CN113501001A - Driverless vehicle lane change driving control method, driverless vehicle lane change driving control system and driverless vehicle lane change driving terminal - Google Patents

Driverless vehicle lane change driving control method, driverless vehicle lane change driving control system and driverless vehicle lane change driving terminal Download PDF

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CN113501001A
CN113501001A CN202110914819.9A CN202110914819A CN113501001A CN 113501001 A CN113501001 A CN 113501001A CN 202110914819 A CN202110914819 A CN 202110914819A CN 113501001 A CN113501001 A CN 113501001A
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lane
lane change
value
driving
road
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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
    • 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
    • B60W40/02—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 ambient conditions
    • B60W40/06—Road conditions
    • 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
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/30—Road curve radius
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/50—Barriers
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/53—Road markings, e.g. lane marker or crosswalk
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/402—Type
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects

Abstract

The invention discloses a method, a system and a terminal for controlling lane changing driving of an unmanned vehicle, which relate to the technical field of unmanned vehicles and have the technical scheme that: acquiring a first road image and a second road image; extracting the running condition information from the first road image, determining a pre-driving threshold value, a front actual distance and a front vehicle monitoring speed from the running condition information, and determining a rear actual distance and a rear vehicle monitoring speed from the second road image; uniformly calculating the ratio of the front and rear actual distances before and after lane changing of the target vehicle to obtain a minimized lane changing offset angle and corresponding actual lane changing time, and calculating a lane changing control response value according to the actual lane changing time; and outputting a lane change control signal according to the fact that the absolute value of the lane change control response value is smaller than or equal to the absolute value of the driving control response value of the current lane. The invention effectively improves the safety and stability of lane change control and reduces the influence on other vehicles.

Description

Driverless vehicle lane change driving control method, driverless vehicle lane change driving control system and driverless vehicle lane change driving terminal
Technical Field
The invention relates to the technical field of unmanned vehicles, in particular to a lane change driving control method, a lane change driving control system and a lane change driving control terminal for an unmanned vehicle.
Background
The unmanned automobile is an intelligent automobile which can acquire road environment through a vehicle-mounted sensing system or image acquisition equipment, automatically plan a driving route and control the automobile to reach a preset target. The steering and speed of the vehicle are controlled according to the road, vehicle position and obstacle information obtained by sensing, so that the vehicle can safely and reliably run on the road. The cross-lane driving is always a difficult problem for controlling the unmanned vehicle, so that the research on the lane changing driving control of the unmanned vehicle is of great significance.
At present, a chinese patent with application number CN201510381349.9 is retrieved, and a decision system for autonomous lane change of an unmanned vehicle is disclosed. Whether a lane change condition is met is analyzed and judged according to environment information such as lane lines, obstacles, the speed of interactive vehicles around, the distance between the interactive vehicles and the vehicle, and the like, and if the lane change condition is met, a steering angle and acceleration in the lane change process of the vehicle are calculated, so that lane change control is performed. However, the steering angle and the driving speed in the lane changing process of the automobile have direct influence on lane changing safety, and if lane changing with a larger angle is carried out under high-speed driving, the automobile is easy to sideslip, and the driving stability of the automobile is influenced; and the lane change at a smaller angle seriously affects the normal running of the vehicle on the current lane and after the lane change.
Therefore, further research and design of a lane-changing driving control method, system and terminal for unmanned vehicles, which can overcome the above defects, are problems that are urgently needed to be solved at present.
Disclosure of Invention
In order to solve the problem that in the prior art, the steering angle and the acceleration of lane change control are difficult to flexibly select safe, strong in stability and small in negative influence according to actual conditions, the invention aims to provide a lane change driving control method, a lane change driving control system and a lane change driving control terminal for an unmanned vehicle, and a policy with flexible operation and good safety performance is provided for lane change control of the unmanned vehicle.
The technical purpose of the invention is realized by the following technical scheme:
in a first aspect, a lane change driving control method for an unmanned vehicle is provided, which includes the following steps:
acquiring a first road image of a front side road and a second road image of a rear side road of a target vehicle;
extracting the running condition information of the current lane and the pre-changed lane from the first road image, determining a pre-driving threshold, a front actual distance and a front vehicle monitoring speed of the corresponding lane from the running condition information, and determining a rear actual distance and a rear vehicle monitoring speed of the pre-changed lane after the target vehicle traverses from the second road image;
uniformly calculating the ratio of the front and rear actual distances before and after lane changing of the target vehicle to obtain a minimized lane changing offset angle and corresponding actual lane changing time, and calculating a lane changing control response value according to the actual lane changing time;
and outputting a lane change control signal according to the fact that the absolute value of the lane change control response value is smaller than or equal to the absolute value of the driving control response value of the current lane.
Furthermore, the first road image and the second road image cover the current lane and the pre-changed lane, the pre-changed lane and the current lane are adjacent lanes, and the pre-changed lane with a large pre-driving threshold has a large priority.
Further, the calculation process of the minimized lane change offset angle specifically includes:
calculating to obtain a distance ratio according to the ratio of the front actual distance to the rear actual distance;
regulating and controlling the lane change offset angle to enable the ratio of the real distance from the target vehicle after lane change to the front vehicle to the real distance from the target vehicle after lane change to the rear vehicle to be equal to the distance ratio, and calculating according to the actual lane change time to obtain the solving range of the lane change offset angle in the standard offset range;
selecting the minimum value in the solution range of the lane change offset angle as the minimized lane change offset angle.
Further, the minimized lane change offset angle is calculated by the following formula:
Figure BDA0003205258090000021
θi＝min(θ)
wherein θ represents a solving range of the lane change offset angle; thetaiRepresents a minimized lane change offset angle; theta0Representing a standard deviation angle lower limit value; theta1Represents the standard deviationAn upper limit value of the angle; t represents the actual lane change time; t is t0Representing the lower limit value of the lane change time; t is t1Representing the upper limit value of lane change time; s1Representing the actual distance before the target vehicle traverses to the pre-changed lane; s2Representing the actual distance after the target vehicle traverses to the pre-changed lane;
Figure BDA0003205258090000022
representing the monitoring speed of the front vehicle, and if the monitoring speed of the front vehicle is not monitored, taking a value of a standard speed upper limit value;
Figure BDA0003205258090000023
monitoring the speed of the rear vehicle, and if the speed is not monitored, taking a value of a standard speed lower limit value; d represents the width average of the current lane and the pre-changed lane.
Further, the standard deviation range is updated according to the pre-driving threshold values of the current lane and the pre-changed lane, and the updating process is as follows:
according to the standard lower limit transformation coefficient and the average value of the pre-driving threshold values of the current lane and the pre-changed lane, multiplying to obtain a standard deviation angle lower limit value;
and obtaining the upper limit value of the standard deviation angle by multiplying the standard upper limit transformation coefficient and the average value of the pre-driving threshold values of the current lane and the pre-changed lane.
Further, the calculation formula of the lane change control response value is specifically as follows:
Figure BDA0003205258090000031
wherein a represents a lane change control response value; v. ofyA pre-driving threshold representing a current lane; t is tiIndicating the actual lane change time for the minimized lane change offset angle.
Further, the running condition information comprises obstacle distance, obstacle type, obstacle speed, obstacle state and running environment information, and the running environment information comprises running track radian information, road humidity information, road gradient information and speed limit information;
the pre-driving threshold value is calculated according to the running environment information, and the specific calculation formula is as follows:
Figure BDA0003205258090000032
wherein v isyRepresenting a pre-driving threshold; v. ofxRepresenting speed limit information; epsilonhRepresenting a travel track camber value of a travel road; beta is asThe humidity intensity value of the driving road is represented and is [0,0.3 ]]；αpRepresenting the grade value of the driving road.
Further, the calculation formula of the driving control response value is specifically as follows:
Figure BDA0003205258090000033
wherein, a1Represents a running control response value in m/s2；a0Representing a preset response value, set by an on-board system of the target vehicle; epsilonhRepresenting a travel track camber value of a travel road; beta is asThe humidity intensity value of the driving road is represented and is [0,0.3 ]]；αpThe slope value of a driving road is represented, wherein an uphill slope is a negative value, and a downhill slope is a positive value; k is a dynamic regulation coefficient; if the road fault is in a static state, k is the minimum value of 1; if the road fault is in a moving state, the k value is inversely related to the obstacle distance and positively related to the obstacle speed.
In a second aspect, there is provided a lane change driving control system for an unmanned vehicle, comprising:
the image acquisition module is used for acquiring a first road image of a front road and a second road image of a rear road of the target vehicle;
the information extraction module is used for extracting the running condition information of the current lane and the pre-changed lane from the first road image, determining the pre-driving threshold, the front actual distance and the front vehicle monitoring speed of the corresponding lane from the running condition information, and determining the rear actual distance and the rear vehicle monitoring speed of the pre-changed lane after the target vehicle traverses from the second road image;
the response calculation module is used for uniformly calculating the minimized lane change offset angle and the corresponding actual lane change time according to the ratio of the front actual distance to the rear actual distance before and after the lane change of the target vehicle, and calculating the lane change control response value according to the actual lane change time;
and the safety judgment module is used for judging whether the absolute value of the lane change control response value is less than or equal to the absolute value of the driving control response value of the current lane, and if so, outputting a lane change control signal.
In a third aspect, a computer terminal is provided, which includes a memory, a processor and a computer program stored in the memory and executable on the processor, and when the processor executes the program, the processor implements the lane change control method for the unmanned vehicle according to any one of the first aspect.
Compared with the prior art, the invention has the following beneficial effects:
1. the method obtains the solving range of the lane change offset angle meeting the conditions according to the comprehensive analysis of the front actual distance, the front vehicle monitoring speed, the rear actual distance, the rear vehicle monitoring speed and the pre-driving threshold value of the corresponding lane, and simultaneously considers the influence of the actual lane change time on the normal driving of other vehicles and the safety of the lane change control response value on the lane change process and the driving after the lane change, thereby obtaining the optimal lane change control signal meeting the lane change requirement through calculation, effectively improving the safety and the stability of the lane change control, and reducing the influence on other vehicles;
2. the lane change requirement is dynamically updated according to the pre-driving threshold values of the current lane and the pre-changed lane, so that the finally obtained lane change offset angle and the lane change control response value are more in line with the actual situation;
3. according to the invention, the corresponding driving control response value is obtained through dynamic analysis according to the driving conditions of the current lane and the pre-changed lane, and the lane change control response value obtained through calculation is flexibly judged according to the driving control response value, so that the accuracy of lane change safety detection analysis is improved.
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The accompanying drawings, which are included to provide a further understanding of the embodiments of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the principles of the invention. In the drawings:
FIG. 1 is an overall flow chart in an embodiment of the present invention;
FIG. 2 is a schematic illustration of a lateral movement of a target vehicle in an embodiment of the present invention;
FIG. 3 is a schematic diagram illustrating the analysis and calculation of lane-change deviation angle according to an embodiment of the present invention;
fig. 4 is a block diagram of a system in an embodiment of the invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail below with reference to examples and accompanying drawings, and the exemplary embodiments and descriptions thereof are only used for explaining the present invention and are not meant to limit the present invention.
Example (b): a lane-changing driving control method of an unmanned vehicle is shown in figure 1 and is realized by the following steps.
The method comprises the following steps: a first road image of a front side road and a second road image of a rear side road of a target vehicle are acquired.
The first road image and the second road image cover the current lane and the pre-changed lane, the pre-changed lane and the current lane are adjacent lanes, and the pre-changed lane with the large pre-driving threshold has a large priority. Namely, the lane change control preferentially analyzes the pre-changed lane with a large pre-driving threshold value. And if the pre-driving threshold values of the pre-changed lanes on the two sides of the current lane are the same, preferentially analyzing the pre-changed lanes on the left side.
Step two: and extracting the running condition information of the current lane and the pre-changed lane from the first road image, determining the pre-driving threshold, the front actual distance and the front vehicle monitoring speed of the corresponding lane from the running condition information, and determining the rear actual distance and the rear vehicle monitoring speed of the pre-changed lane after the target vehicle traverses from the second road image.
It should be noted that the front actual distance and the rear actual distance need to be greater than or equal to the corresponding basic distances of the system preset values, and the response is only performed when the lane change control starting signal is received. In addition, the information extraction in the image also comprises the identification of lane lines, lane change marks and the like, and lane change is possibly performed when the basic conditions of lane change are met.
As shown in FIG. 2, the longitudinal direction of the target vehicle is kept unchanged when the target vehicle moves transversely, taking the extending direction of the lanes as the longitudinal direction, such as F, and the longitudinal direction between the adjacent lanes as the longitudinal direction. For example, a is the position before traversing, and a1 is the position after traversing.
The driving condition information includes obstacle distance, obstacle type, obstacle speed, obstacle state and driving environment information, and the driving environment information includes driving track radian information, road humidity information, road gradient information and speed limit information.
The pre-driving threshold value is calculated according to the running environment information, and the specific calculation formula is as follows:
Figure BDA0003205258090000061
wherein v isyRepresenting a pre-driving threshold; v. ofxRepresenting speed limit information; epsilonhRepresenting a travel track camber value of a travel road; beta is asThe humidity intensity value of the driving road is represented and is [0,0.3 ]]；αpRepresenting the grade value of the driving road.
Step three: and uniformly calculating the ratio of the front and rear actual distances before and after the lane change of the target vehicle to obtain the minimized lane change offset angle and the corresponding actual lane change time, and calculating to obtain a lane change control response value according to the actual lane change time.
As shown in fig. 3, the calculation process of the minimized lane change offset angle specifically includes: calculating to obtain a distance ratio according to the ratio of the front actual distance to the rear actual distance; regulating and controlling the lane change offset angle to enable the ratio of the real distance from the target vehicle after lane change to the front vehicle to the real distance from the target vehicle after lane change to the rear vehicle to be equal to the distance ratio, and calculating according to the actual lane change time to obtain the solving range of the lane change offset angle in the standard offset range; selecting the minimum value in the solution range of the lane change offset angle as the minimized lane change offset angle. Wherein, C is a preset destination point of lane change analysis.
The calculation formula of the minimized lane change offset angle is specifically as follows:
Figure BDA0003205258090000062
θi＝min(θ)
wherein θ represents a solving range of the lane change offset angle; thetaiRepresents a minimized lane change offset angle; theta0Representing a standard deviation angle lower limit value; theta1Representing a standard deviation angle upper limit value; t represents the actual lane change time; t is t0Representing the lower limit value of the lane change time; t is t1Representing the upper limit value of lane change time; s1Representing the actual distance before the target vehicle traverses to the pre-changed lane; s2Representing the actual distance after the target vehicle traverses to the pre-changed lane;
Figure BDA0003205258090000071
representing the monitoring speed of the front vehicle, and if the monitoring speed of the front vehicle is not monitored, taking a value of a standard speed upper limit value;
Figure BDA0003205258090000072
monitoring the speed of the rear vehicle, and if the speed is not monitored, taking a value of a standard speed lower limit value; d represents the width average of the current lane and the pre-changed lane.
The standard deviation range is updated according to the pre-driving threshold values of the current lane and the pre-changed lane, and the updating process is as follows: according to the standard lower limit transformation coefficient and the average value of the pre-driving threshold values of the current lane and the pre-changed lane, multiplying to obtain a standard deviation angle lower limit value; and obtaining the upper limit value of the standard deviation angle by multiplying the standard upper limit transformation coefficient and the average value of the pre-driving threshold values of the current lane and the pre-changed lane. And dynamically updating the lane change requirement according to the pre-driving threshold values of the current lane and the pre-changed lane, so that the finally obtained lane change offset angle and the lane change control response value are more in line with the actual situation.
The calculation formula of the lane change control response value is specifically as follows:
Figure BDA0003205258090000073
wherein a represents a lane change control response value; v. ofyA pre-driving threshold representing a current lane; t is tiIndicating the actual lane change time for the minimized lane change offset angle.
It should be noted that, if the lane change control response value is positive, it indicates accelerated lane change; and if the lane change control response value is negative, the deceleration lane change is indicated.
Step four: and outputting a lane change control signal consisting of the lane change control response value and the minimized lane change offset angle according to the fact that the absolute value of the lane change control response value is less than or equal to the absolute value of the driving control response value of the current lane.
The calculation formula of the driving control response value is specifically as follows:
Figure BDA0003205258090000074
wherein, a1Represents a running control response value in m/s2；a0Representing a preset response value, set by an on-board system of the target vehicle; epsilonhRepresenting a travel track camber value of a travel road; beta is asThe humidity intensity value of the driving road is represented and is [0,0.3 ]]；αpThe slope value of a driving road is represented, wherein an uphill slope is a negative value, and a downhill slope is a positive value; k is a dynamic regulation coefficient; if the road fault is in a static state, k is the minimum value of 1; if the road fault is in a moving state, the k value is inversely related to the obstacle distance and positively related to the obstacle speed.
If the solution range of the lane change offset angle does not have a value that meets the standard offset range, lane change is not permitted. Meanwhile, if the solved lane change control response value does not accord with the safety judgment, the lane change is not allowed.
Example 2: a lane-changing driving control system of an unmanned vehicle is shown in fig. 4 and comprises an image acquisition module, an information extraction module and a response calculation module.
The image acquisition module is used for acquiring a first road image of a front road and a second road image of a rear road of the target vehicle. And the information extraction module is used for extracting the running condition information of the current lane and the pre-changed lane from the first road image, determining the pre-driving threshold, the front actual distance and the front vehicle monitoring speed of the corresponding lane from the running condition information, and determining the rear actual distance and the rear vehicle monitoring speed of the pre-changed lane after the target vehicle traverses from the second road image. And the response calculation module is used for uniformly calculating the minimized lane change offset angle and the corresponding actual lane change time according to the ratio of the front actual distance to the rear actual distance before and after the lane change of the target vehicle, and calculating the lane change control response value according to the actual lane change time. And the safety judgment module is used for judging whether the absolute value of the lane change control response value is less than or equal to the absolute value of the driving control response value of the current lane, and if so, outputting a lane change control signal.
The working principle is as follows: the invention comprehensively analyzes and obtains the solving range of the lane change offset angle meeting the conditions according to the front actual distance, the front vehicle monitoring speed, the rear actual distance, the rear vehicle monitoring speed and the pre-driving threshold value of the corresponding lane, and simultaneously considers the influence of the actual lane change time on the normal driving of other vehicles and the safety of the lane change control response value on the lane change process and the driving after the lane change, thereby calculating and obtaining the optimal lane change control signal meeting the lane change requirement, effectively improving the safety and the stability of the lane change control and reducing the influence on other vehicles.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
The above embodiments are provided to further explain the objects, technical solutions and advantages of the present invention in detail, it should be understood that the above embodiments are merely exemplary embodiments of the present invention and are not intended to limit the scope of the present invention, and any modifications, equivalents, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.

Claims (10)

1. A lane-changing driving control method for an unmanned vehicle is characterized by comprising the following steps:
acquiring a first road image of a front side road and a second road image of a rear side road of a target vehicle;
extracting the running condition information of the current lane and the pre-changed lane from the first road image, determining a pre-driving threshold, a front actual distance and a front vehicle monitoring speed of the corresponding lane from the running condition information, and determining a rear actual distance and a rear vehicle monitoring speed of the pre-changed lane after the target vehicle traverses from the second road image;
uniformly calculating the ratio of the front and rear actual distances before and after lane changing of the target vehicle to obtain a minimized lane changing offset angle and corresponding actual lane changing time, and calculating a lane changing control response value according to the actual lane changing time;
and outputting a lane change control signal according to the fact that the absolute value of the lane change control response value is smaller than or equal to the absolute value of the driving control response value of the current lane.
2. The lane change driving control method of the unmanned vehicle as claimed in claim 1, wherein the first road image and the second road image cover a current lane and a pre-changed lane, the pre-changed lane and the current lane are adjacent lanes, and the pre-changed lane having a large pre-driving threshold has a high priority.
3. The lane-changing driving control method for the unmanned vehicle as claimed in claim 1, wherein the minimized lane-changing deviation angle is calculated by:
calculating to obtain a distance ratio according to the ratio of the front actual distance to the rear actual distance;
regulating and controlling the lane change offset angle to enable the ratio of the real distance from the target vehicle after lane change to the front vehicle to the real distance from the target vehicle after lane change to the rear vehicle to be equal to the distance ratio, and calculating according to the actual lane change time to obtain the solving range of the lane change offset angle in the standard offset range;
selecting the minimum value in the solution range of the lane change offset angle as the minimized lane change offset angle.
4. The lane-change driving control method for the unmanned vehicle as claimed in claim 1, wherein the minimized lane-change deviation angle is calculated by the following formula:
Figure FDA0003205258080000011
θi＝min(θ)
wherein θ represents a solving range of the lane change offset angle; thetaiRepresents a minimized lane change offset angle; theta0Representing a standard deviation angle lower limit value; theta1Representing a standard deviation angle upper limit value; t represents the actual lane change time; t is t0Representing the lower limit value of the lane change time; t is t1Representing the upper limit value of lane change time; s1Representing the actual distance before the target vehicle traverses to the pre-changed lane; s2Representing the actual distance after the target vehicle traverses to the pre-changed lane;
Figure FDA0003205258080000024
representing the monitoring speed of the front vehicle, and if the monitoring speed of the front vehicle is not monitored, taking a value of a standard speed upper limit value;
Figure FDA0003205258080000023
monitoring the speed of the rear vehicle, and if the speed is not monitored, taking a value of a standard speed lower limit value; d represents the width average of the current lane and the pre-changed lane.
5. The lane-change driving control method of the unmanned vehicle as claimed in claim 3, wherein the standard deviation range is updated according to the pre-driving threshold values of the current lane and the pre-changed lane, and the updating process is as follows:
according to the standard lower limit transformation coefficient and the average value of the pre-driving threshold values of the current lane and the pre-changed lane, multiplying to obtain a standard deviation angle lower limit value;
and obtaining the upper limit value of the standard deviation angle by multiplying the standard upper limit transformation coefficient and the average value of the pre-driving threshold values of the current lane and the pre-changed lane.
6. The lane-change driving control method for the unmanned vehicle as claimed in claim 4, wherein the calculation formula of the lane-change control response value is specifically as follows:
Figure FDA0003205258080000021
wherein a represents a lane change control response value; v. ofyA pre-driving threshold representing a current lane; t is tiIndicating the actual lane change time for the minimized lane change offset angle.
7. The lane change driving control method of an unmanned vehicle according to any one of claims 1 to 6, wherein the driving condition information includes obstacle distance, obstacle type, obstacle speed, obstacle state, and driving environment information including driving track arc information, road humidity information, road gradient information, and speed limit information;
the pre-driving threshold value is calculated according to the running environment information, and the specific calculation formula is as follows:
Figure FDA0003205258080000022
wherein v isyRepresenting a pre-driving threshold; v. ofxRepresenting speed limit information; epsilonhRepresenting a travel track camber value of a travel road; beta is asThe humidity intensity value of the driving road is represented and is [0,0.3 ]]；αpRepresenting the grade value of the driving road.
8. The lane change driving control method for the unmanned vehicle as claimed in claim 7, wherein the calculation formula of the driving control response value is specifically:
Figure FDA0003205258080000031
wherein, a1Represents a running control response value in m/s2；a0Representing a preset response value, set by an on-board system of the target vehicle; epsilonhRepresenting a travel track camber value of a travel road; beta is asThe humidity intensity value of the driving road is represented and is [0,0.3 ]]；αpThe slope value of a driving road is represented, wherein an uphill slope is a negative value, and a downhill slope is a positive value; k is a dynamic regulation coefficient; if the road fault is in a static state, k is the minimum value of 1; if the road fault is in a moving state, the k value is inversely related to the obstacle distance and positively related to the obstacle speed.
9. A lane change driving control system for an unmanned vehicle is characterized by comprising:
the image acquisition module is used for acquiring a first road image of a front road and a second road image of a rear road of the target vehicle;
the information extraction module is used for extracting the running condition information of the current lane and the pre-changed lane from the first road image, determining the pre-driving threshold, the front actual distance and the front vehicle monitoring speed of the corresponding lane from the running condition information, and determining the rear actual distance and the rear vehicle monitoring speed of the pre-changed lane after the target vehicle traverses from the second road image;
the response calculation module is used for uniformly calculating the minimized lane change offset angle and the corresponding actual lane change time according to the ratio of the front actual distance to the rear actual distance before and after the lane change of the target vehicle, and calculating the lane change control response value according to the actual lane change time;
and the safety judgment module is used for judging whether the absolute value of the lane change control response value is less than or equal to the absolute value of the driving control response value of the current lane, and if so, outputting a lane change control signal.
10. A computer terminal comprising a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor implements a method of controlling lane change of an unmanned vehicle as claimed in any one of claims 1 to 8 when executing the program.
CN202110914819.9A 2021-08-10 2021-08-10 Driverless vehicle lane change driving control method, driverless vehicle lane change driving control system and driverless vehicle lane change driving terminal Pending CN113501001A (en)

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CN113997934A (en) * 2021-12-09 2022-02-01 中国第一汽车股份有限公司 Lane changing method, lane changing device, computer equipment and storage medium
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CN113997934B (en) * 2021-12-09 2024-05-03 中国第一汽车股份有限公司 Lane changing method, lane changing device, computer equipment and storage medium
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CN114387799B (en) * 2021-12-27 2022-12-23 山东浪潮工业互联网产业股份有限公司 Intersection traffic light control method and equipment
CN114396933A (en) * 2021-12-31 2022-04-26 广州小鹏自动驾驶科技有限公司 Lane topology construction method and device, vehicle and storage medium
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CN114454815B (en) * 2022-03-10 2024-03-29 商丘师范学院 Intelligent automatic driving processing method
CN115431981A (en) * 2022-09-20 2022-12-06 速度时空信息科技股份有限公司 Driving assistance recognition system based on high-precision map
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