Autonomous driving method, apparatus, and vehicle

Abstract

An autonomous driving method, an apparatus, and a vehicle. The method comprises: acquiring obstacle information and navigation guidance information, wherein the navigation guidance information indicates a remaining drivable distance of at least one lane in the current road where a vehicle is located, the obstacle information indicates a position change of an obstacle located in each of the at least one lane, and the at least one lane comprises a first lane where an ego vehicle is currently located; determining at least one lane changing gap in a target adjacent lane of the first lane on the basis of the obstacle information; and when the remaining drivable distance corresponding to the first lane indicated by the navigation guidance information is less than or equal to a first threshold, controlling the vehicle to decelerate at a first deceleration, and controlling the vehicle to travel towards a first lane changing gap, wherein the first lane changing gap is a lane changing gap, among the at least one lane changing gap, which is located behind the vehicle when the vehicle starts to decelerate. The present technical solution can be applied to the field of intelligent driving, and facilitates the improvement of the success rate of lane changing of vehicles at road ends, thereby reducing the likelihood of vehicle heading deviation.

Description

Autonomous driving methods, devices and vehicles Technical Field

[0001] This application relates to the field of intelligent driving, and more specifically, to an autonomous driving method, device, and vehicle. Background Technology

[0002] With the rapid development of the automotive industry, many driver assistance and autonomous driving technologies have emerged, which can reduce driving stress and improve safety and traffic efficiency. During the journey to a destination using autonomous driving technology, vehicles may need to change lanes multiple times. However, under current technological conditions, the success rate of lane changing from the vehicle in a scenario where the vehicle is about to deviate from its lane and the target lane has heavy traffic is difficult to guarantee. Summary of the Invention

[0003] This application provides an autonomous driving method, device, and vehicle that helps improve the success rate of lane changing at the end of a road, thereby reducing the vehicle's yaw rate.

[0004] In a first aspect, an autonomous driving method is provided, which can be executed by a vehicle; or, it can also be executed by the vehicle's computing platform; or, it can also be executed by a chip or circuit for the vehicle, without limitation thereof.

[0005] The method includes: acquiring obstacle information and navigation guidance information, wherein the navigation guidance information indicates the remaining drivable distance of at least one lane in the current road where the vehicle is located, and the obstacle information indicates the positional changes of obstacles in each of the at least one lane, wherein the at least one lane includes the first lane where the vehicle is currently located; determining at least one lane change gap in a second lane based on the obstacle information, wherein the second lane is an adjacent lane to the first lane and is a lane that the vehicle needs to pass through during the lane change to a first target lane, or the second lane is the first target lane; when the remaining drivable distance corresponding to the first lane indicated by the navigation guidance information is less than or equal to a first threshold, controlling the vehicle to decelerate with a first deceleration and controlling the vehicle to move towards the first lane change gap; or, when the remaining drivable distance corresponding to the first lane indicated by the navigation guidance information is greater than a second threshold, controlling the vehicle to move towards the second lane change gap; wherein the second threshold is greater than or equal to the first threshold, at least one lane change gap includes the first lane change gap and the second lane change gap, and the first lane change gap is located behind the vehicle when the vehicle begins to decelerate, and the second lane change gap is located in front of the vehicle.

[0006] In the above technical solution, when the remaining driving distance in the lane is large, controlling the vehicle to change lanes in the second lane in front of the vehicle helps to improve lane changing efficiency, traffic efficiency, and human-like performance; when the remaining driving distance in the lane is small, controlling the vehicle to decelerate and change lanes in the second lane in the second lane behind the vehicle helps to improve the success rate of lane changing, thereby reducing the yaw rate, and enabling the vehicle to decelerate without reducing its lane changing ability.

[0007] It should be noted that the deviation involved in this application can be understood as: the vehicle not traveling along the path indicated by the navigation guidance information to the destination, or the actual path the vehicle travels to the destination deviates from the original planned path or the shortest travel path.

[0008] In conjunction with the first aspect, in some implementations of the first aspect, controlling the vehicle to decelerate with a first deceleration and controlling the vehicle to move toward a first lane change gap includes: controlling the vehicle to move with the first deceleration to a first position in the first lane and stopping at the first position, the first position corresponding to a first remaining drivable distance, the first remaining drivable distance being less than or equal to a first threshold; and controlling the vehicle to move toward the first lane change gap when the first lane change gap is detected.

[0009] In some implementations, the vehicle is currently on a non-highway road.

[0010] In the above technical solution, when the remaining driving distance in the current lane of the vehicle is too small and there is still no suitable opportunity to change lanes in the second lane, controlling the vehicle to stop and wait for the opportunity to change lanes helps to improve the human-likeness of the vehicle in the end lane change scenario and reduce the vehicle's yaw rate.

[0011] In conjunction with the first aspect, in certain implementations of the first aspect, the first threshold and / or the second threshold are associated with at least one of the following: the vehicle speed, the current road type, or the number of lanes between the first lane and the first target lane.

[0012] For example, the first threshold may increase with the increase of vehicle speed; or, the value corresponding to the first threshold when the current road is a highway is greater than the value corresponding to the first threshold when the current road is a city road; or, the first threshold may increase with the increase of the number of lanes between the first lane and the target lane.

[0013] In the above technical solutions, determining different first thresholds based on different scenarios helps to improve the vehicle's lane-changing ability in various scenarios, and enhances the vehicle's ability to adapt to lane-changing scenarios and its human-like characteristics.

[0014] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: acquiring road topology information, which indicates the road boundary of the current road and the lane boundary of each of the multiple lanes included in the current road; determining the drivable area of ​​the vehicle based on the road topology information; determining at least one behavior mode based on the drivable area, each behavior mode instructing the vehicle to travel in a first lane or instructing the vehicle to change to another lane; determining a first behavior mode from the at least one behavior mode based on navigation guidance information, the first behavior mode instructing the vehicle to change to a first target lane; and controlling the vehicle to travel towards a first lane change gap or a second lane change gap based on the first behavior mode.

[0015] In the above technical solution, determining multiple behavioral modes of a vehicle when changing lanes, and identifying a suitable behavioral mode from these multiple behavioral modes, helps to improve the vehicle's lane-changing ability.

[0016] In conjunction with the first aspect, in certain implementations of the first aspect, determining a first behavioral mode from at least one behavioral mode based on navigation guidance information includes: determining a yaw rate and lane-change benefit corresponding to a second behavioral mode based on navigation guidance information, wherein the yaw rate indicates the degree of yaw when the vehicle travels along a second target lane indicated by the second behavioral mode, and the lane-change benefit indicates the benefit of the vehicle changing to the second target lane based on the second behavioral mode, and the second behavioral mode is any one of at least one behavioral mode; determining a safety cost and a comfort cost corresponding to the second behavioral mode based on obstacle information; determining a strategy cost of the second behavioral mode based on the yaw rate, lane-change benefit, safety cost, and comfort cost; and determining the behavioral mode with the minimum strategy cost among at least one behavioral mode as the first behavioral mode.

[0017] In the above technical solution, the behavioral modality for vehicle lane changing is determined based on the evaluation results of multiple dimensions such as yaw rate, lane change benefit, safety and comfort. This helps to improve the safety of vehicle lane changing and the comfort of passengers in the vehicle while ensuring a low yaw rate.

[0018] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: determining speed limit information for each lane in at least one lane based on navigation guidance information, wherein the speed limit information indicates the maximum speed at which a vehicle can travel in the lane, and the maximum speed decreases as the remaining drivable distance decreases; and controlling the vehicle speed to be less than or equal to the maximum speed indicated by the speed limit information of the first lane when the remaining drivable distance corresponding to the first lane indicated by the navigation guidance information is greater than a second threshold.

[0019] In the above technical solution, limiting the vehicle's speed in the lane based on the remaining drivable distance of the lane can avoid the problem of veergence caused by insufficient deceleration and the problem of poor driving experience for the vehicle's occupants caused by excessive deceleration when driving to the end of the road.

[0020] In conjunction with the first aspect, in some implementations of the first aspect, the safety distance corresponding to the first lane change gap is less than the safety distance corresponding to the second lane change gap, and the safety distance indicates the minimum distance between the vehicle and an obstacle in the second lane during the lane change process.

[0021] In the above technical solution, when a vehicle changes lanes into the first lane-changing gap, the urgency of the lane change is relatively high, and the distance between the vehicle in front and / or the vehicle behind controlling the lane-changing gap is relatively small, which can improve the lane-changing speed and success rate; when a vehicle changes lanes into the second lane-changing gap, the urgency of the lane change is not high, and the distance between the vehicle in front and / or the vehicle behind controlling the lane-changing gap is relatively large, which can reduce the collision risk during the lane-changing process and improve vehicle safety.

[0022] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: controlling a vehicle's prompting device to display first information, the first information indicating a safe distance.

[0023] In the above technical solution, prompting users with the corresponding safe distance of the vehicle helps to increase the trust of the driver and passengers in the vehicle.

[0024] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: a vehicle-controlled prompting device prompting second information, the second information indicating a first lane change gap or a second lane change gap.

[0025] In the above technical solution, indicating the target lane change gap to the user helps the user to have a psychological expectation of the action that the vehicle is about to perform, thereby increasing the driver's and passengers' trust in the vehicle and the user experience.

[0026] In conjunction with the first aspect, in some implementations of the first aspect, the second information also indicates a first threshold associated with the first lane change gap, or a second threshold associated with the second lane change gap.

[0027] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: when the remaining drivable distance corresponding to the first lane changes from being greater than the second threshold to being less than or equal to the first threshold, the control prompting device switches from prompting information indicating the second lane change gap to prompting information indicating the first lane change gap.

[0028] In the above technical solution, when the remaining driving distance of the vehicle decreases and the vehicle has not yet completed the lane change, the change in lane change gap is indicated. This helps the user to be informed of the vehicle's decision result and / or the change in the decision result in a timely manner, which helps the user understand the vehicle's behavior and increases the user's trust in the vehicle.

[0029] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: a prompting device controlling the vehicle to prompt third information, the third information indicating at least one of the following: the vehicle's first lane-changing behavior, the timing of the first lane-changing behavior, or the reason associated with the first lane-changing behavior.

[0030] Secondly, an autonomous driving device is provided, comprising an acquisition unit and a processing unit. The acquisition unit is configured to: acquire obstacle information and navigation guidance information, wherein the navigation guidance information indicates the remaining drivable distance in at least one lane of the current road in which the vehicle is located, and the obstacle information indicates the positional changes of obstacles in each of the at least one lane, wherein the at least one lane includes the first lane in which the vehicle is currently located; the processing unit is configured to: determine at least one lane change gap in a second lane based on the obstacle information, wherein the second lane is an adjacent lane to the first lane, and the second lane is a lane that the vehicle needs to pass through during the lane change to a first target lane. Alternatively, the second lane may be the first target lane; the processing unit is further configured to: when the remaining drivable distance corresponding to the first lane indicated by the navigation guidance information is less than or equal to a first threshold, control the vehicle to decelerate with a first deceleration and control the vehicle to move towards a first lane-changing gap; or, when the remaining drivable distance corresponding to the first lane indicated by the navigation guidance information is greater than or equal to a second threshold, control the vehicle to move towards a second lane-changing gap; wherein the second threshold is greater than the first threshold, at least one lane-changing gap includes a first lane-changing gap and a second lane-changing gap, and the first lane-changing gap is located behind the vehicle when the vehicle begins to decelerate, and the second lane-changing gap is located in front of the vehicle.

[0031] In conjunction with the second aspect, in some implementations of the second aspect, the processing unit is used to: control the vehicle to travel at a first deceleration to a first position in the first lane and stop at the first position, the first position corresponding to a first remaining drivable distance, the first remaining drivable distance being less than or equal to a first threshold; and control the vehicle to travel towards the first lane change gap when a first lane change gap is detected.

[0032] In conjunction with the second aspect, in some implementations of the second aspect, the first threshold and / or the second threshold are associated with at least one of the following: the vehicle speed, the current road type, or the number of lanes between the first lane and the first target lane.

[0033] In conjunction with the second aspect, in some implementations of the second aspect, the acquisition unit is further configured to: acquire road topology information, which indicates the road boundary of the current road and the lane boundary of each of the multiple lanes included in the current road; the processing unit is further configured to: determine the drivable area of ​​the vehicle based on the road topology information; determine at least one behavior mode based on the drivable area, each behavior mode in the at least one behavior mode instructing the vehicle to travel in the first lane or instructing the vehicle to change to another lane; determine a first behavior mode from the at least one behavior mode based on navigation guidance information, the first behavior mode instructing the vehicle to change to the first target lane; and control the vehicle to travel towards the first lane change gap or the second lane change gap based on the first behavior mode.

[0034] In conjunction with the second aspect, in some implementations of the second aspect, the processing unit is configured to: determine the yaw rate and lane-changing benefit corresponding to the second behavior mode based on navigation guidance information, wherein the yaw rate indicates the degree of yaw when the vehicle travels along the second target lane indicated by the second behavior mode, and the lane-changing benefit indicates the benefit of the vehicle changing to the second target lane based on the second behavior mode, wherein the second behavior mode is any one of at least one behavior mode; determine the safety cost and comfort cost corresponding to the second behavior mode based on obstacle information; determine the strategy cost of the second behavior mode based on the yaw rate, lane-changing benefit, safety cost, and comfort cost; and determine the behavior mode with the minimum strategy cost among at least one behavior mode as the first behavior mode.

[0035] In conjunction with the second aspect, in some implementations of the second aspect, the processing unit is further configured to: determine, based on navigation guidance information, the speed limit information for each lane in at least one lane, wherein the speed limit information indicates the maximum speed at which a vehicle can travel in the lane, and the maximum speed decreases as the remaining drivable distance decreases; and when the remaining drivable distance corresponding to the first lane indicated by the navigation guidance information is greater than a second threshold, control the speed of the vehicle to be less than or equal to the maximum speed indicated by the speed limit information of the first lane.

[0036] In conjunction with the second aspect, in some implementations of the second aspect, the safety distance corresponding to the first lane change gap is less than the safety distance corresponding to the second lane change gap, and the safety distance indicates the minimum distance between the vehicle and an obstacle in the second lane during the lane change process.

[0037] In conjunction with the second aspect, in some implementations of the second aspect, the processing unit is further configured to: control the vehicle's prompting device to display first information, the first information indicating a safe distance.

[0038] In conjunction with the second aspect, in some implementations of the second aspect, the processing unit is further configured to: control the vehicle's prompting device to display second information, the second information indicating a first lane change gap or a second lane change gap.

[0039] In conjunction with the second aspect, in some implementations of the second aspect, the second information also indicates a first threshold associated with the first lane change gap, or a second threshold associated with the second lane change gap.

[0040] In conjunction with the second aspect, in some implementations of the second aspect, the processing unit is further configured to: when the remaining drivable distance corresponding to the first lane changes from being greater than the second threshold to being less than or equal to the first threshold, switch the control prompting device from prompting information indicating the second lane change gap to prompting information indicating the first lane change gap.

[0041] In conjunction with the second aspect, in some implementations of the second aspect, the processing unit is further configured to: control the vehicle's prompting device to prompt third information, the third information indicating at least one of the following: the vehicle's first lane-changing behavior, the timing of the first lane-changing behavior, or the reason associated with the first lane-changing behavior.

[0042] Thirdly, an autonomous driving device is provided, the device comprising: a processor for executing a computer program stored in a memory, such that the device performs the method in any possible implementation of the first aspect described above.

[0043] In conjunction with the third aspect, in some implementations of the third aspect, the device also includes a memory.

[0044] Fourthly, a computer program product is provided, comprising: computer program code, which, when executed on a computer or processor, causes the computer or processor to perform the method in any possible implementation of the first aspect.

[0045] It should be noted that the above computer program code can be stored in whole or in part on a storage medium, which can be packaged together with the processor or packaged separately from the processor.

[0046] Fifthly, a computer-readable storage medium is provided, the computer-readable medium storing instructions that, when executed by a processor, cause the processor to implement the method in any possible implementation of the first aspect.

[0047] In a sixth aspect, a chip is provided that includes circuitry for performing the method in any of the possible implementations of the first aspect described above.

[0048] In a seventh aspect, a vehicle is provided that includes means as in any possible implementation of the second to third aspects, or the vehicle includes computer-readable storage as in any possible implementation of the fifth aspect, or the vehicle includes a chip as in any possible implementation of the sixth aspect, or the vehicle is loaded with computer program code as in any possible implementation of the fourth aspect.

[0049] In conjunction with the seventh aspect, in some implementations of the seventh aspect, the vehicle is a vehicle in a broad sense, such as a means of transportation (e.g., commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (e.g., forklifts, trailers, tractors, etc.), engineering vehicles (e.g., excavators, bulldozers, cranes, etc.), agricultural equipment (e.g., lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. In practical implementation, the vehicle can also be a road vehicle, a water vehicle, an air vehicle, industrial equipment, agricultural equipment, or other intelligent driving equipment such as entertainment equipment.

[0050] For the beneficial effects not described in detail in aspects two through seven, please refer to the description in aspect one, which will not be repeated here. Attached Figure Description

[0051] Figure 1 is a functional schematic block diagram of the vehicle provided in an embodiment of this application;

[0052] Figure 2 is a schematic block diagram of the autonomous driving system architecture provided in an embodiment of this application;

[0053] Figure 3 is a schematic flowchart of the autonomous driving method provided in an embodiment of this application;

[0054] Figure 4 is a schematic diagram of the sampling line generation and clustering results provided in the embodiments of this application;

[0055] Figure 5 is another schematic diagram of the sampling line generation and clustering results provided in the embodiments of this application;

[0056] Figure 6 is a schematic diagram of an application scenario of the autonomous driving method provided in the embodiments of this application;

[0057] Figure 7 is a schematic diagram illustrating the relationship between yaw rate and remaining time at the end of the lane in an embodiment of this application;

[0058] Figure 8 is a schematic diagram of the application scenarios involved in the embodiments of this application;

[0059] Figure 9 is another schematic diagram of an application scenario involved in the embodiments of this application;

[0060] Figure 10 is a GUI related to an embodiment of this application;

[0061] Figure 11 is another GUI involved in the embodiments of this application;

[0062] Figure 12 is another GUI related to an embodiment of this application;

[0063] Figure 13 is another schematic flowchart of the autonomous driving method provided in the embodiments of this application;

[0064] Figure 14 is a schematic block diagram of an autonomous driving device provided in an embodiment of this application;

[0065] Figure 15 is another schematic block diagram of the autonomous driving device provided in the embodiments of this application. Detailed Implementation

[0066] The technical solutions in this application will now be described with reference to the accompanying drawings.

[0067] Figure 1 is a functional block diagram of a vehicle provided in an embodiment of this application. As shown in Figure 1, the vehicle 100 may include a perception system 120 and a computing platform 150. In some implementations, the vehicle 100 also includes a prompting device 130. The perception system 120 may include several sensors for sensing information about the surrounding environment of the vehicle 100. For example, the perception system 120 may include a positioning system, which may be a Global Positioning System (GPS), a BeiDou system, or another positioning system. Furthermore, the perception system 120 may also include one or more of the following: an inertial measurement unit (IMU), a lidar, a millimeter-wave radar, an ultrasonic radar, and a camera device.

[0068] The prompting device 130 may include any of the following: a display device, a sound device, and a lighting device. The display device is mainly divided into two categories: the first is an in-vehicle display screen; the second is a projection display screen, such as a head-up display (HUD). An in-vehicle display screen is a physical display screen and an important component of the in-vehicle infotainment system. Multiple displays can be installed in the cabin, such as digital instrument cluster displays and central control screens. In some possible implementations, one or more of the aforementioned in-vehicle displays can be human-machine interfaces (HMIs), for example, the central control screen can be an HMI. A head-up display, also known as a head-up display system, is mainly used to display driving information such as speed and navigation on a display device (e.g., the windshield) in front of the driver. This reduces the driver's eye-shifting time, avoids pupil changes caused by eye-shifting, and improves driving safety and comfort. HUDs include, for example, combiner-HUD (C-HUD) systems, windshield-HUD (W-HUD) systems, and augmented reality HUD (AR-HUD) systems. Sound-generating devices can include in-vehicle speakers, in-vehicle audio systems, and other in-vehicle sound-generating devices. Lighting devices are used for displaying lights, and these lighting devices can include ambient lighting within the cabin.

[0069] Some or all of the functions of vehicle 100 can be controlled by computing platform 150. Computing platform 150 may include processors 151 to 15n. A processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field-programmable gate array (FPGA). In reconfigurable hardware circuits, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement related functions. Furthermore, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc. In addition, the computing platform 150 may also include a memory for storing instructions. Some or all of the processors 151 to 15n can call the instructions in the memory to implement the corresponding functions.

[0070] The computing platform 150 can control the operation of the intelligent driving system, which may include an advanced driving assistance system (ADAS) and an autonomous driving system (ADS). The intelligent driving system utilizes various sensors on the vehicle (including but not limited to: LiDAR, millimeter-wave radar, cameras, ultrasonic sensors, GPS, and inertial measurement units) to acquire information from the vehicle's surroundings, and analyzes and processes this information to achieve functions such as obstacle perception, target recognition, vehicle localization, path planning, and driver monitoring / alerts, thereby improving the safety, automation, and comfort of driving the vehicle.

[0071] At different levels of autonomous driving (or intelligent driving levels, ranging from L0 to L5, totaling six levels), intelligent driving systems can achieve different levels of automated driving assistance based on artificial intelligence algorithms and information acquired by multiple sensors. These levels of autonomous driving are based on the classification standards of the Society of Automotive Engineers (SAE). Specifically, L0 is no automation; L1 is driver assistance; L2 is partial automation; L3 is conditional automation; L4 is high automation; and L5 is full automation. At levels L1 to L3, the task of monitoring road conditions and reacting is jointly completed by the driver and the system, requiring the driver to take over dynamic driving tasks. Levels L4 and L5 allow the driver to completely transform into a passenger. Currently, the functions that intelligent driving systems can achieve mainly include, but are not limited to: adaptive cruise control, automatic emergency braking, automatic parking, blind spot monitoring, forward cross-traffic alert / braking, rear cross-traffic alert / braking, forward collision warning, lane departure warning, lane keeping assist, rear collision warning, traffic sign recognition, traffic jam assist, and highway assist. It should be understood that the above-mentioned functions can have specific modes at different levels of autonomous driving (L0-L5). The higher the level of autonomous driving, the more intelligent the corresponding mode.

[0072] The roles of the perception system 120, the prompting device 130, and the computing platform 150 in this application are explained in detail below with reference to Figure 2. Figure 2 shows a schematic block diagram of the autonomous driving system architecture provided in an embodiment of this application. The system includes a perception module 210, a planning module 220, and a control module 230. Optionally, the system may also include a prompting module 240. Wherein:

[0073] The perception module 210 may include one or more camera devices in the perception system 120 shown in Figure 1, or it may also include one or more radars in the perception system 120. The perception module 210 is used to collect information about the vehicle's surrounding environment, the vehicle's real-time motion parameters, etc. The perception module 210 can also process the collected surrounding environment information to build a world model consisting of roads, obstacles, etc. for downstream modules (such as the planning module 220).

[0074] The planning module 220 may include one or more processors in the computing platform 150 shown in FIG. 1. Specifically, the planning module 220 may include a lateral planning module 241 and a longitudinal planning module 242. The lateral planning module 241 determines the vehicle's lane-changing strategy based on road topology and obstacle information obtained from the perception module 210. This lane-changing strategy indicates the target lane, one or more lane-changing positions during the vehicle's lane-changing process, and the aggressiveness of the lane-changing. The longitudinal planning module 242 determines the maximum speed supported by each lane based on the remaining drivable distance of each lane in at least one lane of the currently occupied road, and then plans the vehicle's longitudinal speed based on the lane-changing strategy and the maximum speed supported by each lane.

[0075] It should be noted that the lateral and longitudinal directions involved in this application can be determined relative to the vehicle's driving direction or the vehicle's coordinate system. For example, the longitudinal direction can be parallel to the vehicle's driving direction, and the lateral direction can be perpendicular to the vehicle's driving direction; another example is that the longitudinal direction can be parallel to the X-axis of the vehicle's coordinate system, and the lateral direction can be parallel to the Y-axis of the vehicle's coordinate system. It should also be noted that the origin O of the vehicle coordinate system can be located at the projection point of the rear axle center of the vehicle onto the ground, and the positive directions of the X and Z axes can be the direction of the vehicle's front end and the direction perpendicular to the vehicle's plane, respectively.

[0076] The control module 230 may include one or more processors in the computing platform 150 shown in FIG1. ​​The control module 230 is used to control the vehicle to change lanes to the target lane according to the planning results (such as lane change position and longitudinal speed) of the planning module 220.

[0077] The prompting module 240 may include one or more of the prompting devices 130 shown in FIG1. ​​The prompting module 240 is used to prompt information such as lane change position and / or lane change aggressiveness.

[0078] It should be understood that the above system is only an example. In actual applications, modules in the above system may be added or removed according to actual needs. For example, planning module 220 and control module 230 can be merged into one module.

[0079] The system provided by the embodiments of this application has been described above. The autonomous driving method provided by the embodiments of this application will be described in detail below.

[0080] Figure 3 shows a schematic flowchart of an autonomous driving method provided in an embodiment of this application. The method can be executed by the vehicle 100 shown in Figure 1, or by the planning module 220 shown in Figure 2. The method 300 includes some or all of the steps in S301 to S308.

[0081] S301, Obtain road topology information and obstacle information. The road topology information indicates the road boundary of the current road where the vehicle is located and the boundaries of each lane in the current road. The obstacle information indicates the motion status of obstacles in the current road.

[0082] For example, obstacle information can be acquired by the vehicle's perception system. Road topology information can be perceived by the vehicle's perception system; or road topology information can be extracted from pre-made map data. Pre-made map data can be roadcode (RC) maps, electric horizon (EHP) data, etc.

[0083] In some implementations, pre-built map data can be generated based on traffic flow data. Traffic flow data can be understood as data consisting of the trajectories formed by one or more vehicles traveling on the road. A set of traffic flow data can include multiple traffic flow points, each indicating a coordinate in a vehicle's trajectory, the time the vehicle arrived at that coordinate, and the vehicle's orientation and pose at that coordinate.

[0084] Pre-built map data can include at least one of road vectors, intersection vectors, and lane vectors. For example, a processor segments and clusters traffic flow data to obtain road vectors. Further, for multiple roads intersecting at the same intersection, based on traffic flow data and road vectors, the vector points connecting each road to the intersection are determined, and the vector points corresponding to multiple roads constitute the intersection vector. The road width is determined based on traffic flow data, and the intersections of multiple sets of traffic flow data with the perpendicular lines from the roads are clustered. The number of lanes is determined based on the clustering results, and then the lane vectors are determined based on the road width and the number of lanes. It can be understood that lane vectors, road vectors, and intersection vectors constitute a vectorized map. Specifically, road vectors indicate the location and direction of a road segment, intersection vectors indicate the location and boundaries of intersections, and lane vectors indicate the roadway for various vehicles to travel within the same width. Alternatively, lane vectors can also indicate the position of each lane within a road segment.

[0085] S302, based on road topology information, determines the drivable area of ​​the vehicle in the current road.

[0086] For example, the drivable area can be understood as: the area in which the vehicle can drive on the current road, the drivable area includes at least one lane, and each lane in the at least one lane supports a drivable direction of vehicles that is consistent with the drivable direction of the vehicle.

[0087] In some implementations, if the road topology information also indicates the lane type, the drivable area of ​​the vehicle can be determined by combining the lane type. For example, if the current road includes n lanes whose drivable direction is the same as the vehicle's drivable direction, and assuming the vehicle is a regular vehicle and m of the n lanes are non-regular lanes (such as non-motorized vehicle lanes, bus lanes, reversible lanes, etc.), then the lanes excluding the m lanes constitute the vehicle's drivable area, where n and m are both positive integers. Regular vehicles can include motor vehicles other than buses and trucks. For example, regular vehicles can include passenger cars, which can be vehicles primarily used to carry passengers and their personal luggage or temporary items. For example, a passenger car may have a maximum of nine seats, including the driver's seat.

[0088] S303 generates multiple sampling lines based on the drivable area and clusters these sampling lines according to road topology information.

[0089] In some implementations, multiple target points can be generated within the drivable area based on lane boundaries indicated by road topology information. The longitudinal distance between these target points and the vehicle can be a preset distance. Based on the position of each target point and the vehicle's current position, physically passable sampling lines that conform to kinematic validity are generated. For example, the preset distance can be between 50 meters and 100 meters, or other distances. Further, based on the lane where the target point is located, the multiple sampling lines are divided into lane-keeping clusters and lane-changing clusters. More specifically, based on the position of the lane-changing cluster relative to the vehicle, the lane-changing cluster can be further refined into left-turning clusters and right-turning clusters. Specifically, the target point corresponding to the lane-keeping cluster is located in the lane the vehicle is currently in; the target point corresponding to the left-turning cluster is located in the lane to the left of the vehicle's current lane; and the target point corresponding to the right-turning cluster is located in the lane to the right of the vehicle's current lane. The left and right sides can be defined relative to the vehicle's coordinate system. For example, the positive direction of the Y-axis of the vehicle coordinate system is the left side of the vehicle, and the negative direction of the Y-axis is the right side of the vehicle.

[0090] In one example, assuming the current road where the vehicle is located includes lanes 1 to 4 as shown in Figure 4, and the vehicle is located in lane 3, and the drivable direction of lane 1 is different from the vehicle's drivable direction, then the drivable area can include lanes 1 to 3. Further, based on the target points and sampling lines generated from the drivable area, as shown in the left image of Figure 4, after clustering the sampling lines, we can obtain a left lane-changing cluster, a lane-keeping cluster, and a right lane-changing cluster.

[0091] In another example, taking the current road where the vehicle is located as including lanes 1 to 4 as shown in Figure 5, where the vehicle is in lane 2 and the drivable direction of lane 1 is different from the vehicle's drivable direction, the drivable area can include lanes 1 to 3. Further, based on the target points and sampling lines generated from the drivable area, as shown in the left figure of Figure 5, after clustering the sampling lines, we can obtain a lane-keeping cluster, a right-change cluster 1, and a right-change cluster 2, where the right-change cluster 2 is a cross-lane lane-change cluster.

[0092] It should be noted that the shapes of the multiple sampling lines shown in Figures 4 and 5 are merely illustrative and do not demonstrate the physical accessibility or kinematic legitimacy of the sampling lines. Therefore, in actual implementation, the shapes of the sampling lines may differ from those shown in Figures 4 and 5.

[0093] S304, based on road topology information and clustering results, determines the yaw rate of at least one lane in the current road.

[0094] In this case, each lane in at least one lane corresponds to a cluster of sampling lines. For example, if the clustering results indicate the three clusters of sampling lines shown in Figure 4 or Figure 5, then at least one lane includes lane 2, lane 3 and lane 4.

[0095] In some implementations, the remaining drivable distance for each lane in the drivable area is determined based on navigation recommendations. The navigation recommendations indicate the vehicle's direction of travel at intersection 1, which connects to the current road, and / or the vehicle's deviation from its current direction of travel within the current road. This means the vehicle may travel from the current road to another road via intersection 1 to continue towards its destination.

[0096] The driving deviation indicates whether the vehicle should travel closer to the left, closer to the right, or in the center of the road. In one example, when the vehicle's destination is on a road other than the current road, the driving deviation in the current road can be determined based on the direction of travel at the intersection 1 connecting to that road. For example, if the direction of travel at intersection 1 is straight, the vehicle's driving deviation in that road can be in the center; or, if the direction of travel at intersection 1 is left turn, the vehicle's driving deviation in that road can be closer to the left. In yet another example, when the vehicle's destination is in the center of the current road, the driving deviation in the current road can be determined based on the location of the destination. For example, if the vehicle's destination is on the right side of the road, the vehicle's driving deviation in the current road is closer to the right.

[0097] Furthermore, based on the vehicle's direction of travel at intersection 1 or its current deviation from the road (or destination), the remaining drivable distance for each lane in the drivable area can be determined. It should be noted that the "remaining drivable distance of a lane" in this application refers to the remaining distance a vehicle can travel in that lane, not the actual remaining drivable distance of that lane. In other words, the remaining drivable distance for the same lane may differ for different vehicles.

[0098] For example, the remaining drivable distance can be determined taking into account the distance required for a vehicle to change lanes. For instance, if a vehicle needs to turn right at intersection 1, and only the rightmost lane in the current road supports right turns, then the drivable area for the vehicle extends from its current longitudinal position to the point where the rightmost lane meets intersection 1. Further, the drivable distance of each lane in the current road decreases by M meters from right to left. For example, if the longitudinal distance between the vehicle's current position and the point where intersection 1 meets the current road is M' meters, then the drivable distance of the second lane from the right is the difference between M' and M, the drivable distance of the third lane from the right is the difference between M' and 2M, and so on. Here, M meters can be the minimum or maximum distance required for a vehicle to change lanes, or M meters can be the length of the solid line near the intersection; for example, M can be a value between 10 and 15, or M can be any other value. It is understood that the remaining drivable distance for each lane can also be determined in other ways. For example, when a vehicle needs to travel to the right in the current road, an example of the remaining drivable distance for each lane in the current road can be seen in Figure 6. In some implementations, since the vehicle needs to turn right in the aforementioned rightmost lane, the remaining drivable distance for the aforementioned rightmost lane can be considered infinite. As another example, if a lane merges with another road ahead, the remaining drivable distance for that lane can be the difference between the longitudinal distance between the vehicle's current position and the point where the intersection and lane merge are M.

[0099] It should be noted that the intersections involved in this application may include, but are not limited to, cross intersections, off-ramp connection intersections, on-ramp connection intersections, intersections leading to auxiliary roads, and intersections merging into main roads. Among them, a cross intersection can be an N-way intersection, where N is an integer greater than or equal to 3, that is, each intersection includes at least three boundaries, and each of the at least three boundaries connects to a road.

[0100] Furthermore, based on the vehicle's current speed v and the remaining drivable distance Lr for each lane, the yaw rate R for each lane is determined. Specifically, the yaw rate R can satisfy the following formula: R = a * (Lr / v) 2 +b*(Lr / v)+c;

[0101] Here, a, b, and c are coefficients, whose values ​​can be determined based on the driving scenario corresponding to the current road and whether there is a lane crossing between the current lane and the target lane. More specifically, the driving scenario of the current road can indicate whether the current road is a highway or an urban road. The current lane is the lane where the yaw rate is determined, not the lane the vehicle is currently in. A lane crossing between the current lane and the target lane can be understood as the vehicle needing to cross one or more lanes when changing lanes from the current lane to the target lane. When the current lane and the target lane are adjacent lanes, or when the current lane and the target lane are the same lane, there is no lane crossing between the current lane and the target lane.

[0102] For example, Figure 7 illustrates the relationship between the time required for a vehicle to travel the remaining drivable distance in a lane and the yaw rate when the vehicle is traveling at its current speed in a given scenario. The yaw rate is 0 when the time required to travel the remaining drivable distance in the lane is greater than 18 seconds. It should be noted that the yaw rate for a lane indicates the degree of yaw as the vehicle continues to travel in that lane; a higher yaw rate indicates a greater degree of yaw, meaning a greater deviation from the original navigation direction as the vehicle travels along that lane towards its destination.

[0103] It should be understood that the relationship shown in Figure 7 is only an illustrative example. In actual implementation, the relationship between the time required for a vehicle to travel the remaining drivable distance in a lane and the yaw rate may differ from that shown in Figure 7, depending on the driving scenario.

[0104] S305 determines the lane-changing cost for each lane in the drivable area based on navigation recommendations.

[0105] In some implementations, the closer the direction a vehicle is moving from its current lane to another lane matches the driving direction or deviation indicated by the navigation information, the higher the lane-changing benefit and the lower the lane-changing cost. For example, if the navigation information indicates a right turn at intersection 1, and both the rightmost lane and the second-to-right lane support right turns, then considering only the match between the navigation information and the lane-changing direction, the lane-changing cost for the rightmost lane and the second-to-right lane is the same.

[0106] In some implementations, the lane-changing benefit can be determined based on whether a vehicle crosses the solid lane boundary line during the lane-changing process. A lane-changing benefit is higher (i.e., lower cost) when a vehicle crosses the solid lane boundary line during the lane-changing process compared to when it does not. For example, if navigation information indicates a right turn at intersection 1, both the rightmost lane and the second lane from the right support right turns, and a vehicle does not cross the solid lane boundary line when changing to the second lane from the right, but does need to cross the solid lane boundary line when changing to the rightmost lane, then considering the consistency between the navigation information and the lane-changing direction, as well as whether the vehicle crosses the lane boundary line during the lane-changing process, the lane-changing cost for the rightmost lane is higher than that for the second lane from the right.

[0107] In some implementations, the cost of changing lanes can be determined based on the congestion in each lane. For example, the more congested a lane is, the lower the benefit of changing lanes in that lane, and thus the higher the cost of changing lanes.

[0108] S306. Based on obstacle information, determine the safety cost and comfort cost corresponding to each cluster result in the clustering results; based on the safety cost, comfort cost, lane-changing cost and yaw rate, determine the lane-changing strategy.

[0109] For example, obstacle information indicates the position and speed of vehicles traveling in each lane of the current road, or it may also indicate the position and / or position changes of other moving or stationary obstacles on the current road; the clustering results may include lane-keeping clusters and at least one lane-changing cluster. It is understood that each cluster result indicates that the vehicle needs to change to a target lane, which can be the current lane or another lane. Further, obstacles in the target lane that pose a collision risk to the vehicle can be identified as target obstacles. Then, based on the position and position changes of the target obstacles in the target lane, a driving path for the vehicle to overtake the target obstacles is planned. Finally, based on the planned driving path and the predicted movement path of the target obstacles, the safety and comfort costs of the clustering results are determined.

[0110] For example, the total safety cost can be characterized based on the time to collision (TTC) corresponding to the planned driving path of the vehicle and the predicted motion path of the target obstacle. The larger the TTC, the higher the safety, and thus the lower the safety cost. The comfort cost can be characterized based on the maximum acceleration (or maximum deceleration) of the planned driving path of the vehicle. The larger the maximum acceleration (or the absolute value of the maximum deceleration), the lower the comfort, and thus the higher the comfort cost.

[0111] Furthermore, based on the safety cost, comfort cost, lane-changing cost, and yaw rate corresponding to each cluster result, the strategy cost of each cluster result is determined, and then the lane-changing strategy with the lowest strategy cost among multiple cluster results is selected. For example, the strategy cost corresponding to a cluster result is... total The following formula can be satisfied: cost total =w1·cost safe +w2·cost comfort +w3·cost change +w4·cost yaw ;

[0112] Among them, cost safe cost comfort These represent the security cost and comfort cost corresponding to the cluster result, respectively. change This represents the lane-changing cost corresponding to the target lane indicated by the cluster results. yaw This indicates the yaw rate corresponding to the target lane indicated by the vehicle's cluster results. W1, w2, w3, and w4 represent the weights of safety cost, comfort cost, lane-changing cost, and yaw rate, respectively, and the sum of w1, w2, w3, and w4 is 1. In some implementations, cost... safe cost comfort cost change The value ranges from 0 to 1, with a larger value indicating a higher cost.

[0113] S307 determines the remaining drivable distance for each lane in the drivable area and determines the speed limit factor for each lane based on the remaining drivable distance.

[0114] For example, the specific implementation of determining the remaining drivable distance for each lane can be found in the description in S304, and will not be repeated here.

[0115] More specifically, the relationship between the remaining drivable distance and the speed limit factor P can be satisfied by the following formula:

[0116] Where Lr represents the remaining drivable distance of the lane, Lmax is the maximum remaining drivable distance, Lmin is the minimum remaining drivable distance, and α is a coefficient. For example, the values ​​of Lmax, Lmin, and α can differ for highways and urban roads. For instance, for highways, Lmax, Lmin, and α could be 100 meters, 50 meters, and 0.01, respectively; for urban roads, Lmax, Lmin, and α could be 50 meters, 25 meters, and 0.02, respectively.

[0117] Furthermore, based on the speed limit factor, the maximum driving speed supported by each lane is determined. For example, when the speed limit factor is 1, the maximum driving speed supported by a certain lane is V, and the speed limit factor of that lane, determined based on the remaining driving distance, is P. Then, the maximum speed that the vehicle can travel in the lane is P*V.

[0118] S308 plans the longitudinal speed and lane-changing position of vehicles based on lane-changing strategies and the speed limit factors of each lane.

[0119] In some implementations, during the process of a vehicle changing lanes, the vehicle's longitudinal speed does not exceed the maximum driving speed supported by that lane.

[0120] For example, after determining the lane-changing strategy, the lane-changing position and aggressiveness of the vehicle are determined based on the yaw rate corresponding to the lane the vehicle is currently in. For example, when the yaw rate corresponding to the lane the vehicle is currently in is greater than a yaw rate threshold, it is determined that the vehicle's behavior during the lane-changing process can be relatively aggressive, and the vehicle can be controlled to accelerate towards the lane-changing gap in front of it to complete the change to the adjacent lane. The relationship between the vehicle and the lane-changing gap can be specifically shown in Figure 8. When the yaw rate corresponding to the lane the vehicle is currently in is less than or equal to the yaw rate threshold, it is determined that the vehicle's behavior during the lane-changing process can be relatively conservative, and the vehicle can be controlled to accelerate towards the lane-changing gap behind it to complete the change to the adjacent lane. The relationship between the vehicle and the lane-changing gap can be specifically shown in Figure 9. For example, the yaw rate threshold can be a value between 0 and 0.5, or it can be other values.

[0121] "Aggressive" can be understood as setting a smaller safety distance in front of, behind, to the left and right of the vehicle during lane changing, while "conservative" can be understood as setting a larger safety distance in front of, behind, to the left and right of the vehicle during lane changing. Lane changing gap can be defined as the area between two adjacent vehicles in an adjacent lane that allows another vehicle to merge.

[0122] In some implementations, the longitudinal speed of the vehicle in the current lane can be controlled based on the remaining drivable distance in the current lane. For example, when the remaining drivable distance in the current lane is less than or equal to a distance threshold 1, the vehicle can be slowed down. Furthermore, if the vehicle has not completed a lane change by the time it reaches a preset position along the current lane, the vehicle can be stopped at the preset position to wait for a lane change opportunity. The preset position can be a position where the distance to the end of the current lane (i.e., the position where the remaining drivable distance is zero) is less than or equal to a distance threshold 2. For example, distance threshold 1 is greater than distance threshold 2; distance threshold 1 can be a value between 20 meters and 30 meters, and distance threshold 2 can be a value between 3 meters and 5 meters; alternatively, distance threshold 1 and distance threshold 2 can be other values.

[0123] Furthermore, the vehicle is controlled to change lanes at the planned longitudinal speed and lane-changing position.

[0124] In some implementations, before or during a lane change, the vehicle's prompting device can be controlled to display information such as lane change interval, reason for lane change, and vehicle speed. Taking a central control screen as an example, when the central control screen displays a navigation interface, it can be controlled to display a graphical user interface (GUI) as shown in Figure 10. This interface can include a virtual driving scene constructed based on perceived environmental information around the vehicle, as well as the vehicle's real-time speed information. Furthermore, the interface includes an icon 801 indicating the vehicle's position in the virtual driving scene, and icons indicating other road users, etc.

[0125] In one example, when the remaining driving distance in the vehicle's current lane is sufficiently large (i.e., the yaw rate is low), before controlling the vehicle to move to the lane change gap in front of it in the adjacent lane, element 802 can be displayed on the central control screen, indicating the target lane change gap. When the remaining driving distance in the vehicle's current lane is sufficiently large, the vehicle does not need to decelerate, and its speed can be relatively high, as shown by element 804. Furthermore, a dialog box 803 can be displayed on the central control screen: "! Yaw is imminent, about to change to the right lane with sufficient clearance ahead," to inform the user of the reason for the lane change and the lane change location.

[0126] In another example, when the remaining driving distance in the vehicle's current lane is insufficient (i.e., the yaw rate is high), before controlling the vehicle to move to the lane change gap behind it in the adjacent lane, elements 812 and 813 can be displayed on the central control screen. Element 812 indicates the remaining driving distance in the vehicle's current lane, and element 813 indicates the target lane change gap. Furthermore, when the remaining driving distance in the vehicle's current lane is insufficient, the vehicle is controlled to decelerate to wait for the lane change opportunity. At this time, the vehicle's speed can be reduced to a low speed, as shown in element 814. Additionally, a dialog box 815 can be displayed on the central control screen: "! The remaining driving distance in the current lane is less than 50 meters. Decelerating and waiting for a lane change opportunity," to inform the user of the reason for deceleration, the reason for lane change, and the lane change location.

[0127] Understandably, if the remaining driving distance in the current lane is large enough, but the vehicle does not wait for a suitable lane-changing opportunity, causing it to continue driving in the current lane until the remaining driving distance in the current lane is insufficient, the vehicle will decelerate, and the target lane-changing gap will change from the lane-changing gap of the adjacent lane in front of the vehicle to the lane-changing gap of the adjacent lane behind the vehicle. At the same time, the interface displayed on the vehicle's central control screen can change from the interface shown in Figure 10 to the interface shown in Figure 11.

[0128] In some implementations, when there is congestion in the adjacent lane (such as slow traffic speed), before controlling the vehicle to change lanes, the central control screen can also display the interface shown in Figure 12, which includes a dialog box 816 "! Target lane is congested, waiting for a lane change opportunity".

[0129] It should be noted that the elements, controls, and prompts included in the interfaces shown in Figures 10 to 12 are merely illustrative examples. In actual implementation, each interface may include other elements, controls, or other prompts.

[0130] It should also be noted that the above embodiments use the central control screen as an example for illustrating the prompting device. In actual implementation, the prompting information in the above embodiments can also be displayed through other display devices such as the instrument panel screen or HUD in the vehicle cabin. In addition, in actual implementation, prompts can also be made through cabin lighting devices, cabin sound devices, etc., to inform the user of the reason for lane change and / or the location of lane change.

[0131] Figure 13 shows another schematic flowchart of the autonomous driving method provided in this application embodiment. The method can be executed by the vehicle 100 shown in Figure 1, or the method can also be executed by the planning module 220 shown in Figure 2. The method 1000 includes:

[0132] S1010, Obtain obstacle information and navigation guidance information, wherein the navigation guidance information indicates the remaining drivable distance in at least one lane of the current road in which the vehicle is located, and the obstacle information indicates the positional changes of obstacles in each of the at least one lane, wherein the at least one lane includes the first lane in which the vehicle is currently located.

[0133] For example, the obstacle information can be the obstacle information in method 300, and the navigation guidance information can be determined based on the aforementioned road topology information and navigation recommendation information. The specific implementation of determining the remaining drivable distance indicated by the navigation guidance information can be referred to in the description in S304, which will not be repeated here.

[0134] It should be noted that navigation guidance information can also indicate the vehicle's destination, and / or navigation information such as roads and intersections that the vehicle needs to pass through on its way to the destination.

[0135] S1020, based on obstacle information, determine at least one lane change gap in the second lane, wherein the second lane is an adjacent lane to the first lane, and the second lane is a lane that the vehicle needs to pass through during the lane change to the first target lane, or the second lane is the first target lane.

[0136] It should be noted that the first target lane refers to the final target lane, which is different from the target lane in method 300. The target lane in method 300 can include lanes passed through during the lane change process to the final target lane. For example, if the navigation guidance information instructs the vehicle to turn right at the intersection ahead, then at least one lane in the current road that supports right turns (such as the rightmost lane) is the final target lane; as another example, if the navigation guidance information instructs the vehicle to make a U-turn at the intersection ahead, then the leftmost lane in the current road is the final target lane.

[0137] S1030, when the remaining drivable distance corresponding to the first lane indicated by the navigation guidance information is less than or equal to the first threshold, the vehicle is controlled to decelerate with the first deceleration and the vehicle is controlled to move towards the first lane change gap; or, when the remaining drivable distance corresponding to the first lane indicated by the navigation guidance information is greater than the second threshold, the vehicle is controlled to move towards the second lane change gap.

[0138] Wherein, the second threshold is greater than or equal to the first threshold, at least one lane change gap includes a first lane change gap and a second lane change gap, and the first lane change gap is located behind the vehicle when the vehicle begins to decelerate, and the second lane change gap is located in front of the vehicle.

[0139] For example, the first threshold can be a value corresponding to the yaw rate threshold. Furthermore, the first threshold and the second threshold can be the same value, or they can be different values.

[0140] In some implementations, the first threshold and / or the second threshold are associated with at least one of the following: vehicle speed, current road type, or number of lanes between the first lane and the first target lane. In one example, the first threshold and / or the second threshold increase with increasing vehicle speed. For example, when the speed is less than 50 kilometers per hour (kph), the first threshold is a value between 50 meters and 75 meters; when the speed is greater than or equal to 50 kph, the first threshold is a value between 100 meters and 120 meters. In yet another example, the first threshold and / or the second threshold increase with increasing number of lanes between the first lane and the first target lane. For example, when there is at least one lane between the first lane and the first target lane, the first threshold is 75 meters; when there are no lanes between the first lane and the first target lane, the first threshold is 50 meters. In yet another example, the value of the first threshold corresponding to the current road being a highway is greater than the value corresponding to the current road being an urban road.

[0141] In some implementations, when the current road where the vehicle is located is a non-highway or other scenario with strict speed restrictions, the vehicle is controlled to decelerate with a first deceleration and to move towards a first lane change gap. This includes: controlling the vehicle to move to a first position in the first lane with the first deceleration and stopping at the first position, where the first position corresponds to a first remaining drivable distance; and controlling the vehicle to move towards the first lane change gap when the first lane change gap is detected.

[0142] For example, the first remaining drivable distance is less than or equal to a first threshold. For example, the first remaining drivable distance can be a value between 0 and 10 meters, or it can be other values. For a more specific implementation of controlling vehicle deceleration, please refer to the description in S308, which will not be repeated here.

[0143] In some implementations, the method further includes: acquiring road topology information, which indicates the road boundaries of the current road and the lane boundaries of each of the multiple lanes included in the current road; determining the drivable area of ​​the vehicle based on the road topology information; determining at least one behavior mode based on the drivable area, each behavior mode instructing the vehicle to travel in a first lane or instructing the vehicle to change to another lane; determining a first behavior mode from the at least one behavior mode based on navigation guidance information, the first behavior mode instructing the vehicle to change to a first target lane; and controlling the vehicle to travel towards a first lane change gap or a second lane change gap based on the first behavior mode.

[0144] For example, the road topology information can be the road topology information in method 300. One of the at least one behavioral modal can include a clustering result in method 300. The specific implementation of determining the behavioral modal and controlling vehicle lane changing based on the behavioral modal can be referred to in S306 to S308, and will not be repeated here.

[0145] In some implementations, determining a first behavioral mode from at least one behavioral mode based on navigation guidance information includes: determining the yaw rate and lane-change benefit corresponding to a second behavioral mode based on the navigation guidance information, wherein the yaw rate indicates the degree of yaw when the vehicle travels along the second target lane indicated by the second behavioral mode, and the lane-change benefit indicates the benefit of the vehicle changing to the second target lane based on the second behavioral mode, and the second behavioral mode is any one of at least one behavioral mode; determining the safety cost and comfort cost corresponding to the second behavioral mode based on obstacle information; determining the strategy cost of the second behavioral mode based on the yaw rate, lane-change benefit, safety cost, and comfort cost; and determining the behavioral mode with the minimum strategy cost among at least one behavioral mode as the first behavioral mode.

[0146] For example, the specific implementation of determining the yaw rate, lane change benefit, safety cost, comfort cost, and final strategy cost corresponding to each behavior mode based on navigation guidance information can be found in the descriptions in S304 to S306, and will not be repeated here.

[0147] It should be noted that the second target lane can be the final target lane, or it can be an intermediate lane passed through during the process of changing lanes to the final target lane. In other words, the second target lane can be the target lane involved in method 300.

[0148] In some implementations, the method further includes: determining speed limit information for each lane in at least one lane based on navigation guidance information, wherein the speed limit information indicates the maximum speed at which a vehicle can travel in the lane, and the maximum speed decreases as the remaining drivable distance decreases; and controlling the vehicle speed to be less than or equal to the maximum speed indicated by the speed limit information of the first lane when the remaining drivable distance corresponding to the first lane indicated by the navigation guidance information is greater than a second threshold.

[0149] For example, the speed limit information for each lane can be determined based on the speed limit factor corresponding to that lane. The specific implementation of determining the speed limit factor can be referred to the description in S307, and will not be repeated here.

[0150] In some implementations, the safety distance corresponding to the first lane change gap is less than the safety distance corresponding to the second lane change gap. The safety distance indicates the minimum distance between the vehicle and an obstacle in the second lane during the lane change process.

[0151] In some implementations, the method further includes: a vehicle-controlled prompting device displaying first information, the first information indicating a safe distance.

[0152] In some implementations, the method further includes: a vehicle-controlled prompting device indicating a second message, the second message indicating a first lane change clearance or a second lane change clearance.

[0153] For example, the prompting device may include one or more of a display device, a sound device, and a light device in the vehicle cabin. The specific implementation of prompting lane change clearance by the prompting device can be referred to the examples shown in Figures 10 and 11. In Figure 10, the lane change clearance indicated by element 802 can be regarded as an example of a second lane change clearance, and element 802 can be regarded as an example of a second information. In Figure 11, the lane change clearance indicated by element 813 can be regarded as an example of a first lane change clearance, and element 813 can be regarded as an example of a second information.

[0154] In some implementations, the second information also indicates a first threshold associated with the first lane change gap, or a second threshold associated with the second lane change gap.

[0155] For example, the text "50 meters" in the dialog box 815 shown in Figure 11 can be considered as an example of indicating a first threshold associated with the first lane change gap. In some examples, taking a first threshold of 50 meters as an example, when the remaining drivable distance in the current lane of the vehicle is greater than a second threshold, the interface shown in Figure 10 can also display an element 805 indicating a first position, which is the position where the remaining drivable distance of the lane is the first threshold. That is, element 805 can be considered as an example of second information.

[0156] In some implementations, the method further includes: when the remaining drivable distance corresponding to the first lane changes from being greater than a second threshold to being less than or equal to a first threshold, the control prompting device switches from prompting information indicating the second lane change gap to prompting information indicating the first lane change gap.

[0157] For example, taking a prompting device that includes a display device as an example, when the remaining drivable distance of the current lane where the vehicle is located gradually decreases to less than a first threshold as the vehicle moves, the vehicle's display device can switch from displaying the interface shown in Figure 10 to displaying the interface shown in Figure 11.

[0158] In some implementations, when the remaining drivable distance corresponding to the first lane is less than a first threshold, the method further includes: controlling a vehicle's prompting device to indicate the position of the end of the lane.

[0159] As mentioned earlier, the end of a lane is the position where the remaining distance for a vehicle to travel in that lane is zero. Taking a display device as an example, the display device can be controlled to show element 805' as shown in Figure 11, indicating the position of the end of the lane. It is understood that element 805 and element 805' have different transparency, with element 805 having higher transparency than element 805'. Higher transparency indicates a position that the vehicle can pass through, or that the vehicle is unlikely to veer off course after passing through that position; lower transparency indicates a position that the vehicle cannot pass through, or that the vehicle will veer off course after passing through that position.

[0160] In some implementations, the method further includes: a prompting device controlling the vehicle prompting third information, the third information indicating at least one of the following: the vehicle's first lane-changing behavior, the timing of the first lane-changing behavior, or the reason associated with the first lane-changing behavior.

[0161] For example, the first lane-changing behavior includes a lane-changing behavior that the vehicle is about to perform or is performing. The reasons associated with the first lane-changing behavior may include: insufficient remaining driving distance in the current lane, or the need to change lanes in advance to avoid deviating from the course due to congestion in the target lane.

[0162] The autonomous driving method provided in this application, when the remaining drivable distance in the lane is large, controls the vehicle to change lanes into the lane change gap in the second lane in front of the vehicle, which helps to improve lane change efficiency, traffic efficiency and human-like performance; when the remaining drivable distance in the lane is small, controls the vehicle to decelerate and change lanes into the lane change gap in the second lane behind the vehicle, which helps to improve the lane change success rate, thereby reducing the yaw rate, and enables the vehicle to decelerate without reducing its lane change capability.

[0163] In the various embodiments of this application, unless otherwise specified or in case of logical conflict, the terminology and / or descriptions between the various embodiments are consistent and can be referenced by each other. Technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0164] The autonomous driving method provided by the embodiments of this application has been described in detail above with reference to Figures 1 to 13. The apparatus provided by the embodiments of this application will now be described in detail below with reference to Figures 14 and 15. It should be understood that the description of the apparatus embodiments corresponds to the description of the method embodiments; therefore, any content not described in detail can be referred to the method embodiments above, and for the sake of brevity, will not be repeated here.

[0165] Figure 14 shows a schematic block diagram of an autonomous driving device 2000 provided in an embodiment of this application. The device 2000 may include units for executing the embodiments described in the foregoing method. Furthermore, each unit in the device 2000 implements a corresponding process of the above-described method embodiments. The device 2000 includes an acquisition unit 2010, which can be used to implement corresponding data acquisition or transmission / reception functions. The device 2000 also includes a processing unit 2020, which can be used to implement corresponding processing functions.

[0166] Optionally, the device 2000 further includes a storage unit, which can be used to store instructions and / or data. The processing unit 2020 can read the instructions and / or data in the storage unit so that the device can perform the relevant actions in the aforementioned method embodiments.

[0167] It should be understood that the specific process of each unit performing the above-mentioned corresponding steps has been described in detail in the above method embodiments, and will not be repeated here for the sake of brevity.

[0168] It should also be understood that the device 2000 described herein is embodied in the form of a functional unit. The terms “module” or “unit” may refer to application-specific ASICs, electronic circuits, processors (e.g., shared processors, proprietary processors, or group processors) and memory for executing one or more software or firmware programs, integrated logic circuits, and / or other suitable components that support the described functions.

[0169] The apparatuses described above are capable of implementing the corresponding steps performed by the computing platform 150 in the methods described above. These functions can be implemented in hardware or by hardware executing corresponding software. The hardware or software includes one or more modules corresponding to the functions described above; for example, the acquisition unit 2010 can be replaced by a transceiver, and other units, such as processing units, can be replaced by a processor, used to execute the relevant processing operations in each method embodiment.

[0170] Exemplarily, the acquisition unit 2010 and processing unit 2020 can be disposed in the vehicle 100 shown in FIG. 1, or they can also be disposed in the system shown in FIG. 2. More specifically, the acquisition unit 2010 and processing unit 2020 can be disposed in the planning module 220. Exemplarily, the operations performed by the acquisition unit 2010 and processing unit 2020 can be performed by a single processor, or they can be performed by different processors. In specific implementation, the one or more processors can be processors disposed in the vehicle 100 shown in FIG. 1; or, the device 2000 can be a chip disposed in the vehicle 100.

[0171] In the specific implementation process, the units in the above device can be fully or partially integrated together, or they can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-a-chip (SoC).

[0172] Figure 15 is another schematic block diagram of the autonomous driving device provided in an embodiment of this application. The device 2100 shown in Figure 15 may include a processor 2110, a transceiver 2120, and a memory 2130. The processor 2110, transceiver 2120, and memory 2130 are connected via internal interconnection paths. The memory 2130 is used to store instructions, and the processor 2110 is used to execute the instructions stored in the memory 2130 to implement the methods in the above embodiments. Optionally, the memory 2130 may be coupled to the processor 2110 via an interface or integrated with the processor 2110.

[0173] It should be noted that the transceiver 2120 mentioned above may include, but is not limited to, transceiver devices such as input / output interfaces, to realize communication between device 2100 and other devices or communication networks.

[0174] Memory 2130 can be volatile memory and / or non-volatile memory. Non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory can be random access memory (RAM). For example, RAM can be used as an external cache. By way of example and not limitation, RAM includes various forms such as: static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct rambus RAM (DR RAM).

[0175] Transceiver 2120 uses transceiver devices, such as but not limited to transceivers, to enable communication between device 2100 and other devices or communication networks to receive / send data / information for implementing the methods in the above embodiments.

[0176] This application also provides an intelligent driving device, which includes the device 2000 or device 2100 in the above embodiments.

[0177] This application also provides a computer program product, which includes computer program code. When the computer program code is run on a computer, it causes the computer to implement the methods described in the above embodiments of this application.

[0178] This application also provides a computer-readable storage medium storing computer instructions that, when executed on a computer, cause the computer to implement the methods described in the above embodiments of this application.

[0179] This application also provides a chip, including circuitry, for performing the methods described in the above embodiments of this application.

[0180] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0181] 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 this document describes 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. In this application, "at least one" means one or more, and "more" means two or more. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or multiple items. For example, at least one of a, b, or c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0182] The use of prefixes such as "first" and "second" in this application embodiment is solely for distinguishing different descriptive objects and does not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is found in the claims or the context of the embodiments, and the use of such prefixes should not constitute unnecessary restrictions.

[0183] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of 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 system, 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.

[0184] In the various embodiments of this application, unless otherwise specified or in case of logical conflict, the terminology and / or descriptions between the various embodiments are consistent and can be referenced by each other. Technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0185] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0186] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0187] 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. An autonomous driving method, characterized in that, include: Obtain obstacle information and navigation guidance information. The navigation guidance information indicates the remaining drivable distance in at least one lane of the current road where the vehicle is located. The obstacle information indicates the positional changes of obstacles in each of the at least one lane, including the first lane where the vehicle is currently located. Based on obstacle information, at least one lane-changing gap is determined in the second lane, which is an adjacent lane to the first lane, and is the lane that the vehicle needs to pass through during the lane-changing process to the target lane, or the second lane is the target lane; When the remaining drivable distance corresponding to the first lane indicated by the navigation guidance information is less than or equal to a first threshold, the vehicle is controlled to decelerate with a first deceleration and to move towards the first lane change gap; or, When the remaining drivable distance corresponding to the first lane indicated by the navigation guidance information is greater than the second threshold, the vehicle is controlled to move to the second lane-changing gap; Wherein, the second threshold is greater than or equal to the first threshold, the at least one lane change gap includes the first lane change gap and the second lane change gap, and the first lane change gap is located behind the vehicle when the vehicle begins to decelerate, and the second lane change gap is located in front of the vehicle.

2. The method according to claim 1, characterized in that, The control of the vehicle to decelerate at a first deceleration rate and to move towards the first lane change gap includes: The vehicle is controlled to travel at the first deceleration to a first position in the first lane and stop at the first position, the first position corresponding to a first remaining drivable distance, the first remaining drivable distance being less than or equal to the first threshold. When the first lane change gap is detected, the vehicle is controlled to move toward the first lane change gap.

3. The method according to claim 1 or 2, characterized in that, The first threshold and / or the second threshold are associated with at least one of the following: The vehicle speed, the type of the current road, or the number of lanes between the first lane and the target lane.

4. The method according to any one of claims 1 to 3, characterized in that, The method further includes: Obtain road topology information, which indicates the road boundary of the current road and the lane boundary of each lane among the multiple lanes included in the current road; The drivable area of ​​the vehicle is determined based on the road topology information; At least one behavior mode is determined based on the drivable area, each of the at least one behavior mode instructing the vehicle to drive in the first lane or instructing the vehicle to change to another lane; A first behavior mode is determined from the at least one behavior mode based on the navigation guidance information, and the first behavior mode indicates that the vehicle needs to change to the first target lane; Based on the first behavior mode, the vehicle is controlled to move toward the first lane change gap or the second lane change gap.

5. The method according to claim 4, characterized in that, Determining the first behavioral modality from the at least one behavioral modality based on the navigation guidance information includes: The yaw rate and lane change benefit corresponding to the second behavior mode are determined based on the navigation guidance information. The yaw rate indicates the degree of yaw when the vehicle travels along the second target lane indicated by the second behavior mode. The lane change benefit indicates the benefit of the vehicle changing to the second target lane based on the second behavior mode. The second behavior mode is any one of the at least one behavior mode. Based on the obstacle information, determine the safety cost and comfort cost corresponding to the second behavioral mode; The strategy cost of the second behavioral mode is determined based on the yaw rate, the lane-changing benefit, the safety cost, and the comfort cost. The behavioral mode with the lowest policy cost among the at least one behavioral mode is determined as the first behavioral mode.

6. The method according to any one of claims 1 to 5, characterized in that, The method further includes: Based on navigation guidance information, determine the speed limit information for each lane in the at least one lane, wherein the speed limit information indicates the maximum speed at which the vehicle can travel in the lane, and the maximum speed decreases as the remaining travel distance decreases; When the remaining drivable distance corresponding to the first lane indicated by the navigation guidance information is greater than the second threshold, the speed of the vehicle is controlled to be less than or equal to the maximum speed indicated by the speed limit information of the first lane.

7. The method according to any one of claims 1 to 6, characterized in that, The safe distance corresponding to the first lane change gap is less than the safe distance corresponding to the second lane change gap, and the safe distance indicates the minimum distance between the vehicle and an obstacle in the second lane during the lane change process.

8. The method according to claim 7, characterized in that, The method further includes: The vehicle's warning device displays a first message indicating the safe distance.

9. The method according to any one of claims 1 to 8, characterized in that, The method further includes: The vehicle control device provides a second message indicating either the first lane change clearance or the second lane change clearance.

10. The method according to claim 9, characterized in that, The second information also indicates the first threshold associated with the first lane change gap, or the second threshold associated with the second lane change gap.

11. The method according to claim 9 or 10, characterized in that, The method further includes: When the remaining drivable distance corresponding to the first lane changes from being greater than the second threshold to being less than or equal to the first threshold, the prompting device is controlled to switch from prompting information indicating the second lane change gap to prompting information indicating the first lane change gap.

12. The method according to any one of claims 1 to 11, characterized in that, The method further includes: The vehicle's prompting device displays third information, which indicates at least one of the following: the vehicle's first lane-changing behavior, the timing of the first lane-changing behavior, or the reason associated with the first lane-changing behavior.

13. An automatic driving device, characterized in that, include: The acquisition unit is used to acquire obstacle information and navigation guidance information. The navigation guidance information indicates the remaining drivable distance in at least one lane of the current road where the vehicle is located. The obstacle information indicates the positional changes of obstacles in each of the at least one lane. The at least one lane includes the first lane where the vehicle is currently located. The processing unit is configured to determine at least one lane-changing gap in the second lane based on obstacle information, wherein the second lane is an adjacent lane to the first lane, and the second lane is a lane that the vehicle needs to pass through during the lane-changing process to the target lane, or the second lane is the target lane; The processing unit is further configured to: when the remaining drivable distance corresponding to the first lane indicated by the navigation guidance information is less than or equal to a first threshold, control the vehicle to decelerate with a first deceleration and control the vehicle to move towards a first lane-changing gap; or, When the remaining drivable distance corresponding to the first lane indicated by the navigation guidance information is greater than the second threshold, the vehicle is controlled to move to the second lane-changing gap; Wherein, the second threshold is greater than or equal to the first threshold, the at least one lane change gap includes the first lane change gap and the second lane change gap, and the first lane change gap is located behind the vehicle when the vehicle begins to decelerate, and the second lane change gap is located in front of the vehicle.

14. The apparatus according to claim 13, characterized in that, The processing unit is used for: The vehicle is controlled to travel at the first deceleration to a first position in the first lane and stop at the first position, the first position corresponding to a first remaining drivable distance, the first remaining drivable distance being less than or equal to the first threshold. When the first lane change gap is detected, the vehicle is controlled to move toward the first lane change gap.

15. The apparatus according to claim 13 or 14, characterized in that, The first threshold and / or the second threshold are associated with at least one of the following: The vehicle speed, the type of the current road, or the number of lanes between the first lane and the target lane.

16. The apparatus according to any one of claims 13 to 15, characterized in that, The acquisition unit is also used for: Obtain road topology information, which indicates the road boundary of the current road and the lane boundary of each lane among the multiple lanes included in the current road; The processing unit is further configured to: determine the drivable area of ​​the vehicle based on the road topology information; At least one behavior mode is determined based on the drivable area, each of the at least one behavior mode instructing the vehicle to drive in the first lane or instructing the vehicle to change to another lane; A first behavior mode is determined from the at least one behavior mode based on the navigation guidance information, and the first behavior mode indicates that the vehicle needs to change to the first target lane; Based on the first behavior mode, the vehicle is controlled to move toward the first lane change gap or the second lane change gap.

17. The apparatus according to claim 16, characterized in that, The processing unit is used for: The yaw rate and lane change benefit corresponding to the second behavior mode are determined based on the navigation guidance information. The yaw rate indicates the degree of yaw when the vehicle travels along the second target lane indicated by the second behavior mode. The lane change benefit indicates the benefit of the vehicle changing to the second target lane based on the second behavior mode. The second behavior mode is any one of the at least one behavior mode. Based on the obstacle information, determine the safety cost and comfort cost corresponding to the second behavioral mode; The strategy cost of the second behavioral mode is determined based on the yaw rate, the lane-changing benefit, the safety cost, and the comfort cost. The behavioral mode with the lowest policy cost among the at least one behavioral mode is determined as the first behavioral mode.

18. The apparatus according to any one of claims 13 to 17, characterized in that, The processing unit is also used for: Based on navigation guidance information, determine the speed limit information for each lane in the at least one lane, wherein the speed limit information indicates the maximum speed at which the vehicle can travel in the lane, and the maximum speed decreases as the remaining travel distance decreases; When the remaining drivable distance corresponding to the first lane indicated by the navigation guidance information is greater than the second threshold, the speed of the vehicle is controlled to be less than or equal to the maximum speed indicated by the speed limit information of the first lane.

19. The apparatus according to any one of claims 13 to 18, characterized in that, The safe distance corresponding to the first lane change gap is less than the safe distance corresponding to the second lane change gap, and the safe distance indicates the minimum distance between the vehicle and an obstacle in the second lane during the lane change process.

20. The apparatus according to claim 19, characterized in that, The processing unit is also used for: The vehicle's warning device displays a first message indicating the safe distance.

21. The apparatus according to any one of claims 13 to 20, characterized in that, The processing unit is also used for: The vehicle control device provides a second message indicating either the first lane change clearance or the second lane change clearance.

22. The apparatus according to claim 21, characterized in that, The second information also indicates the first threshold associated with the first lane change gap, or the second threshold associated with the second lane change gap.

23. The apparatus according to claim 21 or 22, characterized in that, The processing unit is also used for: When the remaining drivable distance corresponding to the first lane changes from being greater than the second threshold to being less than or equal to the first threshold, the prompting device is controlled to switch from prompting information indicating the second lane change gap to prompting information indicating the first lane change gap.

24. The apparatus according to any one of claims 13 to 23, characterized in that, The processing unit is also used for: The vehicle's prompting device displays third information, which indicates at least one of the following: the vehicle's first lane-changing behavior, the timing of the first lane-changing behavior, or the reason associated with the first lane-changing behavior.

25. An automatic driving device, characterized in that, include: A processor for executing a computer program stored in memory to cause the apparatus to perform the method as described in any one of claims 1 to 12.

26. A computer-readable storage medium, characterized in that, It stores instructions that, when executed by a processor, implement the method as described in any one of claims 1 to 12.

27. A chip, characterized in that, The chip includes circuitry for performing the method as described in any one of claims 1 to 12.

28. A computer program product, characterized in that, The computer program product includes: computer program code, which, when executed by a processor, implements the method as described in any one of claims 1 to 12.

29. A vehicle, characterized in that, Includes the apparatus as described in any one of claims 13 to 25, or the computer-readable storage medium as described in claim 26, or the chip as described in claim 27, or the vehicle is equipped with the computer program product as described in claim 28.

Images