CN111252069B - Method and device for changing lane of vehicle - Google Patents
Method and device for changing lane of vehicle Download PDFInfo
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- CN111252069B CN111252069B CN202010080671.9A CN202010080671A CN111252069B CN 111252069 B CN111252069 B CN 111252069B CN 202010080671 A CN202010080671 A CN 202010080671A CN 111252069 B CN111252069 B CN 111252069B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18163—Lane change; Overtaking manoeuvres
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/105—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
Abstract
The embodiment of the application provides a method and a device for changing lanes of a vehicle, relates to the technical field of automatic driving, and specifically comprises the following steps: when a secondary lane change instruction is received, acquiring a first feasible region according to the position of the vehicle; the first feasible region can be an original feasible region, and then the constraint of the first feasible region is calculated according to the speed of the vehicle and the centripetal acceleration of the vehicle; constraining the first feasible region according to the constraint of the first feasible region to obtain a second feasible region; the range of the second feasible region is smaller than that of the first feasible region, and the secondary lane-changing track is determined in the second feasible region, so that a shorter secondary lane-changing track is obtained, and the efficiency of secondary lane-changing can be improved.
Description
Technical Field
The application relates to the field of automatic driving in data processing, in particular to a method and a device for changing lanes of a vehicle.
Background
In the field of intelligent driving, lane changing of vehicles is a more important part. In a scenario, when a vehicle is in a lane change way, an emergency situation may be encountered, and the vehicle is inconvenient to continue to change the lane, the vehicle is required to return to the original lane, and the scenario may be defined as a secondary lane change.
In the prior art, in secondary lane changing, a secondary lane changing path can be planned for a vehicle based on a spline algorithm according to a feasible region in a road. For example, the feasible region is typically a feasible region of two boundaries, wherein the two boundaries are: a lane line on a side of the target lane farther from the current position of the vehicle, and a road boundary in the road.
However, in the secondary lane change of the prior art, the problem that the secondary lane change is too slow often occurs.
Disclosure of Invention
The embodiment of the application provides a method and a device for changing lanes of a vehicle, and aims to solve the technical problem that secondary lane changing is too slow in the prior art.
In a first aspect, an embodiment of the present application provides a method for changing lanes of a vehicle, including:
when a secondary lane change instruction is received, acquiring a first feasible region according to the position of the vehicle; calculating constraints of the first feasible region according to the speed of the vehicle and the centripetal acceleration of the vehicle; constraining the first feasible region according to the constraint of the first feasible region to obtain a second feasible region; wherein the second domain of feasibility is smaller than the first domain of feasibility; and determining a secondary lane change track in the second feasible area. The second feasible region is a region which is related to the current driving condition of the vehicle and is smaller than the original feasible region in the road, so that the secondary lane change track is determined in the second feasible region, a shorter secondary lane change track is obtained, and the efficiency of secondary lane change can be improved.
Optionally, the calculating the constraint of the first feasible region according to the speed of the vehicle and the centripetal acceleration of the vehicle comprises: dividing the first feasible region into continuous multiple sections of feasible regions according to the speed and the centripetal acceleration; respectively calculating the constraint of each segment of feasible region; said computing a second feasible region according to constraints of said first feasible region, comprising: and calculating a constraint area corresponding to any one section of the feasible region according to the constraint of any one section of the feasible region, wherein the constraint areas corresponding to the continuous multiple sections of the feasible region form the second feasible region. Therefore, the segmented uniform constraint of the first feasible region can be realized, and the vehicle can return to the original lane as soon as possible on the premise of keeping body feeling (for example, the vehicle body does not shake violently due to too fast steering).
Optionally, the dividing the first domain into consecutive multi-segment domains according to the speed and the centripetal acceleration includes:
dividing the first feasible region into three continuous sections of feasible regions; wherein the first two segments of the range are separated by a first value, the first value being related to the speed and the centripetal acceleration.
Optionally, the first value, the speed and the centripetal acceleration satisfy the following formula:
wherein extended _ s is the first value, v is the velocity, a is the centripetal acceleration, and dl is a preset coefficient.
Optionally, the position of the vehicle is (s0, l0), and in the three consecutive possible domains:
the constraints of the first segment of the feasible domain are: l ═ s0 dl + l 0;
the constraints of the second segment feasible domain are: l ═ s-extended _ s) × dl + (extended _ s-s0) × dl;
the constraints of the third section of the feasible domain are: l 0;
wherein s0 is the abscissa and l0 is the ordinate; s is the abscissa of any sample point in the feasible domain.
Optionally, the determining a secondary lane change trajectory in the second feasible region includes:
respectively planning a secondary lane change line type in each constraint area by adopting a spline algorithm; and splicing the multiple sections of the secondary planning line types obtained by planning to obtain the secondary lane change track. The secondary lane change line type is planned based on a spline algorithm (spline), so that the line type is more reasonable, the lane change of the vehicle is more stable, and the vehicle feel is better.
Optionally, the method further includes:
and executing secondary lane changing according to the secondary lane changing track.
Optionally, the centripetal angular velocity is: and outputting according to the speed of the vehicle and the orientation angle of the vehicle by using a preset model.
A second aspect of the embodiments of the present application provides a device for changing lanes of a vehicle, including:
the receiving module is used for acquiring a first feasible region according to the position of the vehicle when receiving the secondary lane change instruction;
a calculation module for calculating constraints of the first feasible region according to the speed of the vehicle and the centripetal acceleration of the vehicle;
the constraint module is used for constraining the first feasible region according to the constraint of the first feasible region to obtain a second feasible region; wherein the second domain of feasibility is smaller than the first domain of feasibility;
and the determining module is used for determining the secondary lane change track in the second feasible region.
Optionally, the calculation module is specifically configured to:
dividing the first feasible region into continuous multiple sections of feasible regions according to the speed and the centripetal acceleration;
respectively calculating the constraint of each segment of feasible region;
said computing a second feasible region according to constraints of said first feasible region, comprising:
and calculating a constraint area corresponding to any one section of the feasible region according to the constraint of any one section of the feasible region, wherein the constraint areas corresponding to the continuous multiple sections of the feasible region form the second feasible region.
Optionally, the calculation module is specifically configured to:
dividing the first feasible region into three continuous sections of feasible regions; wherein the first two segments of the range are separated by a first value, the first value being related to the speed and the centripetal acceleration.
Optionally, the first value, the speed and the centripetal acceleration satisfy the following formula:
wherein extended _ s is the first value, v is the velocity, a is the centripetal acceleration, and dl is a preset coefficient.
Optionally, the position of the vehicle is (s0, l0), and in the three consecutive possible domains:
the constraints of the first segment of the feasible domain are: l ═ s0 dl + l 0;
the constraints of the second segment feasible domain are: l ═ s-extended _ s) × dl + (extended _ s-s0) × dl;
the constraints of the third section of the feasible domain are: l 0;
wherein s0 is the abscissa and l0 is the ordinate; s is the abscissa of any sample point in the feasible domain.
Optionally, the determined module is specifically configured to:
respectively planning a secondary lane change line type in each constraint area by adopting a spline algorithm;
and splicing the multiple sections of the secondary planning line types obtained by planning to obtain the secondary lane change track.
Optionally, the method further includes:
and the lane changing module is used for executing secondary lane changing according to the secondary lane changing track.
Optionally, the centripetal angular velocity is: and outputting according to the speed of the vehicle and the orientation angle of the vehicle by using a preset model.
A third aspect of the embodiments of the present application provides an electronic device, including: at least one processor; and a memory communicatively coupled to the at least one processor; wherein the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the method of any one of the preceding first aspects.
A fourth aspect of embodiments of the present application provides a non-transitory computer-readable storage medium having stored thereon computer instructions for causing a computer to perform the method of any one of the preceding first aspects.
In summary, the embodiment of the present application has the following beneficial effects with respect to the prior art:
the embodiment of the application provides a method and a device for changing a lane of a vehicle, when a secondary lane changing track is determined, an original first feasible region is restrained according to the speed and the centripetal angular speed of the vehicle to obtain a second feasible region, and the second feasible region is a region which is related to the current driving condition of the vehicle and is smaller than the original feasible region in a road. Specifically, when a secondary lane change instruction is received, a first feasible region is obtained according to the position of the vehicle; the first feasible region can be an original feasible region, and then the constraint of the first feasible region is calculated according to the speed of the vehicle and the centripetal acceleration of the vehicle; calculating a second feasible region according to the constraint of the first feasible region; the range of the second feasible region is smaller than that of the first feasible region, and the secondary lane-changing track is determined in the second feasible region, so that a shorter secondary lane-changing track is obtained, and the efficiency of secondary lane-changing can be improved.
Drawings
Fig. 1 is a schematic diagram of a secondary lane change scene provided in an embodiment of the present application;
FIG. 2 is a schematic flow chart illustrating a method for lane changing of a vehicle according to an embodiment of the present disclosure;
FIG. 3 is a schematic view of a scene in which the method for changing lanes of a vehicle according to the embodiment of the present application is applied;
FIG. 4 is a schematic structural diagram of a lane-changing device of a vehicle according to an embodiment of the present disclosure;
FIG. 5 is a block diagram of an electronic device for implementing a method of lane changing for a vehicle according to an embodiment of the present application.
Detailed Description
The following description of the exemplary embodiments of the present application, taken in conjunction with the accompanying drawings, includes various details of the embodiments of the application for the understanding of the same, which are to be considered exemplary only. Accordingly, those of ordinary skill in the art will recognize that various changes and modifications of the embodiments described herein can be made without departing from the scope and spirit of the present application. Also, descriptions of well-known functions and constructions are omitted in the following description for clarity and conciseness. The embodiments described below and the features of the embodiments can be combined with each other without conflict.
The position of the vehicle described in the embodiment of the present application may be a vehicle position marked based on a coordinate system of an automatic driving system, and the specific marking method for the position of the vehicle in the embodiment of the present application is not limited.
The feasible region described in the embodiment of the present application may be a region where the vehicle can travel, for example, a region where there is no obstacle in the road, or the like.
As shown in fig. 1, fig. 1 is a schematic view of an application scenario architecture to which the method provided by the embodiment of the present application is applied.
In the embodiment of the present application, when the vehicle 10 performs a lane change operation in the road 11, if a situation occurs in which the lane change cannot be continued, a secondary lane change instruction for instructing the vehicle to change back to the original lane 11 may be generated.
For example, as shown in fig. 1, the vehicle 10 initially changes lanes from the lane 11 to the left lane of the vehicle, needs to perform a secondary lane change during the lane change, and returns to the lane 11, and may use the lane line 12 of the lane 11 as one boundary and the road boundary 13 of the road as another boundary according to a normal lane change feasible region determination manner, and the vehicle may perform the lane change in an area without obstacles in the lane line 12 and the road boundary 13. In the conventional lane change method, a spline algorithm may be used to generate a secondary lane change trajectory such as the circular arc trajectory 14 in a region where there is no obstacle in the lane line 12 and the road boundary 13, but in this method, there is often a phenomenon that the secondary lane change is too slow.
Therefore, when the secondary lane change track is determined according to the embodiment of the application, after the first feasible region is obtained according to the position of the vehicle, the original first feasible region is constrained according to the speed and the centripetal angular velocity of the vehicle to obtain the second feasible region, and the second feasible region is a region which is related to the current running condition of the vehicle and is smaller than the original feasible region in the road. Specifically, when a secondary lane change instruction is received, a first feasible region is obtained according to the position of the vehicle; the first feasible region can be an original feasible region, and then the constraint of the first feasible region is calculated according to the speed of the vehicle and the centripetal acceleration of the vehicle; calculating a second feasible region according to the constraint of the first feasible region; the range of the second feasible region is smaller than that of the first feasible region, and the secondary lane-changing track is determined in the second feasible region, so that a shorter secondary lane-changing track is obtained, and the efficiency of secondary lane-changing can be improved.
The specific method for constraining the first feasible region will be described in detail in the following embodiments, which are not described herein again.
As shown in fig. 2, fig. 2 is a schematic flowchart of a method for changing lanes of a vehicle according to an embodiment of the present application. The method specifically comprises the following steps:
s101: and when the secondary lane change instruction is received, acquiring a first feasible region according to the position of the vehicle.
The secondary lane change instruction of the embodiment of the application may be generated based on user triggering, for example, a button or other triggering device for generating the secondary lane change instruction may be provided in the vehicle, and the user may operate the triggering device to generate the secondary lane change instruction.
The secondary lane change instruction in the embodiment of the application may also be generated automatically by the vehicle, for example, in an unmanned vehicle, the vehicle may determine to execute the secondary lane change according to the current road condition, and then may send out the secondary lane change instruction to execute the subsequent secondary lane change process.
In the embodiment of the present application, the manner of acquiring the first feasible region according to the position of the vehicle may be: according to the position of the vehicle, the road boundary condition and the target lane condition of the vehicle and the obstacle condition around the vehicle are determined, and then a first feasible region allowing the vehicle to change lanes is determined.
S102: calculating constraints of the first feasible region according to the speed of the vehicle and the centripetal acceleration of the vehicle.
In the embodiment of the present application, the speed of the vehicle may be read from a speed acquisition device of the vehicle, for example, a speed sensor may be provided in the vehicle, and a control system of the vehicle may acquire the speed of the vehicle from the speed sensor.
The centripetal acceleration of the vehicle is related to the current speed and orientation of the vehicle, and therefore the centripetal acceleration of the vehicle can be obtained through query based on a preset association relation table comprising the centripetal acceleration, the speed and the orientation angle. Alternatively, a neural network model may be preset in the vehicle, the preset model may be obtained by training based on sample data including the centripetal acceleration, the speed, and the orientation angle, and the centripetal acceleration of the vehicle may be output according to the speed and the orientation angle of the vehicle using the preset model. It can be understood that, in practical application, the centripetal acceleration of the vehicle may also be obtained in other manners according to practical application scenarios, which is not specifically limited in this embodiment of the present application.
In the embodiment of the present application, the specific implementation of calculating the constraint of the first feasible region according to the speed and the centripetal acceleration of the vehicle may be set according to an actual application scenario. For example, the first feasible region may be divided into N segments, where N is a natural number greater than 1, and then an isosceles triangle constraint algorithm, a polygon constraint algorithm, and the like are used for each segment to calculate constraints of the first feasible region, which is not specifically limited in the embodiment of the present application.
Optionally, the calculating the constraint of the first feasible region according to the speed of the vehicle and the centripetal acceleration of the vehicle comprises: dividing the first feasible region into continuous multiple sections of feasible regions according to the speed and the centripetal acceleration; the constraints of each segment of the feasible region are calculated separately.
In the embodiment of the application, the first feasible region can be divided into three, four or five continuous sections according to the speed and the centripetal acceleration, and then the constraint of each section of the feasible region is calculated respectively, namely the segmented non-uniform constraint of the first feasible region is realized, so that the vehicle can return to the original lane as soon as possible on the premise of keeping the body feeling (for example, the vehicle body cannot shake violently due to too fast steering and the like).
Illustratively, the dividing the first domain of rows into successive segments of domains of rows according to the speed and the centripetal acceleration comprises: dividing the first feasible region into three continuous sections of feasible regions; wherein the first two segments of the range are separated by a first value, the first value being related to the speed and the centripetal acceleration.
In this embodiment, the first feasible region may be divided into three segments, the interval between the first segment and the second segment is consistent, and may be the first value extended _ s, and the interval between the second segment and the third segment is determined based on actual conditions.
For example, if the vehicle position is (s0, l0), where s0 is the abscissa and l0 is the ordinate, then the vehicle is divided into three consecutive segments of the feasible region on the abscissa:
the abscissa area of the first segment feasible field is (s0, s0+ extended _ s).
The abscissa area of the second segment of the executable field is (s0+ extended _ s, s0+2 × extended _ s).
The abscissa area of the third segment of the row field is (s0+2 extended _ s, s _ end).
Further, the three consecutive possible domains:
the constraints of the first segment of the feasible domain are: l ═ s0 dl + l 0;
the constraints of the second segment feasible domain are: l ═ s-extended _ s) × dl + (extended _ s-s0) × dl;
the constraints of the third section of the feasible domain are: l 0.
Wherein s is the abscissa of any sampling point in the feasible domain, and l is the ordinate after the constraint of the any sampling point. For example, when sampling is performed by a spline algorithm, sampling points may be acquired at certain intervals in a first feasible region, and any sampling point obtains a longitudinal coordinate after constraint of the sampling point by using constraint of the first feasible region, so that the first feasible region may be constrained according to the longitudinal coordinate after constraint of the sampling point, and a second feasible region after constraint may be obtained.
S103: constraining the first feasible region according to the constraint of the first feasible region to obtain a second feasible region; wherein the second domain of feasibility is smaller than the first domain of feasibility.
In this embodiment of the application, after the constraint of the first feasible region is obtained through calculation, the first feasible region may be constrained according to the constraint of the first feasible region, so as to obtain a second feasible region smaller than the first feasible region.
Illustratively, the calculating a second feasible region according to the constraints of the first feasible region includes: and calculating a constraint area corresponding to any one section of the feasible region according to the constraint of any one section of the feasible region, wherein the constraint areas corresponding to the continuous multiple sections of the feasible region form the second feasible region.
In the embodiment of the application, different constraints can be added to each section of feasible region in the first feasible region to realize non-uniform planning, and the obtained constrained regions corresponding to the continuous sections of feasible regions form the second feasible region.
S104: and determining a secondary lane change track in the second feasible area.
In the embodiment of the application, any trajectory planning method can be adopted to plan the secondary lane changing trajectory in the second feasible region, so that the vehicle can further execute secondary lane changing according to the secondary lane changing trajectory, and secondary lane changing is realized.
Optionally, the first value, the speed and the centripetal acceleration satisfy the following formula:
wherein extended _ s is the first value, v is the velocity, a is the centripetal acceleration, and dl is a preset coefficient.
For example, fig. 3 shows a schematic diagram of a possible scenario, when the vehicle 10 needs to perform a secondary lane change while changing lanes from the lane 11 to the left, and back into the lane 11, an area without obstacles between the lane line 12 and the road boundary 13 may be a first feasible area.
In the embodiment of the present application, the first segment of the feasible region is divided into three continuous segments of the feasible region, and the abscissa range of the first segment of the feasible region is (s0, s0+ extended _ s). The abscissa of the second segment of the executable field ranges (s0+ extended _ s, s0+2 × extended _ s). The third segment of the row field has an abscissa ranging from (s0+2 extended _ s, s _ end).
And obtaining the value of extended _ s according to an isosceles triangle constraint method. Specifically, as shown in fig. 3:
the side of the isosceles triangle is R, and the vertex angle is theta.
extend_s＝R*sinθ
θ＝arctan(dl)
Then it is possible to obtain:
the dl may be a parameter adjustment coefficient, and may be set according to an actual application, which is not limited in this embodiment of the present application.
Then, the calculated constraint value of each sampling point in the first feasible region, the calculated constraint value of each sampling point in the second feasible region, and the calculated constraint value of each sampling point in the third feasible region are respectively used as vertical coordinates, so that a line 131 as shown in fig. 3 can be obtained, the second feasible region can be defined between the line 131 and the line 12, and further, a secondary lane change track such as the line 15 can be planned in the second feasible region.
Optionally, the determining a secondary lane change trajectory in the second feasible region includes: respectively planning a secondary lane change line type in each constraint area by adopting a spline algorithm; and splicing the multiple sections of the secondary planning line types obtained by planning to obtain the secondary lane change track.
The subsection is divided into uniform feasible regions, a secondary lane change line type is planned based on a spline algorithm (spline), so that the line type is more reasonable, the lane change of the vehicle is more stable, and the vehicle feeling is better.
Illustratively, the sample point, s e(s), of each spline curve can be set0,s0+ extended _ s) is mapped to t ∈ (0,1), and then the sampling point of the full length path, s ∈(s)0,send) Mapping to t e (0, 2).
It is understood that the way of planning lane-change linetypes based on spline is well known and will not be described herein.
To sum up, the embodiment of the present application provides a method and an apparatus for changing lanes of a vehicle, when determining a secondary lane change trajectory, an original first feasible region is constrained according to a speed of the vehicle and a centripetal angular velocity to obtain a second feasible region, and the second feasible region is a region related to a current driving condition of the vehicle and smaller than the original feasible region in a road. Specifically, when a secondary lane change instruction is received, a first feasible region is obtained according to the position of the vehicle; the first feasible region can be an original feasible region, and then the constraint of the first feasible region is calculated according to the speed of the vehicle and the centripetal acceleration of the vehicle; calculating a second feasible region according to the constraint of the first feasible region; the range of the second feasible region is smaller than that of the first feasible region, and the secondary lane-changing track is determined in the second feasible region, so that a shorter secondary lane-changing track is obtained, and the efficiency of secondary lane-changing can be improved.
Fig. 4 is a schematic structural diagram of an embodiment of a device for changing lanes of a vehicle provided by the present application. As shown in fig. 4, the device for changing lanes of a vehicle according to the present embodiment includes:
the receiving module 41 is configured to, when receiving the secondary lane change instruction, obtain a first feasible region according to the position of the vehicle;
a calculation module 42 for calculating constraints of said first feasible region according to the speed of said vehicle and the centripetal acceleration of said vehicle;
a constraint module 43, configured to constrain the first feasible region according to the constraint of the first feasible region, so as to obtain a second feasible region; wherein the second domain of feasibility is smaller than the first domain of feasibility;
a determining module 44, configured to determine a secondary lane change trajectory in the second feasible region.
Optionally, the calculation module is specifically configured to:
dividing the first feasible region into continuous multiple sections of feasible regions according to the speed and the centripetal acceleration;
respectively calculating the constraint of each segment of feasible region;
said computing a second feasible region according to constraints of said first feasible region, comprising:
and calculating a constraint area corresponding to any one section of the feasible region according to the constraint of any one section of the feasible region, wherein the constraint areas corresponding to the continuous multiple sections of the feasible region form the second feasible region.
Optionally, the calculation module is specifically configured to:
dividing the first feasible region into three continuous sections of feasible regions; wherein the first two segments of the range are separated by a first value, the first value being related to the speed and the centripetal acceleration.
Optionally, the first value, the speed and the centripetal acceleration satisfy the following formula:
wherein extended _ s is the first value, v is the velocity, a is the centripetal acceleration, and dl is a preset coefficient.
Optionally, the position of the vehicle is (s0, l0), and in the three consecutive possible domains:
the constraints of the first segment of the feasible domain are: l ═ s0 dl + l 0;
the constraints of the second segment feasible domain are: l ═ s-extended _ s) × dl + (extended _ s-s0) × dl;
the constraints of the third section of the feasible domain are: l 0;
wherein s0 is the abscissa and l0 is the ordinate; s is the abscissa of any sample point in the feasible domain.
Optionally, the determined module is specifically configured to:
respectively planning a secondary lane change line type in each constraint area by adopting a spline algorithm;
and splicing the multiple sections of the secondary planning line types obtained by planning to obtain the secondary lane change track.
Optionally, the method further includes:
and the lane changing module is used for executing secondary lane changing according to the secondary lane changing track.
Optionally, the centripetal angular velocity is: and outputting according to the speed of the vehicle and the orientation angle of the vehicle by using a preset model.
To sum up, the embodiment of the present application provides a method and an apparatus for changing lanes of a vehicle, when determining a secondary lane change trajectory, an original first feasible region is constrained according to a speed of the vehicle and a centripetal angular velocity to obtain a second feasible region, and the second feasible region is a region related to a current driving condition of the vehicle and smaller than the original feasible region in a road. Specifically, when a secondary lane change instruction is received, a first feasible region is obtained according to the position of the vehicle; the first feasible region can be an original feasible region, and then the constraint of the first feasible region is calculated according to the speed of the vehicle and the centripetal acceleration of the vehicle; calculating a second feasible region according to the constraint of the first feasible region; the range of the second feasible region is smaller than that of the first feasible region, and the secondary lane-changing track is determined in the second feasible region, so that a shorter secondary lane-changing track is obtained, and the efficiency of secondary lane-changing can be improved.
The device for changing lanes of a vehicle provided in each embodiment of the present application can be used to execute the method shown in each corresponding embodiment, and the implementation manner and the principle thereof are the same, and are not described again.
According to an embodiment of the present application, an electronic device and a readable storage medium are also provided.
As shown in fig. 5, the embodiment of the present application is a block diagram of an electronic device of a lane changing method for a vehicle. Electronic devices are intended to represent various forms of digital computers, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. The electronic device may also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions, are meant to be examples only, and are not meant to limit implementations of the present application that are described and/or claimed herein.
As shown in fig. 5, the electronic apparatus includes: one or more processors 501, memory 502, and interfaces for connecting the various components, including high-speed interfaces and low-speed interfaces. The various components are interconnected using different buses and may be mounted on a common motherboard or in other manners as desired. The processor may process instructions for execution within the electronic device, including instructions stored in or on the memory to display graphical information of a GUI on an external input/output apparatus (such as a display device coupled to the interface). In other embodiments, multiple processors and/or multiple buses may be used, along with multiple memories and multiple memories, as desired. Also, multiple electronic devices may be connected, with each device providing portions of the necessary operations (e.g., as a server array, a group of blade servers, or a multi-processor system). In fig. 5, one processor 501 is taken as an example.
The memory 502, which is a non-transitory computer readable storage medium, may be used to store non-transitory software programs, non-transitory computer executable programs, and modules, such as program instructions/modules (e.g., the receiving module 41, the calculating module 42, the constraint module 43, and the determining module 44 shown in fig. 4) corresponding to the method of changing lanes of a vehicle in the embodiments of the present application. The processor 501 executes various functional applications of the server and data processing, namely, a method of implementing a vehicle lane change in the above-described method embodiments, by executing non-transitory software programs, instructions, and modules stored in the memory 502.
The memory 502 may include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required for at least one function; the storage data area may store data created according to use of the electronic device for the lane change of the vehicle, and the like. Further, the memory 502 may include high speed random access memory, and may also include non-transitory memory, such as at least one magnetic disk storage device, flash memory device, or other non-transitory solid state storage device. In some embodiments, memory 502 optionally includes memory located remotely from processor 501, which may be connected to the electronics of the vehicle lane change over a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The electronic device of the method of lane change of a vehicle may further include: an input device 503 and an output device 504. The processor 501, the memory 502, the input device 503 and the output device 504 may be connected by a bus or other means, and fig. 5 illustrates the connection by a bus as an example.
The input device 503 may receive input numeric or character information and generate key signal inputs related to user settings and function control of the electronic apparatus for vehicle lane change, such as a touch screen, a keypad, a mouse, a track pad, a touch pad, a pointing stick, one or more mouse buttons, a track ball, a joystick, or other input devices. The output devices 504 may include a display device, auxiliary lighting devices (e.g., LEDs), and haptic feedback devices (e.g., vibrating motors), among others. The display device may include, but is not limited to, a Liquid Crystal Display (LCD), a Light Emitting Diode (LED) display, and a plasma display. In some implementations, the display device can be a touch screen.
Various implementations of the systems and techniques described here can be realized in digital electronic circuitry, integrated circuitry, application specific ASICs (application specific integrated circuits), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: implemented in one or more computer programs that are executable and/or interpretable on a programmable system including at least one programmable processor, which may be special or general purpose, receiving data and instructions from, and transmitting data and instructions to, a storage system, at least one input device, and at least one output device.
These computer programs (also known as programs, software applications, or code) include machine instructions for a programmable processor, and may be implemented using high-level procedural and/or object-oriented programming languages, and/or assembly/machine languages. As used herein, the terms "machine-readable medium" and "computer-readable medium" refer to any computer program product, apparatus, and/or device (e.g., magnetic discs, optical disks, memory, Programmable Logic Devices (PLDs)) used to provide machine instructions and/or data to a programmable processor, including a machine-readable medium that receives machine instructions as a machine-readable signal. The term "machine-readable signal" refers to any signal used to provide machine instructions and/or data to a programmable processor.
To provide for interaction with a user, the systems and techniques described here can be implemented on a computer having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to a user; and a keyboard and a pointing device (e.g., a mouse or a trackball) by which a user can provide input to the computer. Other kinds of devices may also be used to provide for interaction with a user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form, including acoustic, speech, or tactile input.
The systems and techniques described here can be implemented in a computing system that includes a back-end component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such back-end, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local Area Networks (LANs), Wide Area Networks (WANs), and the Internet.
The computer system may include clients and servers. A client and server are generally remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other.
According to the technical scheme of the embodiment of the application, when the secondary lane change track is determined, the original first feasible region is restrained according to the speed and the centripetal angular velocity of the vehicle to obtain the second feasible region, and the second feasible region is a region which is related to the current driving condition of the vehicle and is smaller than the original feasible region in the road. Specifically, when a secondary lane change instruction is received, a first feasible region is obtained according to the position of the vehicle; the first feasible region can be an original feasible region, and then the constraint of the first feasible region is calculated according to the speed of the vehicle and the centripetal acceleration of the vehicle; calculating a second feasible region according to the constraint of the first feasible region; the range of the second feasible region is smaller than that of the first feasible region, and the secondary lane-changing track is determined in the second feasible region, so that a shorter secondary lane-changing track is obtained, and the efficiency of secondary lane-changing can be improved.
It should be understood that various forms of the flows shown above may be used, with steps reordered, added, or deleted. For example, the steps described in the present application may be executed in parallel, sequentially, or in different orders, as long as the desired results of the technical solutions disclosed in the present application can be achieved, and the present invention is not limited herein.
The above-described embodiments should not be construed as limiting the scope of the present application. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may be made in accordance with design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims (18)
1. A method of lane changing a vehicle, the method comprising:
when a secondary lane change instruction is received, acquiring a first feasible region according to the position of the vehicle;
calculating constraints of the first feasible region according to the speed of the vehicle and the centripetal acceleration of the vehicle;
constraining the first feasible region according to the constraint of the first feasible region to obtain a second feasible region; wherein the second domain of feasibility is smaller than the first domain of feasibility;
and determining a secondary lane change track in the second feasible area.
2. The method of claim 1, wherein said calculating constraints for the first range of motion from the speed of the vehicle and the centripetal acceleration of the vehicle comprises:
dividing the first feasible region into continuous multiple sections of feasible regions according to the speed and the centripetal acceleration;
respectively calculating the constraint of each segment of feasible region;
the constraining the first feasible region according to the constraint of the first feasible region to obtain a second feasible region includes:
and calculating a constraint area corresponding to any one section of the feasible region according to the constraint of any one section of the feasible region, wherein the constraint areas corresponding to the continuous multiple sections of the feasible region form the second feasible region.
3. The method of claim 2, wherein said dividing said first domain of travel into successive segments of domains of travel according to said velocity and said centripetal acceleration comprises:
dividing the first feasible region into three continuous sections of feasible regions; wherein the first two segments of the range are separated by a first value, the first value being related to the speed and the centripetal acceleration.
4. The method of claim 3, wherein the first value, the velocity, and the centripetal acceleration satisfy the following equation:
wherein extended _ s is the first value, v is the velocity, a is the centripetal acceleration, and dl is a preset coefficient.
5. The method according to claim 4, characterized in that the position of the vehicle is (s0, l0), the successive three feasible regions:
the constraints of the first segment of the feasible domain are: l ═ s0 dl + l 0;
the constraints of the second segment feasible domain are: l ═ s-extended _ s) × dl + (extended _ s-s0) × dl;
the constraints of the third section of the feasible domain are: l 0;
wherein s0 is the abscissa and l0 is the ordinate; s is the abscissa of any sample point in the feasible domain.
6. The method of any of claims 2-5, wherein determining a secondary lane change trajectory in the second feasible region comprises:
respectively planning a secondary lane change line type in each constraint area by adopting a spline algorithm;
and splicing the multiple sections of the secondary planning line types obtained by planning to obtain the secondary lane change track.
7. The method of claim 6, further comprising:
and executing secondary lane changing according to the secondary lane changing track.
8. The method according to any one of claims 1-5, wherein the centripetal angular velocity is: the speed of the vehicle and the orientation angle of the vehicle are output by using a preset model;
the preset model is a model obtained by training based on sample data including centripetal acceleration of the vehicle, speed of the vehicle and orientation angle of the vehicle.
9. A device for changing lanes of a vehicle, comprising:
the receiving module is used for acquiring a first feasible region according to the position of the vehicle when receiving the secondary lane change instruction;
a calculation module for calculating constraints of the first feasible region according to the speed of the vehicle and the centripetal acceleration of the vehicle;
the constraint module is used for constraining the first feasible region according to the constraint of the first feasible region to obtain a second feasible region; wherein the second domain of feasibility is smaller than the first domain of feasibility;
and the determining module is used for determining the secondary lane change track in the second feasible region.
10. The apparatus of claim 9, wherein the computing module is specifically configured to:
dividing the first feasible region into continuous multiple sections of feasible regions according to the speed and the centripetal acceleration;
respectively calculating the constraint of each segment of feasible region;
the constraining the first feasible region according to the constraint of the first feasible region to obtain a second feasible region includes:
and calculating a constraint area corresponding to any one section of the feasible region according to the constraint of any one section of the feasible region, wherein the constraint areas corresponding to the continuous multiple sections of the feasible region form the second feasible region.
11. The apparatus of claim 10, wherein the computing module is specifically configured to:
dividing the first feasible region into three continuous sections of feasible regions; wherein the first two segments of the range are separated by a first value, the first value being related to the speed and the centripetal acceleration.
12. The apparatus of claim 11, wherein the first value, the velocity, and the centripetal acceleration satisfy the following equation:
wherein extended _ s is the first value, v is the velocity, a is the centripetal acceleration, and dl is a preset coefficient.
13. The apparatus of claim 12, wherein the vehicle position is (s0, l0), and wherein, in the three successive feasible regions:
the constraints of the first segment of the feasible domain are: l ═ s0 dl + l 0;
the constraints of the second segment feasible domain are: l ═ s-extended _ s) × dl + (extended _ s-s0) × dl;
the constraints of the third section of the feasible domain are: l 0;
wherein s0 is the abscissa and l0 is the ordinate; s is the abscissa of any sample point in the feasible domain.
14. The apparatus according to any one of claims 10 to 13, wherein the determining means is specifically configured to:
respectively planning a secondary lane change line type in each constraint area by adopting a spline algorithm;
and splicing the multiple sections of the secondary planning line types obtained by planning to obtain the secondary lane change track.
15. The apparatus of claim 14, further comprising:
and the lane changing module is used for executing secondary lane changing according to the secondary lane changing track.
16. The apparatus according to any one of claims 9-13, wherein the centripetal angular velocity is: the speed of the vehicle and the orientation angle of the vehicle are output by using a preset model;
the preset model is a model obtained by training based on sample data including centripetal acceleration of the vehicle, speed of the vehicle and orientation angle of the vehicle.
17. An electronic device, comprising:
at least one processor; and a memory communicatively coupled to the at least one processor; wherein the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the method of any one of claims 1-8.
18. A non-transitory computer readable storage medium having stored thereon computer instructions for causing the computer to perform the method of any one of claims 1-8.
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