Lane changing control method and apparatus for vehicles, vehicle, and storage medium

Abstract

A lane changing control method and apparatus for vehicles, a vehicle, and a storage medium. The method comprises: acquiring road environment information; on the basis of the road environment information, determining a first target lane changing point for a traffic congestion condition and a second target lane changing point for a long solid line; marking a ramp starting point for a ramp, and on the basis of the ramp starting point, the first target lane changing point and the second target lane changing point, determining the latest lane changing point for the current traveling lane; on the basis of the direction of the ramp, determining the number of lane changes required for a vehicle to travel on the current traveling lane and a lane changing distance required for the vehicle to travel when completing one lane change, and using the number of lane changes and the lane changing distance to determine a decision distance threshold; and on the basis of the latest lane changing point and the decision distance threshold, controlling the vehicle to change a lane. Therefore, the latest lane changing point of the current traveling lane is calculated on the basis of traffic state information and long solid line information, thereby reducing the probability of lane changing failures caused by the presence of traffic congestion and long solid lines in front of ramps, and improving the success rate of controlling vehicles to enter ramp-side lanes.

Description

Vehicle lane changing control method and device, vehicle and storage medium

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to and the benefit of the filing date of Chinese Patent Application No. 202410840073.5, filed on June 26, 2024, and is hereby incorporated by reference in its entirety. TECHNICAL FIELD

[0003] The present application relates to the technical field of automatic driving, in particular to a vehicle lane changing control method, a vehicle lane changing control device, a vehicle and a computer readable storage medium. BACKGROUND

[0004] Automatic driving technology can greatly reduce the driving burden of drivers, improve traffic efficiency and reduce the incidence of traffic accidents, so people's dependence and expectations for it are getting higher and higher. Automatic driving technology detects the surrounding environment in real time through radar, camera and other vehicle-mounted sensors, and uses the information of navigation maps and high-precision maps to make systematic decisions and plans, automatically control the steering wheel, brake and throttle of the vehicle, realize automatic lane changing, single-lane cruising and other functions, and increase the safety, comfort and efficiency of vehicle driving. Automatic lane changing is the key to realize point-to-point full-automatic driving. In the driving path, the off-ramp of the main road is a high-frequency and difficult scene, and the success rate of the off-ramp is the key to evaluate the level of automatic driving. SUMMARY

[0005] One of the purposes of the present application is to provide a vehicle lane changing control method to solve the problem of how to control vehicle lane changing driving for ramps in the prior art. The second purpose is to provide a vehicle lane changing control device. The third purpose is to provide a vehicle, and the fourth purpose is to provide a computer readable storage medium.

[0006] To achieve the above purposes, the technical solutions adopted by the present application are as follows:

[0007] A vehicle lane changing control method, the method comprising:

[0008] obtaining road environment information;

[0009] determining a first target lane changing point for a congested traffic flow condition and a second target lane changing point for a long solid line based on the road environment information;

[0010] marking a ramp starting point for a ramp, and determining a latest lane changing point for a current driving lane based on the ramp starting point, the first target lane changing point and the second target lane changing point;

[0011] determining a number of lane changes required for the vehicle to travel on the current lane and a lane change distance required for the vehicle to travel when completing one lane change based on the ramp direction of the ramp, and determining a decision distance threshold based on the number of lane changes and the lane change distance;

[0012] controlling the vehicle to change lane according to the latest lane change point and the decision distance threshold.

[0013] Further, the step of determining the latest lane change point for the current lane based on the ramp start point, the first target lane change point and the second target lane change point comprises:

[0014] determining the point closest to the vehicle among the ramp start point, the first target lane change point and the second target lane change point as the latest lane change point.

[0015] Further, the road environment information comprises a total number of lanes and a lane number, and the step of determining the number of lane changes required for the vehicle to travel on the current lane based on the ramp direction of the ramp comprises:

[0016] determining the number of lane changes required for the vehicle to travel on the current lane based on the total number of lanes, the lane number and the ramp direction of the ramp.

[0017] Further, the step of determining the decision distance threshold based on the number of lane changes and the lane change distance comprises:

[0018] determining an adjustment coefficient for representing that the vehicle only needs one lane change to enter the ramp side lane;

[0019] determining the decision distance threshold based on the adjustment coefficient, the number of lane changes and the lane change distance.

[0020] Further, the step of controlling the vehicle to change lane according to the latest lane change point and the decision distance threshold comprises:

[0021] determining a first navigation lane change identification bit based on the latest lane change point and the decision distance threshold;

[0022] controlling the vehicle to change lane based on the first navigation lane change identification bit.

[0023] Further, the method further comprises:

[0024] calculating a lane change overtaking threshold for the target lane based on the latest lane change point and the number of lane changes;

[0025] calculating an average speed difference for the current lane and for the target lane;

[0026] determining a second navigation lane changing identification bit and an overtaking identification bit by using the lane changing and overtaking threshold value and the average speed difference value;

[0027] controlling the vehicle to change lane by using the second navigation lane changing identification bit and the overtaking identification bit.

[0028] Further, the step of calculating the lane changing and overtaking threshold value for the target lane by using the latest lane changing point and the number of lane changing times comprises:

[0029] determining a preset maximum effective distance value and a preset minimum effective distance value for the latest lane changing point;

[0030] determining a preset maximum value for the lane changing and overtaking threshold value;

[0031] determining a lane changing influence proportion adjustment coefficient for adjusting the influence proportion of the number of lane changing times on the lane changing and overtaking threshold value;

[0032] calculating the lane changing and overtaking threshold value for the target lane by using the preset maximum effective distance value, the preset minimum effective distance value, the preset maximum value, the lane changing influence proportion adjustment coefficient, the latest lane changing point and the number of lane changing times.

[0033] Further, the step of calculating the average speed difference value for the current driving lane and for the target lane comprises:

[0034] calculating the average speed of the current driving lane and the average speed of the target lane;

[0035] calculating the average speed difference value for the current driving lane and for the target lane based on the average speed of the current driving lane and the average speed of the target lane.

[0036] Further, the method further comprises:

[0037] when the number of lane changing times is less than or equal to a preset lane changing times threshold value, calculating a first overtaking point for a first target front vehicle and a second overtaking point for a second target front vehicle; the first target front vehicle and the second target front vehicle are vehicles driving on the target lane;

[0038] determining a first pursuit point lane changing distance between the latest lane changing point and the first overtaking point;

[0039] determining a second pursuit point lane changing distance between the latest lane changing point and the second overtaking point;

[0040] determining a first adjustment coefficient for the lane changing distance, and determining a pursuit threshold value based on the first adjustment coefficient;

[0041] The third navigation lane changing identification bit is determined by using the first overtaking point lane changing distance, the second overtaking point lane changing distance and the overtaking threshold value.

[0042] The vehicle lane changing is controlled by using the third navigation lane changing identification bit.

[0043] Further, the step of calculating the first overtaking point for the first target front vehicle and the second overtaking point for the second target front vehicle comprises:

[0044] The first vehicle speed for the vehicle, the second vehicle speed for the first target front vehicle, the third vehicle speed for the second target front vehicle, the first vehicle distance between the vehicle and the first target front vehicle and the second vehicle distance between the vehicle and the second target front vehicle are determined.

[0045] The first overtaking point for the first target front vehicle and the second overtaking point for the second target front vehicle are calculated based on the first vehicle speed, the second vehicle speed, the third vehicle speed, the first vehicle distance and the second vehicle distance.

[0046] Further, the step of determining the overtaking threshold value based on the first adjustment coefficient comprises:

[0047] The overtaking threshold value is determined by using the number of lane changes, the lane changing distance and the first adjustment coefficient.

[0048] Further, the road environment information comprises the merging information, and further comprises:

[0049] When it is determined that the current driving lane is a secondary ramp side lane and a vehicle merging occurs in front of the vehicle, a merging end point is marked;

[0050] A merging point distance between the merging end point and the latest lane changing point is calculated.

[0051] A second adjustment coefficient for the lane changing distance is determined, and an end point threshold value is determined by using the lane changing distance and the second adjustment coefficient.

[0052] A fourth navigation lane changing identification bit is determined by using the merging point distance and the end point threshold value.

[0053] The vehicle lane changing is controlled by using the fourth navigation lane changing identification bit.

[0054] Further, the step of determining the overtaking threshold value based on the first adjustment coefficient comprises:

[0055] When it is determined that a tunnel exists in front of the ramp, a tunnel exit distance between a tunnel exit of the tunnel and the latest lane changing point is calculated.

[0056] A fifth navigation lane changing identification bit is determined by using the decision distance threshold value and the tunnel exit distance.

[0057] The fifth navigation lane-changing identification bit is used to control the lane changing of the vehicle.

[0058] Further, the method further comprises:

[0059] determining whether a target lane exists a suppression condition;

[0060] If no, the step of using the first navigation lane-changing identification bit to control the lane changing of the vehicle is performed;

[0061] Or, the step of using the second navigation lane-changing identification bit and the overtaking identification bit to control the lane changing of the vehicle is performed;

[0062] Or, the step of using the third navigation lane-changing identification bit to control the lane changing of the vehicle is performed;

[0063] Or, the step of using the fourth navigation lane-changing identification bit to control the lane changing of the vehicle is performed;

[0064] Or, the step of using the fifth navigation lane-changing identification bit to control the lane changing of the vehicle is performed.

[0065] A vehicle lane-changing control device, the device comprising:

[0066] a road environment information acquisition module, configured to acquire road environment information;

[0067] a target lane-changing point calculation module, configured to determine a first target lane-changing point for a congested traffic flow condition and a second target lane-changing point for a long solid line based on the road environment information;

[0068] a latest lane-changing point determination module, configured to mark a ramp starting point for a ramp, and determine a latest lane-changing point for a current driving lane based on the ramp starting point, the first target lane-changing point and the second target lane-changing point;

[0069] a decision distance threshold determination module, configured to determine a number of lane changes required for the vehicle to drive in the current driving lane and a lane-changing distance required for the vehicle to travel when completing one lane change based on a ramp direction of the ramp, and determine a decision distance threshold based on the number of lane changes and the lane-changing distance;

[0070] a vehicle lane-changing control module, configured to control the lane changing of the vehicle according to the latest lane-changing point and the decision distance threshold.

[0071] A vehicle, comprising:

[0072] one or more processors;

[0073] And one or more machine-readable media having stored thereon instructions that, when executed by one or more processors, cause the vehicle to perform one or more of the methods described above.

[0074] A computer-readable storage medium having stored thereon instructions that, when executed by one or more processors, cause the processors to perform the method described in the embodiments of the application.

[0075] The beneficial effects of the present application are:

[0076] In the embodiments of the present application, the road environment information is acquired, the first target lane-changing point for the congested traffic flow condition and the second target lane-changing point for the long solid line are determined based on the road environment information, the ramp starting point for the ramp is marked, and the latest lane-changing point for the current driving lane is determined based on the ramp starting point, the first target lane-changing point and the second target lane-changing point; based on the ramp direction of the ramp, the number of lane changes required for the vehicle to drive on the current driving lane and the lane-changing distance required for the vehicle to travel when completing a lane change are determined, and the decision distance threshold is determined by using the number of lane changes and the lane-changing distance; and the vehicle is controlled to change lanes according to the latest lane-changing point and the decision distance threshold, which realizes the calculation of the latest lane-changing point for the current driving lane based on the traffic flow state information and the long solid line information, reduces the probability of lane-changing failure caused by the congested traffic flow and the long solid line in front of the ramp, and improves the success rate of controlling the vehicle to enter the ramp side lane. BRIEF DESCRIPTION OF DRAWINGS

[0077] Fig. 1 is a step flowchart of a vehicle lane-changing control method provided in the embodiments of the present application;

[0078] Fig. 2 is a first schematic diagram illustrating a vehicle lane-changing situation provided in the embodiments of the present application;

[0079] Fig. 3 is a flowchart illustrating the calculation of a first navigation lane-changing identification bit provided in the embodiments of the present application;

[0080] Fig. 4 is a flowchart illustrating the calculation of a second navigation lane-changing identification bit provided in the embodiments of the present application;

[0081] Fig. 5 is a second schematic diagram illustrating a vehicle lane-changing situation provided in the embodiments of the present application;

[0082] Fig. 6 is a flowchart illustrating the calculation of a third navigation lane-changing identification bit provided in the embodiments of the present application;

[0083] Fig. 7 is a third schematic diagram illustrating a vehicle lane-changing situation provided in the embodiments of the present application;

[0084] Fig. 8 is a flowchart illustrating the calculation of a fourth navigation lane-changing identification bit provided in the embodiments of the present application;

[0085] FIG. 9 is a fourth schematic diagram illustrating a lane changing situation of a vehicle according to an embodiment of the present application;

[0086] FIG. 10 is a flowchart illustrating a process of calculating a fifth navigation lane changing identification bit according to an embodiment of the present application;

[0087] FIG. 11 is a flowchart illustrating a process of a lane changing control method according to an embodiment of the present application;

[0088] FIG. 12 is a block diagram illustrating a structure of a lane changing control method device according to an embodiment of the present application. DETAILED DESCRIPTION

[0089] Other advantages and effects of the present application can be easily understood by those skilled in the art from the above description of the embodiments of the present application. The present application can be implemented or applied in other different embodiments, and the details in the description can be modified or changed based on different views and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for illustrating the present application, but not for limiting the protection scope of the present application.

[0090] It should be noted that the diagrams provided in the following embodiments only schematically illustrate the basic concept of the present application, and the diagrams only show the components related to the present application, but not draw the components according to the number, shape and size of the components in actual implementation. The type, number and ratio of the components in actual implementation can be randomly changed, and the layout type of the components can be more complex.

[0091] Referring to FIG. 1, a flowchart illustrating a process of a lane changing control method according to an embodiment of the present application is shown, which can include the following steps:

[0092] In step 101, road environment information is acquired.

[0093] In step 102, a first target lane changing point for a congested traffic flow situation and a second target lane changing point for a long solid line are determined based on the road environment information.

[0094] In step 103, a ramp starting point for a ramp is marked, and a latest lane changing point for a current driving lane is determined based on the ramp starting point, the first target lane changing point and the second target lane changing point.

[0095] In step 104, a lane changing number required for the vehicle to drive in the current driving lane and a lane changing distance required for the vehicle to drive when completing a lane changing are determined based on a ramp direction of the ramp, and a decision distance threshold is determined based on the lane changing number and the lane changing distance.

[0096] In step 105, the vehicle is controlled to change lanes according to the latest lane-changing point and the decision distance threshold.

[0097] In a specific implementation, the road environment information of the embodiment of the application can be obtained from a navigation map, a high-definition map, a vehicle-mounted sensor, and the like. The road environment information can include navigation path traffic state information output by the navigation map, such as a traffic level and length of a target path, tunnel information (including a tunnel entrance distance and a tunnel length), a total number of current lanes output by the high-definition map, navigation planning ramp information (a ramp starting point, an end point, and a direction), merging information (a merging starting point, an end point, and a direction), long solid line information (a lane line type change point type and a distance before a ramp), a distance at which a left / right lane line type changes from a dashed line to a solid line, and a lane cutoff merging distance, and lane lines, a vehicle target, pedestrians, and obstacles output by the vehicle-mounted sensor.

[0098] Exemplarily, the first target lane-changing point for the congested traffic condition can be determined based on the road environment information in the following manner.

[0099] Road lane information, ramp information, and navigation path information of a location where the vehicle is located are obtained, as well as a number of times of lane changing of the vehicle into a side lane of a ramp.

[0100] Specifically, the road lane information, the ramp information, and the navigation path information of the location where the vehicle is located can be output by a map application. A large amount of map data is built into the map application. The map data is usually collected and maintained by professional geographic information system (GIS) companies or government departments. The data is obtained by various technical means, such as satellite remote sensing, aerial photography, and ground measurement. After processing and integration, the obtained data is stored in a database and displayed to a user in a graphical manner through an interface of the map application. The map data also provides a navigation function for the vehicle, generates a navigation path between the vehicle and a user-specified destination, and thus the road lane information, the ramp information, and the navigation path information of the location where the vehicle is located can be extracted.

[0101] The road lane information of the location where the vehicle is located includes a total number of lanes and a lane where the vehicle is located. The ramp information includes a ramp starting point distance, a ramp end point distance, and a ramp direction. The navigation path information includes at least one of a path congestion level and a path length. The navigation path information is information of a whole path of the vehicle. The ramp starting point distance is a distance from the location where the vehicle is located to a starting point of the ramp. The ramp end point distance is a distance from the location where the vehicle is located to an end point of the ramp. The starting point of the ramp and the end point of the ramp are determined according to regional rules.

[0102] The navigation path information is path congestion levels and path lengths corresponding to a section of paths divided according to congestion levels, wherein the path congestion levels are divided into smooth, slow, congested, severely congested, and extremely congested, and the navigation path information can be represented as {(S1, L1), (S2, L2), …, (Sq, Lq)}, wherein Sq and Lq are the congestion level and path length of the qth path, and q is a positive integer.

[0103] The path information from the location of the vehicle to the ramp corresponding to the ramp information is extracted from the navigation path information to obtain ramp-before-path information; the ramp-before-path information includes at least one path and the congestion level and path length corresponding to the path.

[0104] Specifically, since the latest lane-changing point of the off-ramp is calculated, the road segment to be analyzed is the road segment before the ramp, so after obtaining the navigation path information, the path information from the location of the vehicle to the starting point of the ramp needs to be extracted, specifically, the navigation path information is the path congestion level and path length corresponding to a section of paths divided according to congestion levels, the ramp-before-path information is the path congestion level and path length corresponding to a section of paths divided according to congestion levels from the location of the vehicle to the starting point of the ramp, and the path congestion level and path length corresponding to the ramp-before-path are obtained to provide a data basis for subsequent calculation of the latest lane-changing point of the vehicle before the ramp.

[0105] According to the number of lane changes and the congestion level corresponding to the path in the ramp-before-path information, the theoretical lane-changing driving length of the vehicle is calculated.

[0106] Specifically, the theoretical lane-changing driving length of the vehicle is the distance that the vehicle theoretically needs to drive from the current lane to the ramp side lane, and the theoretical lane-changing driving length provides a threshold for the vehicle to drive from the current lane to the ramp side lane, which provides a comparison basis for subsequent judgment of whether the vehicle can complete lane changing within the non-congestion path length.

[0107] According to the congestion level corresponding to the path in the ramp-before-path information and / or the theoretical lane-changing driving length of the vehicle, the non-congestion path length extending from the starting point of the ramp to the location of the vehicle is calculated.

[0108] Specifically, according to the number of road segments with no congestion in the ramp-before-path information, the non-congestion path length is calculated, wherein the non-congestion path length is the path length of the continuous non-congestion road segments, and the non-congestion path length is compared with the previous theoretical lane-changing driving length to determine whether the vehicle can complete lane changing from the current lane to the ramp side lane within the non-congestion path length.

[0109] The theoretical lane-changing driving length and the non-congestion path length are compared to determine at least two theoretical vehicle flow congestion points.

[0110] Specifically, different theoretical traffic congestion points are selected according to whether the ramp front path corresponds to a congestion level of congestion or non-congestion, and when it is congestion, the theoretical lane-changing length also needs to be compared with the non-congestion path length, and according to the comparison result, the theoretical traffic congestion point conforming to the actual situation is determined, wherein the initial value of the theoretical traffic congestion point is the ramp starting point.

[0111] Among the at least two theoretical traffic congestion points, the theoretical traffic congestion point closer to the vehicle position is selected as the first target lane-changing point.

[0112] Exemplarily, the second target lane-changing point for the long solid line can be determined based on the road environment information in the following manner.

[0113] S1: input ramp information, self-lane position, lane line information;

[0114] The ramp information includes the starting point distance, the ending point distance and the direction of the ramp, the self-lane position can be represented by lane number, and the right ramp is taken as an example for illustration. In order to facilitate representation, the rightmost lane is numbered as 1, and the lanes are numbered from right to left. The lane line information is output by a high-precision map and includes all lane line type change points and their distances on the right side of the current position before the ramp ending point. The lane line type change points include dashed line to solid line points and solid line to dashed line points (referred to as dashed-to-solid points and solid-to-dashed points).

[0115] S2: determine whether the self-lane is a ramp side lane, if not, establish a double-lane lane line scene model, otherwise the latest lane-changing point is the ramp starting point, and the subsequent steps are skipped to directly enter S5;

[0116] There are 9 kinds of right lane line change combinations for a three-lane road before the ramp ending point, but for a double-lane formed by the right 2 lane and the ramp side lane or the right 3 lane and the right 2 lane, there are 3 kinds of lane line type change scenes, including all dashed lines (no change point), dashed line to solid line (dashed-to-solid point), and dashed line to solid line and then to dashed line (dashed-to-solid point and solid-to-dashed point), which are marked by types 1, 2 and 3 respectively. For a four-lane or more road, the same principle can be analogized.

[0117] S3: update the value of N (the initial value is 2), and obtain the right lane line type change points of the right N lane;

[0118] S4: calculate the latest lane-changing point of the right N lane;

[0119] S41: input the right N lane line type change points and the latest lane-changing point of the right N-1 lane, and if the right N-1 lane is a ramp side lane, the latest lane-changing point is the ramp starting point.

[0120] S42: calculating a lane changing distance threshold, in order to ensure that the vehicle completes lane changing before the latest lane changing point of the right N-1 lane and avoid the vehicle pressing the solid line after starting lane changing due to the change of the lane line type from a dashed line to a solid line, the required distance of the lane changing should be left, and TC1 and TC2 are calculated according to the vehicle speed, the total time required for single lane changing, the number of lane changing times required for entering the ramp side lane or the redundant distance increased by the change point from a dashed line to a solid line, wherein TC1 is the lane changing distance threshold when the change point is a non-change point or a change point from a dashed line to a solid line, and TC2 is the lane changing distance threshold when the change point is a change point from a solid line to a dashed line.

[0121] S43: judging the lane line type change scene, if it is type 1, the latest lane changing point of the right N lane = the latest lane changing point of the right N-1 lane-TC1; if it is type 2, it is continued to be judged whether the distance between the change point from a dashed line to a solid line and the latest lane changing point of the right N-1 lane is greater than the lane changing distance threshold TC1, if yes, the latest lane changing point of the right N lane is the change point from a dashed line to a solid line, if no, the process of type 1 is entered; if it is type 3, it is continued to be judged whether the distance between the change point from a solid line to a dashed line and the latest lane changing point of the right N-1 lane is greater than the lane changing distance threshold TC2, if yes, the latest lane changing point of the right N lane = the latest lane changing point of the right N-1 lane-TC2, if no, the process of type 2 is entered.

[0122] S44: outputting the latest lane changing point of the right N lane;

[0123] S5: judging whether the lane of the vehicle is the right N lane, if yes, the latest lane changing point in S44 is taken as the second target lane changing point and outputted, and the process is ended, if no, N = N+1, and the process returns to S3.

[0124] Referring to FIG. 2, FIG. 2 is a first schematic diagram for demonstrating the lane changing situation of the vehicle according to an embodiment of the present application;

[0125] In the specific implementation, the ramp starting point for the ramp can be marked by the ramp information in the road environment information according to the embodiment of the present application, the latest lane changing point for the current driving lane is determined based on the ramp starting point, the first target lane changing point and the second target lane changing point, the number of lane changing times required for the vehicle when driving in the current driving lane and the lane changing distance required for the vehicle when completing one lane changing are determined based on the ramp direction of the ramp, the decision distance threshold is determined by using the number of lane changing times and the lane changing distance, and the vehicle is controlled to change lanes according to the latest lane changing point and the decision distance threshold, wherein the decision distance threshold can be the shortest safety distance for completing lane changing.

[0126] In the embodiment of the present application, the road environment information is acquired, the first target lane-changing point for the congested traffic flow condition and the second target lane-changing point for the long solid line are determined based on the road environment information, the ramp starting point for the ramp is marked, and the latest lane-changing point for the current driving lane is determined based on the ramp starting point, the first target lane-changing point and the second target lane-changing point; the number of lane changes required for the vehicle when driving on the current driving lane and the lane-changing distance required for the vehicle to travel when completing one lane change are determined based on the ramp direction of the ramp, and the decision distance threshold is determined by using the number of lane changes and the lane-changing distance; and the vehicle is controlled to change lanes according to the latest lane-changing point and the decision distance threshold, so that the latest lane-changing point of the current driving lane is calculated based on the traffic flow state information and the long solid line information, the probability of lane-changing failure caused by the congested traffic flow and the long solid line in front of the ramp is reduced, and the success rate of controlling the vehicle to enter the ramp side lane is improved.

[0127] On the basis of the above-mentioned embodiment, a variant embodiment of the above-mentioned embodiment is proposed, and it should be noted that, in order to make the description brief, only the differences from the above-mentioned embodiment are described in the variant embodiment.

[0128] In an optional embodiment of the present application, the step of determining the latest lane-changing point for the current driving lane based on the ramp starting point, the first target lane-changing point and the second target lane-changing point comprises:

[0129] The ramp starting point, the first target lane-changing point and the second target lane-changing point are input into a formula P L =min{P A , P B , R S} to obtain the latest lane-changing point for the current driving lane.

[0130] Wherein, P A is the first target lane-changing point, P B is the second target lane-changing point, R S is the ramp starting point, and P L is the latest lane-changing point.

[0131] In actual application, when there is a congested traffic flow or a long solid line on the path in front of the ramp, if the vehicle does not initiate lane-changing before the congested traffic flow or the long solid line, the vehicle cannot successfully enter the ramp side lane, therefore, the latest lane-changing point of the self-lane can be calculated based on the navigation path traffic flow state information and the long solid line information, and the lane-changing is initiated before the point to ensure that the self-vehicle smoothly enters the ramp side lane, so as to improve the success rate of controlling the vehicle to enter the ramp side lane.

[0132] In an alternative embodiment of the present application, the road environment information comprises a total number of lanes and a lane number, and the step of determining the number of lane changes required for the vehicle to travel on the current lane comprises:

[0133] The total number of lanes and the lane number are input into Formula Two to obtain the number of lane changes, wherein Formula Two is:

[0134] wherein N T is the total number of lanes, I S is the lane number, and N LC is the number of lane changes.

[0135] The step of determining the decision distance threshold value using the number of lane changes and the lane change distance comprises:

[0136] An adjustment coefficient is determined to represent that the vehicle only needs to change lanes once to enter the ramp side lane.

[0137] The number of lane changes, the lane change distance, and the adjustment coefficient are input into Formula Three to obtain the decision distance threshold value, wherein Formula Three is:

[0138] wherein a is the adjustment coefficient, S is the lane change distance, and T DE is the decision distance threshold value.

[0139] The step of controlling the vehicle to change lanes according to the latest lane change point and the decision distance threshold value comprises:

[0140] The latest lane change point and the decision distance threshold value are used to determine a first navigation lane change identification bit.

[0141] The first navigation lane change identification bit is used to control the vehicle to change lanes.

[0142] Referring to FIG. 3, FIG. 3 is a flowchart of calculating a first navigation lane change identification bit according to an embodiment of the present application.

[0143] In an embodiment of the present application, lane information can be determined based on road environment information, and the lane information can comprise a total number of lanes, a lane number, and a ramp direction. Current lane information, a ramp direction, and a latest lane change point P L are input, wherein the current lane information comprises a current total number of lanes N T , a lane number I S . For example, the lane number I S may be as shown in FIG. 2, wherein the rightmost lane number is 1, the middle lane number is 2, and the leftmost lane number is 3.

[0144] The current total number of lanes NT , the current lane number I S , the number of lane changes N required for the ego vehicle to enter the ramp side lane LC , then

[0145] based on the number of lane changes N LC calculate the decision distance threshold T DE , assuming that the distance required for a vehicle to complete one lane change is S, then wherein a is an adjustment coefficient indicating that only one lane change is required to enter the ramp side lane, preferably, a>2 can be set.

[0146] If the latest lane change point P L of the current lane is less than T DE , output the first navigation lane change identification bit = 1, otherwise output the first navigation lane change identification bit = 0, when the first navigation lane change identification bit = 1, control the vehicle to change lanes.

[0147] In an optional embodiment of the present application, further comprising:

[0148] calculate a lane change and overtaking threshold for the target lane through the latest lane change point and the number of lane changes;

[0149] calculate the average speed difference for the current driving lane and for the target lane;

[0150] determine a second navigation lane change identification bit and an overtaking identification bit using the lane change and overtaking threshold and the average speed difference;

[0151] control the vehicle to change lanes using the second navigation lane change identification bit and the overtaking identification bit.

[0152] Optionally, the step of calculating a lane change and overtaking threshold for the target lane through the latest lane change point and the number of lane changes comprises:

[0153] when the target lane is the right lane of the current driving lane, input the latest lane change point and the number of lane changes into Formula Four to obtain the lane change and overtaking threshold, the Formula Four is:

[0154] wherein, when P L ≤D basic1 , determine that T AR is effective; T AR is the lane change and overtaking threshold when the target lane is the right lane of the current driving lane, D basic1 is a preset maximum effective distance, T Rbasic is a preset maximum value of T AR , N LBa lane-changing frequency adjustment factor for adjusting the influence of the lane-changing frequency on the T AR

[0155] When the target lane is a left lane of the current driving lane, the latest lane-changing point and the lane-changing frequency are input into Formula Five to obtain the lane-changing overtaking threshold, the Formula Five being:

[0156] wherein, when D basic2 <P L ≤D basic1 , it is determined that T AL is effective; T AL is the lane-changing overtaking threshold when the target lane is a left lane of the current driving lane, D basic2 is a preset minimum effective distance, T Rbasic is a preset maximum value of the T AL , and N LB is a lane-changing influence proportion adjustment factor for adjusting the influence proportion of the lane-changing frequency on the T AL .

[0157] Optionally, the step of calculating the average speed difference between the current driving lane and the target lane comprises:

[0158] calculating an average speed of the current driving lane and an average speed of the target lane;

[0159] When the target lane is a right lane of the current driving lane, the average speed of the current driving lane and the average speed of the target lane are input into Formula Six to obtain the average speed difference, the Formula Six being:

[0160] wherein, S H is the average speed of the current driving lane, and S R is the average speed of the right lane;

[0161] When the target lane is a left lane of the current driving lane, the average speed of the current driving lane and the average speed of the target lane are input into Formula Seven to obtain the average speed difference, the Formula Seven being:

[0162] wherein, S H is the average speed of the current driving lane, and S L is the average speed of the left lane.

[0163] Referring to FIG. 4, FIG. 4 is a flowchart of calculating a second navigation lane-changing identification bit according to an embodiment of the present application; ​

[0164] In a specific implementation, the target lane of the embodiment of the application can be a lane into which the vehicle is about to turn, the ramp direction is determined based on road environment information, the first navigation lane-changing identification bit, the ramp direction, the latest lane-changing point P L of the ego vehicle, and vehicle information are input.

[0165] In actual application, the following vehicle target can be a vehicle on the target lane that is less than a preset threshold away from the ego vehicle.

[0166] When the following vehicle target exists on the target lane, and the difference between the driving speed of the ego vehicle and the speed of the following vehicle target is greater than a speed difference threshold, it is considered that the overtaking target exists; if the difference between the driving speed of the ego vehicle and the speed of the following vehicle target is not greater than the speed difference threshold, it is considered that the overtaking target does not exist, and the navigation lane-changing identification bit = input value, and the overtaking lane-changing identification bit = 0 are output.

[0167] When it is determined that the overtaking target exists, the traffic speed of the lane is calculated according to the front vehicles in the current driving lane, the left lane of the current driving lane, and the right lane of the current driving lane. Because the lateral position and speed of a long-distance vehicle are not stable, the traffic speed calculation is not accurate. Preferably, only the speeds of the three closest front vehicles can be selected for calculation.

[0168] Let the speed of the first front vehicle on the current driving lane be V H1 , the speed of the second front vehicle be V H2 , and the speed of the third front vehicle be V H3 , the traffic speed S H of the current driving lane = α H1 V H1 + α H2 V H2 + α H3 V H3 , wherein α H1 is the weight of the first front vehicle, α H2 is the weight of the second front vehicle, α H3 is the weight of the third front vehicle, α H1 + α H2 + α H3 = 1, α H1 > α H2 > α H3 , and preferably, α H1 = 0.5, α H2 = 0.3, and α H3 = 0.2.

[0169] The traffic speed S L of the left lane of the current driving lane and the traffic speed S RFurthermore, the average speed difference for the left lane was calculated. Average speed difference for the right lane Where S H When it is 0, S can be defined. L =0, S R =0.

[0170] In an optional embodiment of the invention, the latest lane-changing point P can also be used as a reference. L Number of lane changes N LC Calculate the lane-changing overtaking threshold.

[0171] When the target lane is the right lane of the current driving lane, then

[0172] The threshold for lane changing and overtaking when the target lane is the right lane of the current driving lane is T. AR

[0173] Where, when P L ≤D basic1 When, the threshold T is determined. AR Only then does it take effect, D basic1 T represents the maximum effective distance. Rbasic For threshold T AR The maximum value, N RB To adjust the coefficient, N RB It can be used to adjust the number of lane changes N LC For threshold T AR The proportion of influence, D basic1 T Rbasic N RB All of these can be preset parameter values. As can be seen from the above, when the lane-changing overtaking threshold T... AR As the number of lane changes N LC The value increases as the latest lane change point P decreases. L It decreases as it decreases.

[0174] When the target lane is the left lane of the current driving lane, the lane-changing overtaking threshold is T. AL

[0175] Where, when D basic2 <P L ≤D basic1 When, the threshold T is determined. AL Only then does it take effect, D basic2 To minimize the effective distance, T Lbasic For threshold T AL The maximum value, N LB To adjust the coefficient, N LB It can be used to adjust the number of lane changes NLC The influence of the threshold T AL The influence of the threshold T basic2 , T Lbasic , N LB are preset parameter values, as can be seen from the above, the lane changing threshold T AL decreases with the increase of the number of lane changes N LC , and decreases with the decrease of the latest lane changing point P L .

[0176] As can be seen from the above, the more the number of lane changes N LC , the smaller the latest lane changing point P L , the larger the left lane changing threshold T AL , and the smaller the right lane changing threshold T AR , that is, the difficulty of the vehicle changing lanes to the left can be increased, and the difficulty of the vehicle changing lanes to the right can be reduced, and when P L ≤D basic2 , or the number of lane changes N LC ≥3, the vehicle is prohibited from changing lanes to the left, so that the traffic efficiency can be improved, and the vehicle can successfully enter the ramp side lane.

[0177] In specific implementation, the embodiment of the present application can also determine whether the average speed difference for the left lane / average speed difference for the right lane meets the lane changing threshold, to determine the second navigation lane changing identification bit and the overtaking lane changing identification bit.

[0178] Specifically, if the average speed difference D FR for the right lane is greater than the lane changing threshold T AR , the second navigation lane changing identification bit = 1 and the overtaking lane changing identification bit = 0 can be output, if the average speed difference D FR for the right lane is not greater than the threshold T AR , it is determined whether the average speed difference D FL for the left lane is greater than the lane changing threshold T AL ; if the average speed difference D FL for the left lane is greater than the lane changing threshold T AL , the second navigation lane changing identification bit = 0 and the overtaking lane changing identification bit = 1 are output, if the average speed difference D FL for the left lane is not greater than the lane changing threshold T AL , the second navigation lane changing identification bit = input value and the overtaking lane changing identification bit = 0 are output.

[0179] The embodiment of the present application calculates a lane changing and overtaking threshold for the target lane by the latest lane changing point and the number of lane changes; calculates an average speed difference for the current lane and for the target lane; determines a second navigation lane changing identification bit and an overtaking identification bit by the lane changing and overtaking threshold and the average speed difference; and controls the vehicle to change lane by the second navigation lane changing identification bit and the overtaking identification bit, effectively inhibiting the vehicle from changing lane to the left for overtaking, improving the traffic efficiency, and ensuring the vehicle to successfully enter the ramp side lane, further improving the lane changing control efficiency for the vehicle.

[0180] In an optional embodiment of the present application, when the number of lane changes is less than or equal to a preset number of lane change threshold, a first overtaking point for a first target front vehicle and a second overtaking point for a second target front vehicle are calculated; the first target front vehicle and the second target front vehicle are vehicles traveling on the target lane;

[0181] A first pursuit point lane changing distance between the latest lane changing point and the first overtaking point is determined;

[0182] A second pursuit point lane changing distance between the latest lane changing point and the second overtaking point is determined;

[0183] A first adjustment coefficient for the lane changing distance is determined, and a pursuit threshold is determined by the number of lane changes, the lane changing distance and the first adjustment coefficient;

[0184] A third navigation lane changing identification bit is determined by the first pursuit point lane changing distance, the second pursuit point lane changing distance and the pursuit threshold;

[0185] The vehicle is controlled to change lane by the third navigation lane changing identification bit.

[0186] Referring to FIG. 5 and FIG. 6, FIG. 5 is a second schematic diagram illustrating a vehicle lane changing situation according to an embodiment of the present application, and FIG. 6 is a flowchart illustrating a process of calculating a third navigation lane changing identification bit according to an embodiment of the present application;

[0187] In a specific implementation, the latest lane changing point P L , vehicle information can be input.

[0188] If the number of lane changes N LC is large, the vehicle should change lane as soon as possible and should not delay lane changing, otherwise the risk of lane changing failure will be increased, so it is necessary to determine whether the number of lane changes N LC is greater than a preset number of lane change threshold T B , T B is a preset parameter value, and preferably can be set as T B = 2, and if it is determined that the number of lane changes N LC is greater than the preset number of lane change threshold TB , then outputting a navigation lane-changing identification bit = 1, if the number of lane changes N LC is not greater than a preset number of lane change threshold T B , then calculating a first overtaking point P A of a first target front vehicle of a pursuit target lane, and a second overtaking point P B of a second target front vehicle of the pursuit target lane, the first target front vehicle and the second target front vehicle being vehicles running on the pursuit target lane, and the first target front vehicle being closer to the vehicle than the second target front vehicle; H , a first speed V F1 of the first target front vehicle, and a third speed V F2 of the second target front vehicle; F1 , a distance D F2 between the vehicle and the first target front vehicle, and distances D

[0189] In actual application, sufficient rear space needs to be reserved to initiate lane changing, and the D T1 is a preset distance parameter for expressing a distance of a tail of the vehicle exceeding a head of the first target front vehicle, and the D T2 is a preset distance parameter for expressing a distance of the tail of the vehicle exceeding the head of the second target front vehicle.

[0190] calculating a pursuit end position P A , P B and distances D L , D P1 between the pursuit end position and a latest lane changing point P P2 of a self lane, the first pursuit point lane changing distance D P1 between the latest lane changing point and the first overtaking point being P L -P A , and the second pursuit point lane changing distance D P2 between the latest lane changing point and the second overtaking point being P L -P B .

[0191] The embodiment of the application can also determine a first adjustment coefficient for a lane changing distance, and determine the pursuit threshold T C by using the number of lane changes, the lane changing distance and the first adjustment coefficient.

[0192] wherein, α S is the first adjustment coefficient, preferably, can be set as α S > 0.7 α,

[0193] and α S ≥ 1.5.

[0194] judging D P1 , D P2 is greater than the overtaking threshold T C , if the second overtaking point lane changing distance D P2 is greater than the overtaking threshold T C , output the third navigation lane changing identification bit = 0, if the second overtaking point lane changing distance D P2 is not greater than the overtaking threshold T C , continue to judge whether the first overtaking point lane changing distance D P1 is greater than the overtaking threshold T C , if the first overtaking point lane changing distance D P1 is not greater than the overtaking threshold T C , output the third navigation lane changing identification bit = 1, if the first overtaking point lane changing distance D P1 is greater than the overtaking threshold T C , calculate the lane changing space D LC between the first target front vehicle and the second target front vehicle.

[0195] Then judge whether the lane changing space D LC is greater than the space threshold T D , T D is a pre-set parameter value, generally set as T D = 50;

[0196] If the lane changing space D LC is greater than the space threshold T D , output the navigation lane changing identification bit = 0;

[0197] If the lane changing space D LC is not greater than the space threshold T D , output the navigation lane changing identification bit = 1.

[0198] In the embodiment of the application, the first overtaking point lane changing distance between the latest lane changing point and the first overtaking point is determined, the second overtaking point lane changing distance between the latest lane changing point and the second overtaking point is determined, the first adjustment coefficient for the lane changing distance is determined, the overtaking threshold is determined by using the lane changing times, the lane changing distance and the first adjustment coefficient, the third navigation lane changing identification bit is determined by using the first overtaking point lane changing distance, the second overtaking point lane changing distance and the overtaking threshold, and the vehicle lane changing is controlled by using the third navigation lane changing identification bit, so that the lane changing efficiency when there is a front vehicle in the target lane is improved.

[0199] In an optional embodiment of the application, the road environment information includes convergence information, and further includes:

[0200] When it is determined that the current lane is a secondary ramp side lane and there is a vehicle confluence in front of the vehicle, a confluence end point is marked;

[0201] A confluence point distance between the confluence end point and the latest lane changing point is calculated;

[0202] A second adjustment coefficient for the lane changing distance is determined, and an end point threshold is determined using the lane changing distance and the second adjustment coefficient;

[0203] A fourth navigation lane changing identification bit is determined using the confluence point distance and the end point threshold;

[0204] The fourth navigation lane changing identification bit is used to control the lane changing of the vehicle.

[0205] Referring to FIGS. 7 and 8, FIG. 7 is a third schematic diagram illustrating a lane changing situation of a vehicle according to an embodiment of the present application, and FIG. 8 is a flowchart illustrating a process of calculating a fourth navigation lane changing identification bit according to an embodiment of the present application;

[0206] In actual application, if the navigation lane changing identification bit = 1 and there is a confluence in the ramp side lane, if the vehicle changes into the ramp side lane before the confluence start point, the vehicle perception module can not detect the confluence vehicle in advance, and there is a risk that the vehicle can not brake in time and collide with the confluence vehicle.

[0207] According to the embodiment of the present application, the ramp direction, the latest lane changing point, and the confluence information can be obtained and input by using road environment information.

[0208] When it is determined that the current lane of the vehicle is in a secondary ramp side lane, for example, as shown in FIG. 2, the lane number I S = 2, and there is a vehicle confluence in front, a confluence point distance D L between the confluence end point and the latest lane changing point P M is calculated, assuming that the confluence start point is M S and the confluence end point is M E , the confluence point distance is D M = P L -M S , if it is determined that the current lane of the vehicle is not in a secondary ramp side lane or there is no vehicle confluence in front, the fourth navigation lane changing identification bit = 1 is output.

[0209] It is determined whether the confluence point distance D E between the confluence end point M L and the latest lane changing point P M is greater than an end point threshold T E ;

[0210] T E is a pre-set parameter value, and T E= a M S, a M is a second adjustment coefficient; preferably, can be set as a M > 0.5a, and a M ≥ 1.2.

[0211] If the junction distance D M is greater than the end threshold T E , the fourth navigation lane change identification bit is output as 0, if the junction distance D M is not greater than the end threshold T E , it is continued to judge whether the distance between the vehicle and the junction starting point satisfies the starting threshold T F , T F is a pre-set parameter value, generally set as T F = [-50, 50], that is, the lane change is not initiated within the range of 50 meters before and after the junction starting point, if the distance between the vehicle and the junction starting point satisfies the starting threshold T F , the fourth navigation lane change identification bit is output as 0, if the distance between the vehicle and the junction starting point does not satisfy the starting threshold T F , the fourth navigation lane change identification bit is output as 1.

[0212] In the embodiment of the application, when it is determined that the current driving lane is a secondary ramp side lane and a vehicle junction appears in front of the vehicle, the junction end point is marked, the junction distance between the junction end point and the latest lane change point is calculated, the second adjustment coefficient for the lane change distance is determined, the end threshold is determined by using the lane change distance and the second adjustment coefficient, the fourth navigation lane change identification bit is determined by using the junction distance and the end threshold, and the vehicle lane change is controlled by using the fourth navigation lane change identification bit, so that the lane change efficiency of the vehicle for the junction lane is effectively improved.

[0213] In an optional embodiment of the application, the method further comprises:

[0214] When it is determined that a tunnel exists in front of the ramp, the tunnel exit distance between the tunnel exit of the tunnel and the latest lane change point is calculated;

[0215] The fifth navigation lane change identification bit is determined by using the decision distance threshold and the tunnel exit distance;

[0216] The vehicle lane change is controlled by using the fifth navigation lane change identification bit.

[0217] Referring to FIG. 9 and FIG. 10, FIG. 9 is a fourth schematic diagram for demonstrating the vehicle lane change condition according to an embodiment of the application, and FIG. 10 is a flowchart for calculating the fifth navigation lane change identification bit according to an embodiment of the application.

[0218] In practical application, when there is a tunnel in front of the ramp, the lane line in the tunnel is generally a solid line, if the ego vehicle initiates lane changing after exiting the tunnel, the distance between the tunnel exit and the latest lane changing point P L of the ego vehicle is small, which leads to the failure of lane changing.

[0219] The embodiment of the present application can obtain tunnel information through road environment information, and input the latest lane changing point P L of the ego vehicle, the decision distance threshold T DE , and the tunnel information, determine the tunnel exit distance D T of the tunnel exit from the latest lane changing point P L when there is a tunnel in front of the ramp through the tunnel information, assuming that the distance between the vehicle and the tunnel entrance is D TE , the tunnel length is L TU , then D T =P L -D TE -L TU .

[0220] Determine whether the tunnel exit distance D T of the tunnel exit from the latest lane changing point P L of the ego vehicle is less than the decision distance threshold T DE , if the tunnel exit distance D T of the tunnel exit from the latest lane changing point P L of the ego vehicle is less than the decision distance threshold T DE , output the navigation lane changing identification bit = input value, if the tunnel exit distance D T of the tunnel exit from the latest lane changing point P L of the ego vehicle is not less than the decision distance threshold T DE， , continue to determine whether the ego vehicle is in an area where lane changing can be initiated, the condition set is D TE +D T < decision distance threshold T DE , or, D TE < entrance threshold T G , T G is a pre-set parameter value, preferably, T G = 600, if yes, output the fifth navigation lane changing identification bit = 1, if no, output the navigation lane changing identification bit = input value.

[0221] In an optional embodiment of the present application, it further comprises:

[0222] Determine whether the target lane has a suppression condition;

[0223] If no, execute the step of controlling the vehicle to change lanes by using the first navigation lane changing identification bit;

[0224] Or, performing the step of controlling the lane change of the vehicle using the second navigation lane change identification bit and the overtaking lane change identification bit;

[0225] Or, performing the step of controlling the lane change of the vehicle using the third navigation lane change identification bit;

[0226] Or, performing the step of controlling the lane change of the vehicle using the fourth navigation lane change identification bit;

[0227] Or, performing the step of controlling the lane change of the vehicle using the fifth navigation lane change identification bit.

[0228] When the overtaking lane change identification bit or the navigation lane change identification bit = 1, it is also necessary to judge whether the target lane exists a lane change inhibition condition, including that there is no obstacle (such as a conical barrel, a pedestrian, a temporary stop, etc.) in front of the target lane, the collision estimation time of the ego vehicle and the front and rear vehicles of the target lane is greater than a threshold value, the target lane is not narrowed and the width is greater than a threshold value, the side lane line of the target lane is a dashed line, the speed of the ego vehicle does not exceed the road speed limit, the speed and lateral acceleration of the ego vehicle do not exceed the calibration value corresponding to the lane line curvature, and the like.

[0229] Optionally, in order to avoid the situation that the lane line type changes from a dashed line to a solid line during the lane change of the ego vehicle, it is also possible to check the distance D DS output by the high-precision map that the side lane line of the target lane changes from a dashed line to a solid line, which is less than the lane change distance S required for the ego vehicle to complete a single lane change, assuming that the required time for completing a single lane change is T LC , then the distance D LC = V H T LC , that is, D LC <D DS If the target lane does not exist the above lane change inhibition condition, the ego vehicle can initiate lane change, otherwise the ego vehicle keeps driving in the ego lane.

[0230] In order for those skilled in the art to better understand the embodiments of the present application, the following will describe the embodiments of the present application by using a complete example.

[0231] Referring to FIG. 11, FIG. 11 is a flowchart of a vehicle lane change control method provided in an embodiment of the present application;

[0232] Inputting road environment information;

[0233] Calculating the latest lane change point of the current lane according to the congestion lane change point and the long solid line lane change point;

[0234] Establishing a navigation lane change decision model based on a decision distance threshold, and calculating a navigation lane change identification bit based on the model;

[0235] A passing lane changing decision model is established based on the speed of the vehicle flow in the adjacent lane, and a passing lane changing identification point is calculated based on the model;

[0236] It is judged whether to initiate lane changing after passing the slow vehicle in front of the target lane according to the slow vehicle in front of the target lane;

[0237] It is judged whether to initiate lane changing after passing the area near the merging start point or after passing the merging end point according to the merging information;

[0238] It is judged whether to initiate lane changing before the tunnel entrance according to the tunnel information;

[0239] It is judged whether to initiate lane changing according to the lane changing identification point and the lane changing inhibition condition, if the passing lane changing identification point or the navigation lane changing identification point = 1, and there is no lane changing inhibition condition in the target lane, a left / right lane changing instruction is output, the process is ended, otherwise the vehicle keeps driving in the vehicle lane, and the road environment information is input again, and the process is entered again.

[0240] The vehicle lane changing is controlled in the above manner, and the following beneficial effects can be achieved.

[0241] (1) The latest lane changing point of the vehicle lane is calculated by using the navigation path vehicle flow state information and the long solid line information, the problem of lane changing failure caused by congestion vehicle flow and long solid line in front of the ramp is avoided, and the success rate of the vehicle entering the ramp side lane is improved.

[0242] (2) The lane changing time is comprehensively decided based on the navigation lane changing decision model and the passing lane changing decision model, and the lane changing is initiated after passing the slow vehicle in front of the target lane by using the slow vehicle information, the success rate of the vehicle entering the ramp side lane is ensured, the traffic efficiency is considered, and the driving experience is improved.

[0243] (3) The lane changing is initiated before the tunnel entrance by using the tunnel information, the problem of lane changing failure caused by the small distance between the tunnel exit and the latest lane changing point of the vehicle lane is avoided, and the success rate of the vehicle entering the ramp side lane is improved.

[0244] (4) The lane changing is initiated after passing the area near the merging start point or the merging end point by using the merging information, the risk of collision between the vehicle and the merging vehicle is reduced, and the driving safety is improved.

[0245] (5) The lane changing is inhibited by using the distance of the left / right lane line changing from a dashed line to a solid line, the problem of the vehicle changing lane to the solid line in the lane changing process is avoided, and the risk of violating traffic regulations is reduced.

[0246] The embodiment of the application further discloses a vehicle, comprising:

[0247] one or more processors;

[0248] and one or more machine-readable media having stored thereon instructions that, when executed by one or more processors,

[0249] causing the vehicle to perform one or more of the methods described above.

[0250] Referring to FIG. 12, a structural block diagram of a vehicle lane changing control device provided in an embodiment of the present application is shown, which can specifically include the following modules:

[0251] a road environment information acquisition module 1201 configured to acquire road environment information;

[0252] a target lane changing point calculation module 1202 configured to determine, based on the road environment information, a first target lane changing point for a congested traffic flow condition and a second target lane changing point for a long solid line;

[0253] a latest lane changing point determination module 1203 configured to mark a ramp starting point for a ramp, and determine, based on the ramp starting point, the first target lane changing point and the second target lane changing point, a latest lane changing point for a current driving lane;

[0254] a decision distance threshold value determination module 1204 configured to determine, based on a ramp direction of the ramp, a number of lane changes required for the vehicle to drive on the current driving lane and a lane changing distance required for the vehicle to travel when completing one lane change, and determine a decision distance threshold value using the number of lane changes and the lane changing distance;

[0255] a vehicle lane changing control module 1205 configured to control the vehicle to change lanes according to the latest lane changing point and the decision distance threshold value.

[0256] For the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts are referred to the part of the method embodiment.

[0257] An embodiment of the present application further discloses a computer readable storage medium having instructions stored thereon, which, when executed by one or more processors, cause the processors to perform the method described in the embodiments of the present application.

[0258] The above embodiments are only preferred embodiments for fully illustrating the present application, and the protection scope of the present application is not limited thereto. Any equivalent substitutions or transformations made by those skilled in the art based on the present application are within the protection scope of the present application.

Claims

1. A vehicle lane-changing control method, characterized in that, The method includes: Obtain road environment information; Based on the road environment information, a first target lane-changing point for congested traffic conditions and a second target lane-changing point for long solid lines are determined. Mark the ramp start point for the ramp, and determine the latest lane change point for the current driving lane based on the ramp start point, the first target lane change point, and the second target lane change point; Based on the ramp direction, determine the number of lane changes required for the vehicle to travel in the current lane, and the lane change distance required for the vehicle to complete one lane change. Then, use the number of lane changes and the lane change distance to determine the decision distance threshold. The vehicle lane changes are controlled based on the latest lane change point and the decision distance threshold.

2. The method according to claim 1, characterized in that, The step of determining the latest lane change point for the current lane based on the ramp start point, the first target lane change point, and the second target lane change point includes: The point closest to the vehicle among the ramp start point, the first target lane change point, and the second target lane change point is determined as the latest lane change point.

3. The method according to claim 1, characterized in that, The road environment information includes the total number of lanes and lane numbers. The step of determining the number of lane changes required for the vehicle to travel in the current lane based on the ramp direction includes: Based on the total number of lanes, the lane number, and the ramp direction, determine the number of lane changes required for the vehicle to travel in the current lane.

4. The method according to any one of claims 1-3, characterized in that, The step of determining the decision distance threshold using the number of lane changes and the lane change distance includes: Determine the adjustment coefficient used to characterize that the vehicle can enter the ramp side lane with only one lane change; The decision distance threshold is determined based on the adjustment coefficient, the number of lane changes, and the lane change distance.

5. The method according to claim 4, characterized in that, The step of controlling the vehicle's lane change based on the latest lane change point and the decision distance threshold includes: The first navigation lane change identifier is determined using the latest lane change point and the decision distance threshold. The vehicle lane change is controlled by the first navigation lane change identifier.

6. The method according to claim 1, characterized in that, Also includes: The lane-changing overtaking threshold for the target lane is calculated using the latest lane-changing point and the number of lane-changing times. Calculate the average speed difference between the current driving lane and the target lane; The second navigation lane change marker and overtaking marker are determined using the lane change and overtaking threshold and the average vehicle speed difference. The second navigation lane-changing marker and the overtaking marker are used to control the vehicle's lane changing.

7. The method according to claim 6, characterized in that, The step of calculating the lane-changing overtaking threshold for the target lane using the latest lane-changing point and the number of lane-changing times includes: Determine the preset maximum effective distance and the preset minimum effective distance for the latest lane change point; Determine the preset maximum value for the lane-changing overtaking threshold; Determine the lane change influence ratio adjustment coefficient, which determines the weight of the influence of adjusting the number of lane changes on the lane change overtaking threshold. The lane change and overtaking threshold for the target lane is calculated using the maximum effective distance, the minimum effective distance, the preset maximum value, the lane change impact weight adjustment coefficient, the latest lane change point, and the number of lane changes.

8. The method according to claim 7, characterized in that, The step of calculating the average speed difference between the current driving lane and the target lane includes: Calculate the average speed of the vehicle in the current lane and the average speed of the target lane; Based on the average speed of the current driving lane and the average speed of the target lane, calculate the difference between the average speeds for the current driving lane and the target lane.

9. The method according to claim 1, characterized in that, Also includes: When the number of lane changes is less than or equal to a preset lane change threshold, calculate the first overtaking point for the vehicle ahead of the first target and the second overtaking point for the vehicle ahead of the second target. The first target vehicle and the second target vehicle are vehicles traveling in the target lane; Determine the first overtaking point lane change distance between the latest lane change point and the first overtaking point; Determine the second overtaking point lane change distance between the latest lane change point and the second overtaking point; A first adjustment coefficient is determined for the lane-changing distance, and a catch-up threshold is determined based on the first adjustment coefficient; The third navigation lane change flag is determined using the lane change distance at the first overtaking point, the lane change distance at the second overtaking point, and the overtaking threshold. The third navigation lane-changing identifier is used to control the vehicle's lane changing.

10. The method according to claim 9, characterized in that, The steps of calculating the first overtaking point for the vehicle ahead of the first target and the second overtaking point for the vehicle ahead of the second target include: Determine a first vehicle speed for the vehicle, a second vehicle speed for the vehicle ahead of the first target, a third vehicle speed for the vehicle ahead of the second target, a first vehicle distance between the vehicle and the vehicle ahead of the first target, and a second vehicle distance between the vehicle and the vehicle ahead of the second target. Based on the first vehicle speed, the second vehicle speed, the third vehicle speed, the first vehicle spacing, and the second vehicle spacing, calculate the first overtaking point for the vehicle in front of the first target and the second overtaking point for the vehicle in front of the second target.

11. The method according to claim 10, characterized in that, The step of determining the catch-up threshold based on the first adjustment coefficient includes: The overtaking threshold is determined using the number of lane changes, the lane change distance, and the first adjustment coefficient.

12. The method according to claim 1, characterized in that, The road environment information includes confluence information, and the method further includes: When it is determined that the current driving lane is a side lane of a secondary ramp, and there is a merging of vehicles in front of the vehicle, the merging endpoint is marked. Calculate the distance between the merging endpoint and the latest lane-changing point; Determine a second adjustment coefficient for the lane-change distance, and use the lane-change distance and the second adjustment coefficient to determine the endpoint threshold; The fourth navigation lane change identifier is determined using the merge point spacing and the endpoint threshold. The fourth navigation lane change identifier is used to control the vehicle's lane change.

13. The method according to claim 1, characterized in that, Also includes: When it is determined that there is a tunnel in front of the ramp, calculate the distance between the tunnel exit and the latest lane change point. The fifth navigation lane change marker is determined using the decision distance threshold and the tunnel exit distance; The fifth navigation lane change identifier is used to control the vehicle's lane change.

14. The method according to claim 5, 6, 9, 12, or 13, characterized in that, Also includes: Determine if there are any inhibiting conditions in the target lane; If not, then perform the step of controlling the vehicle to change lanes using the first navigation lane-changing identifier; Alternatively, the step of controlling the vehicle to change lanes using the second navigation lane-changing identifier and the overtaking identifier may be performed; Alternatively, the step of controlling the vehicle to change lanes using the third navigation lane-changing identifier can be performed; Alternatively, the step of controlling the vehicle to change lanes using the fourth navigation lane-changing identifier can be performed; Alternatively, the step of controlling the vehicle to change lanes using the fifth navigation lane-changing identifier can be performed.

15. A vehicle lane-changing control device, characterized in that, The device includes: The road environment information acquisition module is used to acquire road environment information; The target lane change point calculation module is used to determine, based on the road environment information, a first target lane change point for congested traffic conditions and a second target lane change point for long solid lines. The latest lane change point determination module is used to mark the ramp start point for the ramp, and determine the latest lane change point for the current driving lane based on the ramp start point, the first target lane change point and the second target lane change point; The decision distance threshold determination module is used to determine, based on the ramp direction of the ramp, the number of lane changes required for the vehicle to travel in the current driving lane, and the lane change distance required for the vehicle to complete one lane change, and to determine the decision distance threshold using the number of lane changes and the lane change distance. The vehicle lane change control module is used to control the vehicle lane change based on the latest lane change point and the decision distance threshold.

16. A vehicle, characterized in that, include: One or more processors; and One or more machine-readable media having instructions stored thereon, which, when executed by the one or more processors, cause the vehicle to perform the method as described in any one of claims 1-14.

17. A computer-readable storage medium, characterized in that, It stores instructions that, when executed by one or more processors, cause the processors to perform the method as described in any one of claims 1-14.

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