In the above technical solution, when the vehicle is in a lane change standby state, it responds to the lane change request triggered by the navigation system by performing a precondition check, and only executes the lane change operation corresponding to the lane change request if the precondition check passes. This avoids the vehicle changing lanes back and forth and the safety hazards caused by invalid lane change requests directly triggering lateral movements.

[0015] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the precondition verification includes: Obtain the lane line attributes of the target side of the vehicle, where the target side is the lane change direction corresponding to the lane change request; If the lane line attribute of the target side is a solid line, then the prerequisite verification is determined to fail. If the lane line attribute on the target side is a dashed line, then the prerequisite verification is deemed to have passed.

[0016] The aforementioned technical solution can acquire the target lane line attributes before initiating a lane change, allowing the lane change operation only when the target lane line is a dashed line, ensuring that the vehicle's lane change behavior always complies with the traffic safety regulations. When the target lane line is a solid line, no lane change intention or lateral movement is generated, eliminating illegal lane changes over solid lines at the source and avoiding the risks of traffic violations, penalties, and collisions. It also avoids the need for vehicles to brake suddenly or make sharp turns due to failed lane changes over solid lines, effectively improving driving comfort and safety.

[0017] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the precondition verification includes: Obtain traffic density information of the adjacent lanes on the target side, where the target side is the lane change direction corresponding to the lane change request; If the traffic density information meets the set lane change requirements, then the precondition verification is deemed to have passed. If the traffic density information does not meet the set lane change requirements, the precondition verification is deemed to have failed.

[0018] In the aforementioned technical solution, by acquiring traffic density information of the adjacent lanes on the target side and determining whether they meet the set lane-change requirements, the vehicle can accurately assess the actual traffic conditions of the adjacent lanes on the target side before initiating a lane change. A lane change is only permitted when there is a sufficient safe gap to enter the adjacent lanes on the target side and the safe lane-change conditions are met. If the traffic flow in the adjacent lanes on the target side is dense and there is no safe space to enter, the lane-change request is directly rejected and the vehicle remains in the current lane. This mechanism prevents vehicles from forcibly changing lanes when there is no safe space, eliminating dangerous driving behaviors such as sudden braking and large steering wheel movements caused by failed forced lane changes. It also avoids the risk of sudden interference and collisions to vehicles traveling normally in the adjacent lanes on the target side caused by forced lane cutting, thus improving the safety and reliability of lane-change operations.

[0019] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the execution of the lane-changing operation corresponding to the lane-changing request includes: If it is determined that the target lane corresponding to the lane change request is separated from the lane where the vehicle is currently located by multiple lanes, then multiple single-lane lane change tasks are generated. Based on the lane change direction corresponding to the lane change request, the lane change operations corresponding to the multiple single-lane lane change tasks are executed sequentially.

[0020] In the aforementioned technical solution, by determining whether there are multiple lanes between the target lane and the current lane, and when there are multiple lanes, the multi-lane lane change is broken down into multiple single-lane lane change tasks. These tasks are executed sequentially based on the lane change direction. This prevents the vehicle from generating a large lateral trajectory that directly crosses from the current lane to the target lane all at once. Instead, the long lateral movement is decomposed into multiple short, single-lane lateral movements, with each segment involving only one lane change to the adjacent lane. This results in a smoother, more gradual lane change trajectory, avoiding abrupt path changes and drastic changes in vehicle posture caused by a single large lateral movement. Furthermore, it ensures that the vehicle remains in a stable, centered state after each lane change segment before entering the next, guaranteeing the orderliness and controllability of the entire lane change process. This improves driving smoothness and comfort in multi-lane lane change scenarios and makes the vehicle's trajectory easier for surrounding vehicles to predict, reducing interference with traffic flow.

[0021] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the execution of the lane-changing operation corresponding to the lane-changing request includes: If a reverse drift trend is detected when the vehicle performs a lane change operation corresponding to the lane change request, the reverse drift trend is suppressed so that the vehicle continues to move in the lane change direction corresponding to the lane change request.

[0022] In the aforementioned technical solution, by detecting and suppressing any reverse deviation trend during a lane-changing operation, the vehicle can resist various interference factors that could cause it to deviate from the current lane-changing direction, ensuring that the vehicle continues to move in the lane-changing direction corresponding to the lane-changing request. This mechanism effectively avoids problems such as directional confusion, trajectory regression, or swaying during lane changes caused by unsuppressed reverse deviation trends, ensuring the consistency and stability of the lane-changing trajectory, enabling the lane-changing action to be smoothly executed in the predetermined direction, and improving the reliability and ride smoothness of lane-changing operations.

[0023] Secondly, a vehicle control device is provided, the device comprising: A determination module is used to determine the lane change state type of the vehicle. The lane change state type includes a lane change standby state and a lane change execution state. In the lane change standby state, the vehicle is allowed to respond to lane change requests triggered by the navigation system. In the lane change execution state, the vehicle maintains the currently executing lane change operation and is prohibited from responding to lane change requests triggered by the navigation system. The control module is used to control the vehicle to perform a target operation according to the lane change state type. The target operation includes performing a lane change operation corresponding to the lane change request or maintaining the current lane change operation. The update module is used to update the lane change status type of the vehicle based on the execution result of the target operation.

[0024] In conjunction with the second aspect, in some possible implementations, the determining module is specifically used to: acquire the vehicle's steering wheel angle and lateral position deviation; if the steering wheel angle is less than or equal to a set angle threshold, the lateral position deviation is less than or equal to a set deviation threshold, and no lane change control command is detected, then the vehicle is determined to be in a lane change standby state; if the steering wheel angle is greater than the set angle threshold, the lateral position deviation is greater than the set deviation threshold, and a lane change control command is detected, then the vehicle is determined to be in a lane change execution state.

[0025] In conjunction with the second aspect, in some possible implementations, the control module is specifically used to: when the vehicle is in the lane change standby state, respond to the lane change request triggered by the navigation system, and control the vehicle to perform a lane change operation corresponding to the lane change request; or, when the vehicle is in the lane change execution state, maintain the current lane change operation.

[0026] In conjunction with the second aspect, in some possible implementations, the update module is specifically used to: if it is detected that the lane change operation corresponding to the lane change request has been completed, or the current lane change operation has been completed, then update the lane change status type of the vehicle to lane change standby status.

[0027] In conjunction with the second aspect, in some possible implementations, the control module is further configured to: when the vehicle is in the lane change standby state, respond to a lane change request triggered by the navigation system and perform a precondition check; if the precondition check passes, then perform the lane change operation corresponding to the lane change request. Obtain the lane line attributes of the target side of the vehicle, where the target side is the lane change direction corresponding to the lane change request; if the lane line attribute of the target side is a solid line, then the precondition check fails; if the lane line attribute of the target side is a dashed line, then the precondition check passes. Obtain traffic flow density information of the adjacent lanes on the target side, where the target side is the lane change direction corresponding to the lane change request; if the traffic flow density information meets the set lane change requirements, then the precondition check passes; if the traffic flow density information does not meet the set lane change requirements, then the precondition check fails.

[0028] In conjunction with the second aspect, in some possible implementations, the control module is further configured to: if it is determined that there are multiple lanes between the target lane corresponding to the lane change request and the lane where the vehicle is currently located, generate multiple single-lane lane change tasks; and, based on the lane change direction corresponding to the lane change request, sequentially execute lane change operations corresponding to the multiple single-lane lane change tasks. If a reverse offset trend is detected when the vehicle executes the lane change operation corresponding to the lane change request, the reverse offset trend is suppressed so that the vehicle continues to move along the lane change direction corresponding to the lane change request.

[0029] Thirdly, a vehicle is provided, comprising: a memory for storing executable program code; A processor for calling and running the executable program code from the memory.

[0030] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0031] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, 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

[0032] Figure 1 This is a flowchart of a vehicle lane change control method provided in an embodiment of this application; Figure 2 This is a schematic diagram illustrating the application of a vehicle lane change control method provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of a vehicle lane change control device provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0033] 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.

[0034] 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.

[0035] Currently, the NOA (Noise, Arrival, and Distance) system uses an immediate response to navigation commands. Specifically, when the vehicle's navigation system updates its route due to real-time traffic changes, route replanning, or driver-manual changes to the destination, and the new route plan generates a new lane change requirement (e.g., a lateral switch between adjacent lanes), the vehicle prioritizes the most recently received navigation command. At this point, regardless of whether the vehicle is currently in the process of changing lanes, the NOA system immediately interrupts the lane change operation and terminates any ongoing lateral control actions, including but not limited to steering wheel angle control and yaw rate adjustment. Subsequently, the NOA system immediately switches the control target to the lane indicated by the new navigation command and forcibly triggers the corresponding lane change operation. While this immediate response method ensures that the vehicle strictly follows the latest navigation guidance and avoids missing important intersections, it has significant drawbacks in practical applications. Specifically, because navigation signals may fluctuate frequently in complex road conditions due to real-time traffic information updates, map data matching errors, or route recalculation caused by positioning signal jumps, the NOA system is prone to receiving multiple different lane change commands in a short period of time. This causes the vehicle to make unnecessary back-and-forth lane changes between adjacent lanes, resulting in unstable vehicle posture. This unstable driving behavior leads to frequent lane changes and swaying on the road, which not only affects the user's driving experience but also interferes with vehicles traveling normally behind, posing a safety hazard. In view of this, this application provides a vehicle lane change control method.

[0036] Figure 1 This is a flowchart of a vehicle lane change control method provided in an embodiment of this application. Figure 1 As shown, the method includes: 101. Determine the vehicle's lane change status type. The lane change status types include lane change standby status and lane change execution status. In the lane change standby status, the vehicle is allowed to respond to lane change requests triggered by the navigation system. In the lane change execution status, the vehicle maintains the currently executing lane change operation and is prohibited from responding to lane change requests triggered by the navigation system.

[0037] 102. Based on the lane change status type, control the vehicle to perform the target operation. The target operation includes performing the lane change operation corresponding to the lane change request, or maintaining the current lane change operation.

[0038] 103. Based on the execution result of the target operation, update the vehicle's lane change status type.

[0039] It should be noted that the executing entity of this method is the vehicle controller, which can be a control unit in an assisted driving system that supports automatic lane changing, such as the controller in NOA, Navigate on Pilot (NOP), or Advanced Driver Assistance System (ADAS). This application does not limit the specific implementation form of the executing entity. As long as it has environmental perception, path planning, and vehicle lateral and longitudinal control capabilities, and can autonomously complete lane changing decisions and execution actions, it can be used as the executing entity of this method. For ease of description, the following embodiments use "system" as the executing entity to describe this solution in detail.

[0040] In practical applications, the first step is to determine the vehicle's lane-change status, which includes two types: lane-change standby and lane-change execution. Specifically, the system acquires the vehicle's steering wheel angle and lateral position deviation in real time. If the steering wheel angle is less than or equal to a set angle threshold, the lateral position deviation is less than or equal to a set deviation threshold, and no lane-change control command is detected, then the vehicle is determined to be in lane-change standby mode. If the steering wheel angle is greater than a set angle threshold, the lateral position deviation is greater than a set deviation threshold, and a lane-change control command is detected, then the vehicle is determined to be in lane-change execution mode.

[0041] The steering wheel angle is acquired in real time by a steering wheel angle sensor at a sampling frequency of 50Hz-100Hz (e.g., 50Hz, 75Hz, 100Hz, etc.). Lateral position deviation is calculated by fusing lane line recognition results from an onboard camera or millimeter-wave radar with the difference between the vehicle's current lateral coordinates and the target lane centerline. This deviation value is expressed in meters and undergoes low-pass filtering to suppress noise. Based on this, the angle threshold and deviation threshold can be dynamically calibrated according to vehicle model, speed, and road curvature. For example, when the vehicle speed is between 40km / h and 60km / h (e.g., 40km / h, 50km / h, 60km / h, etc.), the angle threshold can be set to ±5°, and the deviation threshold to 0.3m. When the vehicle speed is above 60km / h, the thresholds are adjusted to ±3° and 0.2m respectively to improve the sensitivity of lane change detection. When the vehicle speed is below 40km / h, the thresholds are adjusted to ±8° and 0.5m respectively to avoid frequent misjudgments.

[0042] Furthermore, the executing lane change control command can be detected in the following ways: Real-time monitoring of the issued lane change enable signal; when the valid flag of this signal is set to "1", it indicates that a lane change trajectory tracking command has been generated and issued, and the command has not yet been terminated or completed. Simultaneously, auxiliary verification is performed using the turn signal status. If the left or right turn signal is active (continuously flashing) and consistent with the lane change direction, the confidence in the command's validity can be enhanced; however, the turn signal is not the sole criterion to avoid false triggering when the driver manually activates the turn signal without initiating automatic lane change. Additionally, if the control command has switched from lane centering control to lateral offset control, and the absolute value of the vehicle's lateral acceleration is greater than 0.3 m / s², it is considered that an executing lane change control command exists. To avoid misjudgments caused by transient noise or signal jitter, all the above signals are filtered using a time window. For example, the valid state of the lane change enable signal must last for at least three consecutive cycles (e.g., 30ms-60ms) to be considered a valid command. If the command signal fails or the vehicle's lateral acceleration drops below 0.1 m / s² and remains below 0.1 m / s² for more than 200 ms, the lane change control command is determined to have been completed or cancelled.

[0043] In practice, if the steering wheel angle is less than or equal to the aforementioned set angle threshold, the lateral position deviation is less than or equal to the set deviation threshold, and no lane change control command is detected, then the vehicle is determined to be in a lane change standby state. At this time, the vehicle is driving steadily straight within the lane, the steering wheel is close to returning to center, the vehicle has not deviated from the lane center, and can normally respond to the lane change request from the navigation system. However, if the steering wheel angle is greater than the aforementioned set angle threshold, the lateral position deviation is greater than the set deviation threshold, and a lane change control command is detected, then the vehicle is determined to be in a lane change execution state. At this time, the vehicle is performing a lane change operation, the steering wheel is noticeably turned, and the vehicle has deviated from the original lane center.

[0044] By acquiring steering wheel angle and lateral position deviation in real time, and using set angle and deviation thresholds as quantitative criteria, combined with the detection of whether lane change control commands are being executed, the system can accurately distinguish whether the vehicle is in a stable straight-line standby state or in the process of executing lateral displacement. Steering wheel angle and lateral position deviation cross-verify the vehicle's actual driving posture from both driving operation and vehicle motion dimensions, while lane change control commands provide logical evidence from the system decision-making level. This combined judgment avoids the risk of misjudgment caused by relying on only a single information source. Understandably, in actual driving, the steering wheel does not always maintain absolute zero deflection; factors such as turning sections and road lateral slope can cause angle fluctuations or lateral position deviations. By introducing set angle and deviation thresholds, minor disturbances caused by road slope or minor directional adjustments during normal driving can be filtered out, ensuring accurate, stable, and infrequent transitions between lane change standby and lane change execution states. This keeps the vehicle under clear and controllable conditions throughout the entire lane change process, effectively guaranteeing driving smoothness and control continuity.

[0045] After determining the vehicle's lane change status type, the system controls the vehicle to perform the target operation based on the lane change status type. Specifically, when the vehicle is in a lane change standby state, the system responds to a lane change request triggered by the navigation system and controls the vehicle to perform the lane change operation corresponding to the lane change request; or, when the vehicle is in a lane change execution state, the system maintains the current lane change operation.

[0046] In practice, when the vehicle is in a lane-change standby state, the system monitors lane-change requests triggered by the navigation system in real time. When the navigation system generates a new lane-change requirement due to route replanning, impending exit from the current road, or need to overtake a slower vehicle, the system receives the lane-change request and responds by controlling the vehicle to execute the corresponding lane-change operation. That is, the system issues the corresponding lane-change control signal according to the lane-change direction indicated by the navigation (left or right), and the steering actuator generates a lateral angle based on the signal, causing the vehicle to move laterally from the current lane to the target lane until the vehicle is fully in the target lane. For ease of understanding, for example, if a vehicle is currently traveling straight at a constant speed of 100 km / h in the leftmost lane of a highway, with the steering wheel straight and the lateral deviation close to zero, the system determines that the vehicle is in a lane-change standby state. At this time, the navigation system triggers a "change lanes to the right to the middle lane" request because a slower vehicle ahead needs to be overtaken. The system receives the request and responds by controlling the steering wheel to turn to the right and the vehicle to move laterally to the right until the vehicle is fully in the middle lane.

[0047] Furthermore, to avoid the safety hazards caused by vehicles changing lanes back and forth due to invalid lane change requests directly triggering lateral movements, when the vehicle is in a lane change standby state, the system responds to the lane change request triggered by the navigation system by immediately performing a precondition check, and only executes the lane change operation corresponding to the lane change request if the precondition check passes.

[0048] In practice, when the vehicle is in a lane-change standby state, the system continuously monitors lane-change requests triggered by the navigation system. When the navigation system generates a new lane-change requirement due to route replanning, impending exit from the current road, or need to overtake a slower vehicle, the system receives the lane-change request. However, it does not immediately execute the lane change upon receiving the request. Instead, it first performs a pre-condition check. If the pre-condition check passes, it plans a smooth lane-change trajectory, executes operations such as activating the turn signal and lateral control, and monitors surrounding risks in real time throughout the lane change process. In case of emergencies, it can interrupt and reverse the change. If the pre-condition check fails, the lane-change request is terminated directly without any steering action. This pre-condition check includes two aspects: determining the lane line attributes on the target side and determining the traffic density information of the adjacent lanes on the target side. The target side refers to the direction of the lane change request. For example, if the navigation request is to change lanes to the right, the target side is the right side; if the navigation request is to change lanes to the left, the target side is the left side.

[0049] As an optional implementation, the system obtains the lane line attributes of the target side of the vehicle, where the target side is the direction of the lane change to be performed corresponding to the lane change request; if the lane line attribute of the target side is a solid line, the precondition verification is determined to fail; if the lane line attribute of the target side is a dashed line, the precondition verification is determined to pass.

[0050] In practice, when a vehicle is in a lane-change standby state and receives a lane-change request triggered by the navigation system, the system obtains the lane line attributes on the target side. If the lane line attribute on the target side is a solid line, the precondition verification is deemed to have failed, the system rejects the lane-change request, prohibits the lane-change operation, and the vehicle continues to drive normally within the current lane. If the lane line attribute on the target side is a dashed line, the precondition verification is deemed to have passed, allowing the continuation of subsequent verification processes (e.g., continuing to perform traffic density information verification). It should be noted that passing the dashed line in this step only represents passing the spatial-level precondition verification, and does not mean that all precondition verifications have been completed. The vehicle still needs to pass verifications in other dimensions before it can finally execute the lane-change operation.

[0051] Obtaining the lane line attributes for the direction of the lane change request corresponding to the vehicle can be achieved in any of the following ways: Method 1: Achieve this through road surface image recognition. Specifically, a vehicle-mounted camera captures road surface images, and a deep learning model is used to perform object detection and segmentation on the images. Lane line pixel regions are segmented from the images, and a classification network is used to determine the lane line attributes based on the segmentation results. For example, probability distributions for color and line type are generated, and the attribute with the highest probability is taken as the result. The final output includes attributes such as color (white, yellow), line type (solid line, dashed line), and single / double line.

[0052] Method 2: Achieve this through high-precision map recognition. Specifically, if the vehicle has a high-precision map and centimeter-level positioning, lane line attributes can be directly obtained by recognizing the map data. The map engine interface can then be used to query the road segment where the vehicle is currently located, obtaining parameters such as the lane line's geometric coordinate sequence, color (white / yellow), line type (solid / dashed / double line), direction of travel (one-way / two-way), restrictions (e.g., bus-only, time-limited), and physical width. High-precision positioning is then used to project the vehicle's coordinates onto the map topology, ensuring that the selected lane line corresponds to the vehicle's actual lane location.

[0053] Method 3: Achieved through a combination of visual positioning and map data. Specifically, road surface images are captured by a camera, and features such as lane line edges are extracted. The lateral distance, longitudinal offset, and angle between the vehicle and adjacent lane lines are calculated in real time, outputting the relative position and attitude. The visually calculated relative distance is compared with the theoretical position of the lane lines in a high-precision map. Particle filtering or iterative nearest-point algorithms are used to eliminate visual accumulation errors and correct the vehicle's absolute positioning. Based on the matched map data, attributes such as the color, line type, and restriction information of the target lane line are extracted. Simultaneously, dynamic corrections are made based on temporary conditions detected in real time (such as road construction detours), ultimately accurately obtaining the attributes of the target lane line.

[0054] Based on the above, this solution can obtain the target lane line attributes before initiating a lane change. Lane change operations are only permitted when the target lane line is a dashed line, ensuring that vehicle lane change behavior always complies with road traffic safety regulations. When the target lane line is a solid line, no lane change intention or lateral movement is generated, eliminating illegal lane changes over solid lines at the source and avoiding traffic violation penalties and collision risks. It also avoids vehicles being forced to brake or make sharp turns due to failed lane changes over solid lines, effectively improving driving comfort and safety.

[0055] As another optional implementation, the system obtains the traffic flow density information of the adjacent lanes on the target side, where the target side is the direction to be changed lanes corresponding to the lane change request; if the traffic flow density information meets the set lane change requirements, the precondition verification is determined to be successful; if the traffic flow density information does not meet the set lane change requirements, the precondition verification is determined to be unsuccessful.

[0056] In practice, when the navigation system generates a new lane-change request due to route replanning, impending exit from the current road, or need to overtake a slower vehicle, the system first identifies the target side (i.e., the direction of the lane change) corresponding to the lane-change request, and then obtains the traffic density information of the adjacent lanes on the target side. Specifically: As one implementation method, the system can directly obtain traffic density information of the adjacent lanes on the target side.

[0057] As another implementation, the system can determine whether to obtain traffic density information of the adjacent lanes on the target side based on the current vehicle speed. Specifically, the system obtains the vehicle's current speed and compares it with a preset speed threshold. If the current speed is higher than the preset speed threshold, it indicates that the vehicle is in a normal driving state. In this case, the system performs traffic density verification using the safety gap standard corresponding to the higher speed, such as requiring a larger safety gap window in the adjacent lanes on the target side to ensure the safety of lane changes in high-speed scenarios. If the current speed is lower than or equal to the preset speed threshold, it indicates that the vehicle is in a low-speed queuing state, such as queuing at urban intersections or slow-moving traffic on congested highway sections. In this case, the system performs traffic density verification using the safety gap standard corresponding to the lower speed, such as appropriately relaxing the size requirements for the safety gap window. In both cases, the system initiates the traffic density verification process, obtains the traffic density information of the adjacent lanes on the target side, and determines whether the lane change conditions are met.

[0058] The traffic density information of the adjacent lanes on the target side can be obtained in the following ways: Method 1: Achieve this by acquiring real-time data from vehicle-mounted cameras and radar. Lane line recognition algorithms are used to obtain the boundaries of adjacent lanes, and target detection algorithms are used to identify vehicles in adjacent lanes. Based on radar or visual ranging, the longitudinal distance range between these vehicles and the current vehicle is determined. The number of vehicles within the field of view of that lane is counted, and this number is divided by the length of road occupied by these vehicles to obtain the vehicle density (vehicles / meter).

[0059] Method 2: Achieve this through vehicle-to-infrastructure (V2I) broadcasting. If fixed sensors are deployed on the roadside, their reported density data can be obtained through V2I. The roadside sensing units (including millimeter-wave radar and cameras) detect all targets within the covered road segment in real time, counting the number of targets in each lane and the road segment length separately. The average density per lane = number of targets in each lane / road segment length. After encapsulating the density data, it is broadcast outwards at a fixed frequency (e.g., 10Hz) via V2I. Upon receiving the message, vehicles extract the broadcast density of the corresponding road segment based on their location, using it as the density of the adjacent lanes of the target.

[0060] Method 3: Implementation via navigation system. The navigation system receives real-time trajectory points (such as speed, heading angle, timestamps, etc., with a sampling frequency greater than 1Hz) uploaded by all connected vehicles on the road segment. A map matching algorithm projects each trajectory point onto the road network to determine the lane and direction of travel for each vehicle. For the target road segment, the number of floating cars located in the adjacent lanes of the target detection is counted at a given moment. Based on the historical proportion of floating cars to actual vehicles for this road segment, the total number of actual vehicles is estimated. Vehicle density = total number of actual vehicles / target road segment.

[0061] After obtaining the aforementioned traffic density information, the system compares this information with preset lane change requirements. These preset requirements refer to the traffic flow conditions that allow safe lane changes, specifically including the vehicle density threshold and the safe gap threshold for interleaving within the effective range behind the vehicle in the adjacent lane on the target side. If the traffic flow in the adjacent lane on the target side is sparse, with the number of vehicles less than or equal to the preset density threshold, and there is a stable gap window greater than or equal to the preset safe gap threshold, then the traffic density information meets the preset lane change requirements, the precondition verification passes, and the system allows the lane change operation corresponding to the lane change request. If the traffic flow in the adjacent lane on the target side is dense, with the number of vehicles greater than the preset density threshold, or the interleaving gap is less than the preset safe gap threshold, then the traffic density information does not meet the preset lane change requirements, the precondition verification fails, the system rejects the lane change request, and the vehicle continues to queue slowly in its current lane without performing any lateral lane change actions.

[0062] To illustrate, consider the following example: Vehicles are queuing in the right-turn lane at a city intersection at 15 km / h. The navigation system, needing to proceed straight through the intersection, triggers a lane change request to "change lanes to the left-hand straight lane." The system identifies the target side as the left and detects that the current speed of 15 km / h is below a preset speed threshold (e.g., 30 km / h), determining that the vehicles are in a low-speed queue and initiating a traffic density check. The system uses radar and cameras to detect the vehicle distribution within a valid range (e.g., 50 meters) behind the vehicle in the adjacent left-hand lane. The detection results show that the left-hand straight lane is experiencing peak traffic, with vehicles densely packed together, one after another. There are 8 vehicles within 50 meters behind the vehicle, and the distance between vehicles is generally less than 5 meters, with no safe gaps for vehicles to weave in. If the system determines that the traffic density information does not meet the set lane change requirements (i.e., the number of vehicles exceeds a preset density threshold (e.g., 5 vehicles) and the available gap is less than a preset safety gap threshold (e.g., 15 meters), the precondition verification fails, the lane change request is rejected, the lane change intention is cleared, and the vehicle remains in the right-turn lane and continues to queue slowly without performing any lateral movement to change lanes to the left. For example, if vehicles are queuing slowly at 20 km / h in a congested section of a highway, and the navigation triggers a "change lanes to the right" request, the system detects that the traffic flow in the adjacent right lane is sparse, with only one vehicle within 50 meters behind, and a safe gap of up to 80 meters. The number of vehicles is less than the preset density threshold, and the available gap is greater than the preset safety gap threshold. The system determines that the traffic density information meets the set lane change requirements, the precondition verification passes, and the right lane change operation is allowed. The vehicle smoothly changes lanes to the right lane.

[0063] By acquiring traffic density information of the adjacent lanes on the target side and determining whether they meet the set lane-change requirements, the system can accurately assess the actual traffic conditions of the adjacent lanes before initiating a lane change. A lane change is only permitted when there is a sufficient safe window of opportunity in the adjacent lanes and the conditions for a safe lane change are met. If the traffic flow in the adjacent lanes is dense and there is no safe space to cut in, the lane change request is rejected, and the vehicle remains in its current lane. This mechanism prevents vehicles from forcibly changing lanes when there is no safe space, eliminating dangerous driving behaviors such as sudden braking and large steering wheel movements caused by failed forced lane changes. It also avoids the risk of sudden interference and collisions to vehicles traveling normally in the adjacent lanes due to forced lane cutting, thus improving the safety and reliability of lane-change operations.

[0064] It should be noted that the two aforementioned pre-verification methods (lane line attributes and traffic density information) can be used individually or in combination, and no limitation is made here.

[0065] After the precondition verification is passed, the lane change operation corresponding to the lane change request is executed. At this time, the vehicle is in the lane change execution state, and the system maintains the currently executing lane change operation. That is, responding to new lane change requests triggered by the navigation system is prohibited. The moment the vehicle enters the lane change execution state, the system locks the current target lane identifier and activates the reverse command blocking logic. Regardless of whether the navigation system temporarily updates the merging direction or pops up a reverse lane change request due to positioning drift, route recalculation, or changes in traffic information, the system temporarily blocks these new commands, does not respond, does not switch the target lane, continues to execute the lane change control signal, maintains the steering wheel angle in the current lane change direction, and controls the vehicle to continue to move laterally towards the target lane until the current lane change operation is completed. To make it easier to understand, let's take an example: a vehicle is changing lanes from the leftmost lane to the right into the middle lane. The steering wheel has already turned to the right and the front of the car has crossed the lane line. At this time, the system determines that the vehicle is in the process of changing lanes. Regardless of whether the navigation system triggers a new lane change request temporarily due to positioning drift or route recalculation (such as suddenly triggering a reverse request to "immediately change back to the leftmost lane"), the system will not respond. The steering wheel will remain in the right-turn direction, and the vehicle will continue to move laterally to the right until it is fully in the middle lane.

[0066] By enabling the vehicle to respond to navigation requests and perform corresponding lane change operations while in lane change standby mode, the system ensures that the vehicle can complete lane changes in a timely manner according to the navigation-planned route, avoiding missing important intersections or affecting driving efficiency. By maintaining the current lane change operation while in lane change execution mode, the vehicle is not disturbed by new requests triggered by the navigation system during the lane change process, ensuring the integrity and continuity of each lane change action from start to finish, and avoiding mid-lane reversals or reverse lane changes caused by navigation command jumps. These two aspects work together to allow the vehicle to respond promptly to navigation lane change requests during normal driving, while maintaining stable lateral movement in a single direction during lane changes. This ensures the accuracy of navigation following and eliminates the swaying lane change behavior caused by frequent navigation jumps, improving the user's driving experience and driving safety.

[0067] After the preconditions are verified, the system executes the lane change operation corresponding to the lane change request. When executing this lane change operation, the system first determines the relationship between the target lane corresponding to the lane change request and the vehicle's current lane. If the target lane and the current lane are adjacent lanes, meaning there are no other lanes between them, the system directly generates a lane change trajectory from the current lane to the target lane and controls the vehicle to perform a single lane change operation along this trajectory. If it is determined that there are multiple lanes between the target lane corresponding to the lane change request and the vehicle's current lane, multiple single-lane lane change tasks are generated; based on the lane change direction corresponding to the lane change request, the lane change operations corresponding to the multiple single-lane lane change tasks are executed sequentially.

[0068] In practical implementation, for example, Figure 2 As shown, assuming the vehicle is currently in the first lane and the target lane requested by the navigation is the third lane, the system generates multiple single-lane lane change tasks. Specifically, the system breaks down multi-lane lane change tasks into several sequentially executed subtasks. Each subtask corresponds to one lane change operation to an adjacent lane, and the total number of subtasks equals the total number of lanes that need to be crossed. For example, if a vehicle changes lanes from the first lane to the third lane, it needs to cross the second and third lanes, crossing a total of two lanes. The system then generates two single-lane lane change tasks: the first subtask is changing from the first lane to the second lane, and the second subtask is changing from the second lane to the third lane. After generating multiple single-lane lane change tasks, the system executes the lane change operations corresponding to each single-lane lane change task sequentially based on the lane change direction corresponding to the lane change request. That is, it executes each single-lane lane change task in sequence, moving from the current lane to the target lane, until all subtasks are completed and the vehicle finally enters the target lane indicated by the navigation request. If the lane change direction is right, the system sequentially changes lanes to the adjacent lane, then to the next adjacent lane, and so on. If the lane change direction is left, the system sequentially changes lanes to the adjacent lane, then to the next adjacent lane, and so on. After each single-lane lane change task is completed, the system confirms that the vehicle has fully entered the adjacent lane corresponding to that subtask and is stably centered before initiating the next single-lane lane change task. It should be noted that the above-mentioned precondition verification must be performed before executing each subtask. The subtask will only be executed if the precondition verification passes.

[0069] By determining whether there are multiple lanes separating the target lane from the current lane, and when multiple lanes are separated, lane changes across multiple lanes are broken down into multiple single-lane lane change tasks. These tasks are executed sequentially based on the lane change direction. This prevents the vehicle from generating a large lateral trajectory that directly crosses from the current lane to the target lane in one go. Instead, the long lateral movement is decomposed into multiple short, single-lane lateral movements, with each segment involving only one lane change to the adjacent lane. This results in a smoother, more gradual lane change trajectory, avoiding abrupt path changes and drastic changes in vehicle posture caused by a single large lateral movement. Furthermore, it ensures that the vehicle remains in a stable, centered position after each lane change segment before entering the next, guaranteeing the orderliness and controllability of the entire lane change process. This improves driving smoothness and comfort in multi-lane lane change scenarios, while also making the vehicle's trajectory easier for surrounding vehicles to predict, reducing interference with traffic flow.

[0070] Furthermore, during each single-lane lane change task, the system limits the maximum rate of change of the vehicle's lateral offset to ensure that the trajectory offset in a single frame does not exceed a preset offset threshold, thus preventing sudden changes in vehicle attitude due to excessive trajectory offset in a single frame. At the same time, the system calls the built-in fallback model to monitor the vehicle's driving status in real time (the fallback model is a combined lateral and longitudinal correction model in the vehicle chassis safety control system, whose function is to automatically output a correction torque opposite to the current lane change direction when it detects excessive lateral offset or abnormal vehicle attitude, in an attempt to pull the vehicle back to a stable state).

[0071] The system uses a fallback model to acquire real-time driving status parameters such as lateral acceleration, yaw rate, and steering wheel angle feedback during the current lane change process, and determines whether the vehicle is exhibiting a reverse drift trend based on these parameters. If a reverse drift trend is detected when the vehicle is performing a lane change operation corresponding to the lane change request, the reverse drift trend is suppressed so that the vehicle continues to move in the lane change direction corresponding to the lane change request.

[0072] In practice, during the lateral movement of the vehicle along the lane change direction, if the reverse correction torque output by the fallback model continuously increases, causing the vehicle's lateral acceleration to gradually decrease from a positive value (pointing towards the lane change direction) and approach zero, or if the yaw rate shows a change in sign opposite to the lane change direction, the system determines that the vehicle is exhibiting a tendency to rebound in the opposite direction to the lane change direction, i.e., a reverse deviation trend. At this time, the system generates a suppression command based on a preset reverse deviation suppression coefficient, and controls the vehicle to correct the deviation trend based on this suppression command, i.e., suppressing the output amplitude of the reverse correction torque, so that the amplitude of the reverse correction torque is weakened after being multiplied by a suppression coefficient less than 1, thereby allowing the vehicle to continue moving along the lane change direction corresponding to the lane change request, avoiding steering wheel counter-steering and trajectory swaying due to excessive reverse correction torque. After each lane change sub-task is completed, the system adds a preset number of frames to the trajectory anti-shake latching period, confirming that the vehicle has completely entered the adjacent lane corresponding to the sub-task, the lateral deviation has returned to zero, the steering wheel has returned to center, and the vehicle is stably centered, before starting the next single-lane lane change sub-task.

[0073] To facilitate understanding, an example is given below: Suppose a vehicle is currently traveling in the first lane of a highway. The navigation system triggers a lane change request to "change lanes to the third lane" because the vehicle needs to exit the highway ahead. The target lane is two lanes away from the current lane. The system determines that the target lane corresponding to this lane change request is not adjacent to the current lane, and generates two single-lane lane change sub-tasks: the first sub-task is to change lanes from the first lane to the second lane, and the second sub-task is to change lanes from the second lane to the third lane. The system first executes the first sub-task, controlling the steering wheel to turn right, and the vehicle moves laterally to the right from the first lane. During the execution of this single-lane lane change sub-task, the system monitors the lateral offset rate in real time and limits the single-frame trajectory offset within a preset offset threshold to ensure smooth lateral movement of the vehicle.

[0074] Simultaneously, the system uses a fallback model to acquire real-time driving status parameters such as lateral acceleration, yaw rate, and steering wheel angle feedback. During lane change, as the vehicle's lateral offset continues to increase, the fallback model detects excessive lateral acceleration and attempts to pull the steering wheel back to the left to maintain vehicle stability, outputting a counter-correction torque opposite to the current rightward lane change direction. The system, through the fallback model, observes that the lateral acceleration gradually decreases from a positive value to near zero, while the yaw rate shows a leftward change in sign, indicating that the vehicle is exhibiting a leftward rebounding tendency. At this point, the system generates a suppression command based on a preset counter-offset suppression coefficient (e.g., 0.3), reducing the amplitude of the counter-correction torque to 30% of its original value, preventing the steering wheel from being pulled back significantly to the left, and allowing the vehicle to continue moving laterally to the right until it fully enters the second lane. Once the vehicle has fully entered the second lane and the steering wheel is centered, with lateral deviation reduced to zero, the system adds a preset number of frames (e.g., 2 to 3 frames) to the trajectory stabilization latch period. After confirming the vehicle is stably centered, the second sub-task is executed: changing lanes from the second lane to the third lane. During the execution of the second sub-task, the system also goes through the processes of limiting the maximum rate of change of lateral deviation, using a fallback model to monitor driving state parameters to determine the reverse deviation trend and suppress the reverse correction torque, and finally performing stabilization latch. Ultimately, the vehicle smoothly enters the third lane, completing this multi-lane lane change task.

[0075] By detecting and suppressing any reverse drift tendency during a lane change, the system enables the vehicle to resist various interference factors that could cause it to deviate from its current lane change direction, ensuring that the vehicle continues to move in the lane change direction corresponding to the request. This mechanism effectively avoids problems such as directional confusion, trajectory regression, or swaying during lane changes caused by unsuppressed reverse drift tendencies, guaranteeing the consistency and stability of the lane change trajectory. This ensures that the lane change operation is completed smoothly in the predetermined direction, improving the reliability and ride comfort of the lane change operation.

[0076] It should be noted that during the execution of the lane change operation corresponding to the lane change request or the current lane change operation, the system continuously monitors the execution result of the lane change operation. Specifically, if it is detected that the lane change operation corresponding to the lane change request has been completed or the current lane change operation has been completed, the vehicle's lane change status type will be updated to lane change standby status.

[0077] In practical applications, the system continuously monitors the execution results of the target operation. This monitoring process runs through the entire lane change operation. That is, the system continuously monitors whether the vehicle meets the conditions for completing the lane change, such as whether the vehicle has fully entered the target lane, whether the trajectory has been re-centered, whether the steering wheel has been straightened, and whether the lateral position deviation has been reduced to zero.

[0078] When the system detects that the lane change operation corresponding to the lane change request has been completed, that is, the lane change initiated by the vehicle in response to the navigation request from the lane change standby state has been successfully completed, the vehicle's lane change status type is updated from the current lane change execution state to lane change standby state. Specifically, after issuing the lane change control signal, the system continuously acquires information such as the vehicle's lateral position deviation, steering wheel angle, and lane centering status. When the absolute value of the lateral position deviation is less than or equal to a preset deviation threshold, the steering wheel angle is less than or equal to a preset angle threshold, and the vehicle trajectory is stable on the center line of the target lane, the system determines that the lane change operation has been completed, and then switches the vehicle status from the lane change execution state back to the lane change standby state.

[0079] Similarly, when the system detects that the current lane change operation has been completed—that is, the lane change operation maintained by the vehicle in the lane change execution state has been successfully completed—the system updates the vehicle's lane change status from lane change execution state to lane change standby state. The "current lane change operation" here covers two situations: first, a single lane change operation, where the vehicle is performing a lane change to an adjacent lane; second, a single-lane lane change sub-task within a multi-lane lane change operation. When this sub-task is completed, the vehicle status also switches from lane change execution state back to lane change standby state, so that the next lane change task can be re-evaluated and triggered in the standby state. In the lane change execution state, regardless of whether the vehicle is performing a single lane change operation or a sub-task within a multi-lane lane change operation, once the completion of the current lane change operation is detected, the system performs the same status update action, switching the vehicle status back to lane change standby state.

[0080] Once the vehicle status switches back to lane change standby mode, the system rereads the latest navigation route information. If there is a new lane change requirement, the complete response and pre-verification process is retried. If there is no longer a lane change requirement in the navigation, the vehicle continues to drive straight while in standby mode.

[0081] By detecting whether a lane change operation has been completed, and updating the vehicle's status from lane change execution state to lane change standby state when a lane change operation corresponding to the lane change request is detected or the current lane change operation is completed, the vehicle can promptly exit the lane change execution state after each lane change operation, restoring its responsiveness to subsequent lane change requests from the navigation system. This mechanism ensures both uninterrupted continuity during lane change execution and timely recovery of the state after lane change, preventing the vehicle from missing subsequent navigation instructions due to prolonged stay in the execution state. It allows the vehicle to seamlessly transition to the next lane change task, guaranteeing continuity and timely state switching between multiple lane changes.

[0082] Based on the above, the vehicle lane change control method provided in this application determines the vehicle's lane change state type and clearly distinguishes between two execution modes with completely different response rules: lane change standby state and lane change execution state. This achieves differentiated responses to lane change requests from the navigation system. Specifically, in the lane change standby state, the vehicle is allowed to respond to lane change requests triggered by the navigation system. In the lane change execution state, the vehicle maintains the currently executing lane change operation and is prohibited from responding to lane change requests triggered by the navigation system. This ensures that the vehicle will not interrupt its operation or switch targets due to navigation command updates during the lane change process, thus fundamentally eliminating the possibility of having to turn back due to navigation command jumps during the lane change. Based on this, the system controls the vehicle to perform the target operation according to the determined lane change state type. When the vehicle is in the lane change standby state, it performs the lane change operation corresponding to the lane change request. When the vehicle is in the lane change execution state, it maintains the current lane change operation, allowing the vehicle to perform operations that match its respective rules in different states. The system also updates the lane change state type based on the execution result of the target operation, ensuring that each lane change is executed as an uninterrupted and complete process from start to finish. This fundamentally eliminates frequent lane changes and swaying caused by sudden changes in navigation commands, ensuring a better user driving experience. At the same time, the vehicle's lane change trajectory is unidirectional, continuous, and predictable, avoiding interference with vehicles driving normally behind and eliminating safety hazards.

[0083] Figure 3 This is a schematic diagram of the structure of a vehicle lane change control device provided in an embodiment of this application, as shown below. Figure 3 As shown, the device includes: a determination module 301, a control module 302, and an update module 303.

[0084] The determining module 301 is used to determine the lane change state type of the vehicle. The lane change state type includes a lane change standby state and a lane change execution state. In the lane change standby state, the vehicle is allowed to respond to lane change requests triggered by the navigation system. In the lane change execution state, the vehicle maintains the currently executing lane change operation and is prohibited from responding to lane change requests triggered by the navigation system. Control module 302 is used to control the vehicle to perform a target operation according to the lane change state type. The target operation includes performing a lane change operation corresponding to the lane change request or maintaining the current lane change operation. The update module 303 is used to update the lane change status type of the vehicle based on the execution result of the target operation.

[0085] In one possible implementation, the determining module 301 is specifically used to: acquire the steering wheel angle and lateral position deviation of the vehicle; if the steering wheel angle is less than or equal to a set angle threshold, the lateral position deviation is less than or equal to a set deviation threshold, and no lane change control command is detected, then the vehicle is determined to be in a lane change standby state; if the steering wheel angle is greater than the set angle threshold, the lateral position deviation is greater than the set deviation threshold, and a lane change control command is detected, then the vehicle is determined to be in a lane change execution state.

[0086] In one possible implementation, the control module 302 is specifically used to: when the vehicle is in the lane change standby state, respond to the lane change request triggered by the navigation system, control the vehicle to perform a lane change operation corresponding to the lane change request; or, when the vehicle is in the lane change execution state, maintain the current lane change operation.

[0087] In one possible implementation, the update module 303 is specifically used to: if it is detected that the lane change operation corresponding to the lane change request has been completed, or the current lane change operation has been completed, then update the lane change status type of the vehicle to lane change standby status.

[0088] In one possible implementation, the control module 302 is further configured to: when the vehicle is in the lane change standby state, respond to a lane change request triggered by the navigation system and perform a precondition check; if the precondition check passes, then perform the lane change operation corresponding to the lane change request. The control module acquires the lane line attributes of the target side of the vehicle, where the target side is the lane change direction corresponding to the lane change request; if the lane line attribute of the target side is a solid line, then the precondition check fails; if the lane line attribute of the target side is a dashed line, then the precondition check passes. The control module acquires the traffic flow density information of the adjacent lanes on the target side, where the target side is the lane change direction corresponding to the lane change request; if the traffic flow density information meets the set lane change requirements, then the precondition check passes; if the traffic flow density information does not meet the set lane change requirements, then the precondition check fails.

[0089] In one possible implementation, the control module 302 is further configured to: if it is determined that there are multiple lanes between the target lane corresponding to the lane change request and the lane where the vehicle is currently located, generate multiple single-lane lane change tasks; and execute lane change operations corresponding to the multiple single-lane lane change tasks sequentially based on the lane change direction corresponding to the lane change request. If a reverse offset trend is detected when the vehicle executes the lane change operation corresponding to the lane change request, the reverse offset trend is suppressed so that the vehicle continues to move along the lane change direction corresponding to the lane change request.

[0090] This application also provides a vehicle. Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0091] Typically, vehicle 400 includes one or more processors 401 and one or more memories 402.

[0092] Processor 401 may include one or more processing cores, such as a quad-core processor, an octa-core processor, etc. Processor 401 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 401 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 401 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 401 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0093] Memory 402 may include one or more computer-readable storage media, which may be non-transitory. Memory 402 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in memory 402 are used to store at least one computer program, which is executed by processor 401 to implement the method provided in the method embodiments of this application.

[0094] Those skilled in the art will understand that Figure 4 The structure shown does not constitute a limitation on vehicle 400 and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0095] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute the vehicle lane change control method provided in the above embodiments.

[0096] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the vehicle lane change control method provided in the above embodiment.

[0097] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement the vehicle lane change control method provided in the above embodiment.

[0098] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0099] 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.

[0100] 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 apparatus, 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 apparatuses or units may be electrical, mechanical, or other forms.

[0101] 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 vehicle lane change control method, characterized in that, include: The vehicle's lane change status type is determined, which includes lane change standby status and lane change execution status. In the lane change standby status, the vehicle is allowed to respond to lane change requests triggered by the navigation system. In the lane change execution status, the vehicle maintains the currently executing lane change operation and is prohibited from responding to lane change requests triggered by the navigation system. Based on the lane change status type, control the vehicle to perform a target operation, which includes performing a lane change operation corresponding to the lane change request, or maintaining the current lane change operation; Based on the execution result of the target operation, update the lane change status type of the vehicle.

2. The method according to claim 1, characterized in that, The determination of the vehicle's lane change status type includes: Obtain the vehicle's steering wheel angle and lateral position deviation; If the steering wheel angle is less than or equal to a set angle threshold, the lateral position deviation is less than or equal to a set deviation threshold, and no lane change control command is detected, then the vehicle is determined to be in a lane change standby state. If the steering wheel angle is greater than the set angle threshold, the lateral position deviation is greater than the set deviation threshold, and a lane change control command being executed is detected, then it is determined that the vehicle is in a lane change execution state.

3. The method according to claim 1, characterized in that, The step of controlling the vehicle to perform a target operation based on the lane change state type includes: When the vehicle is in the lane change standby state, in response to the lane change request triggered by the navigation system, the vehicle is controlled to perform a lane change operation corresponding to the lane change request; or... If the vehicle is in the lane change execution state, maintain the current lane change operation.

4. The method according to claim 3, characterized in that, The step of updating the vehicle's lane change status type based on the execution result of the target operation includes: If it is detected that the lane change operation corresponding to the lane change request has been completed, or the current lane change operation has been completed, then the lane change status type of the vehicle is updated to lane change standby status.

5. The method according to claim 1, characterized in that, The step of controlling the vehicle to perform the target operation based on the lane change state type includes: When the vehicle is in the lane change standby state, in response to the lane change request triggered by the navigation system, a precondition check is performed; If the prerequisite verification passes, the lane change operation corresponding to the lane change request is executed.

6. The method according to claim 5, characterized in that, The precondition verification includes: Obtain the lane line attributes of the target side of the vehicle, where the target side is the lane change direction corresponding to the lane change request; If the lane line attribute of the target side is a solid line, then the prerequisite verification is determined to fail. If the lane line attribute on the target side is a dashed line, then the prerequisite verification is deemed to have passed.

7. The method according to claim 5, characterized in that, The precondition verification includes: Obtain traffic density information of the adjacent lanes on the target side, where the target side is the lane change direction corresponding to the lane change request; If the traffic density information meets the set lane change requirements, then the precondition verification is deemed to have passed. If the traffic density information does not meet the set lane change requirements, the precondition verification is deemed to have failed.

8. The method according to claim 1, characterized in that, The execution of the lane change operation corresponding to the lane change request includes: If it is determined that the target lane corresponding to the lane change request is separated from the lane where the vehicle is currently located by multiple lanes, then multiple single-lane lane change tasks are generated. Based on the lane change direction corresponding to the lane change request, the lane change operations corresponding to the multiple single-lane lane change tasks are executed sequentially.

9. The method according to any one of claims 1-8, characterized in that, The execution of the lane change operation corresponding to the lane change request includes: If a reverse drift trend is detected when the vehicle performs a lane change operation corresponding to the lane change request, the reverse drift trend is suppressed so that the vehicle continues to move in the lane change direction corresponding to the lane change request.

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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