CN109941275B - Lane changing method, lane changing device, electronic equipment and storage medium - Google Patents
Lane changing method, lane changing device, electronic equipment and storage medium Download PDFInfo
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- CN109941275B CN109941275B CN201910183091.XA CN201910183091A CN109941275B CN 109941275 B CN109941275 B CN 109941275B CN 201910183091 A CN201910183091 A CN 201910183091A CN 109941275 B CN109941275 B CN 109941275B
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Abstract
The invention provides a lane change method, a lane change device, an electronic device and a storage medium, wherein the method comprises the following steps: determining safety critical area information according to a pre-established safety critical area pre-estimation model and the current speed of a vehicle to be lane-changed, wherein the safety critical area information comprises: a first safety critical area corresponding to a leading vehicle of the target lane and a second safety critical area corresponding to a trailing vehicle of the target lane; determining an expected end point position of the vehicle to be lane-changed according to the first safety critical area and the second safety critical area; and determining a lane change track according to the expected end point position and the pose information of the vehicle to be lane changed so that the vehicle to be lane changed can change lanes according to the lane change track. The safe driving area of the vehicle to be lane-changed is determined by adopting a pre-established safe critical area pre-estimation model, and the optimal lane-changing track is planned, so that the vehicle to be lane-changed can safely and stably realize the lane-changing process.
Description
Technical Field
The invention relates to the technical field of intelligent driving, in particular to a lane change method and device, electronic equipment and a storage medium.
Background
In the case of an automatically driven vehicle, performing lane change during traveling is a very complicated driving maneuver, and in particular, in performing lane change, it is necessary to adjust the driving behavior of the vehicle itself in real time in consideration of the traveling intention of the nearby vehicle and in accordance with the driving behavior of the nearby vehicle. Especially in dense traffic, the lane change is more difficult to safely and stably complete by selecting a proper time to converge into a feasible space area of an adjacent lane.
In the prior art, methods for selecting lane change timing and optimizing lane change tracks according to the feasible distance of a desired lane tend to be either on the principle of caution or on the principle of aggressive pursuit, and when the principle of caution tends to be used, necessary lane change behaviors are difficult to start or finish in a scene with dense traffic flow; when the principle tends to be aggressive, a collision accident of the autonomous vehicle with a surrounding obstacle vehicle may result, directly affecting the usability and safety of the autonomous vehicle.
Therefore, in a dense traffic scene, how to safely and smoothly realize lane change by an automatic driving vehicle is a problem to be solved urgently at present.
Disclosure of Invention
The invention provides a lane change method, a lane change device, electronic equipment and a storage medium, which are used for realizing lane change safely and stably realized by an automatic driving vehicle in a dense traffic scene.
In a first aspect, the present invention provides a lane change method comprising:
determining safety critical area information according to a pre-established safety critical area pre-estimation model and the current speed of a vehicle to be lane-changed, wherein the safety critical area information comprises: a first safety critical area corresponding to a leading vehicle of the target lane and a second safety critical area corresponding to a trailing vehicle of the target lane;
determining an expected end point position of the vehicle to be lane-changed according to the first safety critical area and the second safety critical area;
and determining a lane changing track according to the expected end point position and the pose information of the vehicle to be lane changed, so that the vehicle to be lane changed performs lane change according to the lane changing track.
Optionally, the safety-critical-area prediction model includes: the system comprises a first safety critical area pre-estimation model and a second safety critical area pre-estimation model, wherein the first safety critical area pre-estimation model is a first safety critical area pre-estimation model corresponding to a leading vehicle of a target lane, and the second safety critical area pre-estimation model is a second safety critical area pre-estimation model corresponding to a trailing vehicle of the target lane;
the first safety critical area pre-estimation model and the second safety critical area pre-estimation model are obtained according to a preset avoidance strategy and an acceleration distribution model corresponding to the preset avoidance strategy.
Optionally, the determining safety critical area information according to a pre-established safety critical area pre-estimation model and the current speed of the vehicle to be lane-changed includes:
the first safety critical area pre-estimation model determines a third safety critical area of the vehicle to be lane-changed when the preset avoidance strategy is executed according to the current speed of the vehicle to be lane-changed;
determining an extension part of a first transverse boundary of a third safety critical area as a second transverse boundary of the first safety critical area, and determining the first safety critical area according to a longitudinal distance between the second transverse boundary and a target lane pilot vehicle, wherein the first transverse boundary is a transverse boundary close to the target lane pilot vehicle in the third safety critical area, and the second transverse boundary is a transverse boundary close to the vehicle to be lane changed in the first safety critical area;
the second safety critical area pre-estimation model determines a fourth safety critical area of the vehicle to be lane-changed when the preset avoidance strategy is executed according to the current speed of the vehicle to be lane-changed;
determining an extension part of a third transverse boundary of the fourth safety critical area as a fourth transverse boundary of the second safety critical area, and determining the second safety critical area according to a longitudinal distance between the fourth transverse boundary and the vehicle trailing the target lane, wherein the third transverse boundary is a transverse boundary of the fourth safety critical area close to the vehicle trailing the target lane, and the fourth transverse boundary is a transverse boundary of the second safety critical area close to the vehicle to be lane changed.
Optionally, the preset avoidance maneuver includes: and when a preset emergency event is detected, the vehicle to be lane-changed adopts steering operation or braking operation.
Optionally, the determining an expected end position of the vehicle to be lane-changed according to the first safety critical area and the second safety critical area includes:
if the first safety critical area does not intersect with the second safety critical area, determining that any point which is located in the target lane and outside the first safety critical area and the second safety critical area is an expected end point position;
if the boundary of the first safety critical area close to the second safety critical area is overlapped with the boundary of the second safety critical area close to the first safety critical area, determining a point on the overlapped boundary of the first safety critical area and the second safety critical area as an expected end point position;
and if the first safety critical area and the second safety critical area have an overlapping area, determining that the vehicle to be lane-changed abandons lane-changing.
Optionally, the determining a lane change trajectory according to the expected end position and the pose information of the vehicle to be lane changed to make the vehicle to be lane changed perform lane change according to the lane change trajectory includes:
according to the expected end point position, the position information of the vehicle to be lane-changed and the orientation of the vehicle to be lane-changed, performing curve fitting by adopting a spline interpolation method to obtain a lane-changing track;
and sending the lane changing track to the vehicle to be changed so that the vehicle to be changed can change lanes according to the lane changing track.
Optionally, the method further comprises:
and generating speed information matched with the lane changing track according to the current speed of the vehicle to be lane changed and the expected speed at the lane changing completion moment, so that the vehicle to be lane changed can follow the speed information.
In a second aspect, the present invention provides a lane change device, comprising:
the first determination module is used for determining safety critical area information according to a pre-established safety critical area pre-estimation model and the current speed of a vehicle to be lane-changed, wherein the safety critical area information comprises: a first safety critical area corresponding to a leading vehicle of the target lane and a second safety critical area corresponding to a trailing vehicle of the target lane;
the second determination module is used for determining an expected end point position of the vehicle to be lane-changed according to the first safety critical area and the second safety critical area;
and the lane change track planning module is used for determining a lane change track according to the expected end point position and the pose information of the vehicle to be lane changed so as to enable the vehicle to be lane changed to change lanes according to the lane change track.
In a third aspect, the present invention provides an electronic device comprising: a memory and a processor;
the memory stores program instructions;
the program instructions, when executed by the processor, perform the method of the first aspect.
In a fourth aspect, the present invention provides a storage medium comprising: carrying out a procedure;
the program, when executed by a processor, is operable to perform the method of the first aspect.
The embodiment of the invention provides a lane change method, a lane change device, electronic equipment and a storage medium, wherein the lane change method comprises the following steps: determining safety critical area information according to a pre-established safety critical area pre-estimation model and the current speed of a vehicle to be lane-changed, wherein the safety critical area information comprises: a first safety critical area corresponding to a leading vehicle of the target lane and a second safety critical area corresponding to a trailing vehicle of the target lane; determining an expected end point position of the vehicle to be lane-changed according to the first safety critical area and the second safety critical area; and determining a lane change track according to the expected end point position and the pose information of the vehicle to be lane changed so that the vehicle to be lane changed can change lanes according to the lane change track. According to the embodiment of the invention, under the condition that the action of the vehicle to be lane-changed is influenced by the sudden braking or acceleration possibly occurring in the obstacle vehicle, the safety critical area pre-estimation model established in advance is adopted to determine the safe driving area of the vehicle to be lane-changed and plan the optimal lane-changing track so as to ensure that the vehicle to be lane-changed can safely and smoothly realize the lane-changing process.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a schematic view of a traffic scene during lane change actions performed by an autonomous vehicle according to the present invention;
FIG. 2 is a flowchart illustrating a first embodiment of a lane change method according to the present invention;
FIG. 3 is a flowchart illustrating a second embodiment of a lane change method according to the present invention;
FIG. 4 is a schematic flow chart of a lane change method according to a third embodiment of the present invention;
FIG. 5 is a schematic structural diagram of a lane change device according to a first embodiment of the present invention;
FIG. 6 is a schematic structural diagram of a second embodiment of the lane changing device according to the present invention;
FIG. 7 is a schematic structural diagram of a third embodiment of the lane changing device according to the present invention;
fig. 8 is a schematic structural diagram of an electronic device according to a first embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Before describing the embodiments of the present invention, some concepts involved in the embodiments of the present invention will be explained in detail first:
longitudinal direction: longitudinal in the lane direction.
Transverse: the direction perpendicular to the lane is the lateral direction.
Fig. 1 is a schematic view of a traffic scene when an autonomous vehicle according to the present invention performs a lane change operation. As shown in fig. 1, the road includes two lanes from left to right as shown in the figure, where the vehicle E is an autonomous vehicle, the vehicle L1 is a leading vehicle located in a lane where the autonomous vehicle is located and located in front of the autonomous vehicle, the vehicle L2 is a leading vehicle located in a target lane, the vehicle T1 is a trailing vehicle located in a lane where the autonomous vehicle is located and located behind the autonomous vehicle, the vehicle T2 is a trailing vehicle located in the target lane, and the vehicle L1, the vehicle L2, the vehicle T1, and the vehicle T2 are all obstacle vehicles in lane change of the vehicle E. Further, as shown in fig. 1, shaded areas corresponding to the vehicle L1, the vehicle L2, the vehicle T1, and the vehicle T2 are vehicle L1, vehicle L2, vehicle T1, and vehicle T2 safety critical areas, respectively, which indicate boundaries where the autonomous vehicle may collide with surrounding obstacle vehicles, and outside the safety critical areas, there is no risk of collision between the autonomous vehicle and the surrounding obstacle vehicles.
If the vehicle E needs to perform lane changing operation, it needs to plan a lane changing track in advance, where the lane changing track is a curve shown in fig. 1 at the vehicle E, and as shown in fig. 1, the lane changing track is outside a safety critical area of a surrounding obstacle vehicle, and when the vehicle E travels according to the lane changing track, the lane changing process can be safely and smoothly implemented by the vehicle.
Fig. 2 is a flowchart illustrating a lane change method according to a first embodiment of the present invention. The lane change method provided by the embodiments of the present invention may be applied to electronic devices such as terminal devices, computer systems, servers, etc., which may operate with numerous other general purpose or special purpose computing system environments or configurations. Examples of well known terminal devices, computing systems, environments, and/or configurations that may be suitable for use with electronic devices, such as terminal devices, computer systems, servers, and the like, include, but are not limited to: personal computer systems, server computer systems, hand-held or laptop devices, microprocessor, CPU, GPU based systems, programmable consumer electronics, networked personal computers, minicomputer systems, mainframe computer systems, distributed cloud computing environments that include any of the above systems, and the like.
Electronic devices such as terminal devices, computer systems, servers, etc. may be described in the general context of computer system-executable instructions, such as program modules, being executed by a computer system. Generally, program modules may include routines, programs, objects, components, logic, data structures, etc. that perform particular tasks or implement particular abstract data types. The computer system/server may be practiced in distributed cloud computing environments where tasks are performed by remote processing devices that are linked through a communications network. In a distributed cloud computing environment, program modules may be located in both local and remote computer system storage media including memory storage devices.
As shown in fig. 1, the method of the present embodiment includes:
s201, determining safety critical area information according to a pre-established safety critical area pre-estimation model and the current speed of the vehicle to be lane-changed.
Wherein the safety critical area information includes: the safety control method comprises a first safety critical area corresponding to a leading vehicle of a target lane and a second safety critical area corresponding to a trailing vehicle of the target lane.
In this embodiment, an execution subject is taken as an example of an electronic device, and the electronic device has a function of planning a lane change trajectory, so that an autonomous vehicle can realize a lane change process according to the lane change trajectory.
And if the lane change of the vehicle to be changed needs to be carried out, the influence of the pilot vehicle of the target lane and the trailing vehicle of the target lane needs to be considered. Therefore, a first safety critical area corresponding to a leading vehicle of a target lane and a second safety critical area corresponding to a trailing vehicle of the target lane are respectively determined through a pre-established safety critical area pre-estimation model according to the current speed of the vehicle to be lane-changed.
It should be noted that, in the embodiment of the present invention, the first safety critical area and the second safety critical area are respectively defined by:
first safety critical area:
specifically, the first safety critical area is a safety critical area corresponding to a pilot vehicle of the target lane. Specifically, it is assumed that, during the process of driving forward at a constant speed, the piloted vehicle of the target lane may have an emergency braking phenomenon, and if the vehicle to be lane-changed does not consider the emergency braking phenomenon, a collision may occur. If the piloted vehicle of the target lane is emergently braked, the vehicle to be lane-changed needs to adopt a certain evasion strategy to avoid collision with the piloted vehicle of the target lane, the vehicle to be lane-changed needs an evasion time, the evasion time is defined as the emergency situation that the vehicle to be lane-changed deals with, the shortest time for the vehicle to be lane-changed to avoid collision with the piloted vehicle of the target lane is quickly adopted for braking operation or steering operation, the vehicle to be lane-changed determined according to the evasion time and the current speed of the vehicle to be lane-changed is a safe zone required for avoiding collision with the piloted vehicle of the target lane, and a first safe zone of the piloted vehicle of the target lane is determined according to the safe zone.
Second safety critical area:
specifically, the second safety critical area is a safety critical area corresponding to a trailing vehicle of the target lane. Specifically, when the lane change operation is started by the vehicle to be lane-changed, all possible steering behaviors of the vehicle behind the target lane need to be considered, and in this case, the possible steering behaviors of the following vehicle of the target lane are classified into three types:
firstly, the trailing vehicle of the target lane decelerates to make the lane change of the vehicle to be changed.
Secondly, the trailing vehicle of the target lane may keep the current vehicle speed to continue to travel along the current lane because the lane change behavior of the vehicle to be lane changed is not noticed.
Thirdly, the trailing vehicle of the target lane accelerates forward to prevent the lane-changing operation of the vehicle to be lane-changed.
In the above three cases, the case where the lane change operation performed on the vehicle to be lane-changed has the greatest influence is where the trailing vehicle of the target lane accelerates forward in order to prevent the lane change operation of the vehicle to be lane-changed. The driver tends to keep a small distance from the front vehicle, which is a typical characteristic behavior in a dense traffic scene, and for this situation, the vehicle to be lane-changed needs to adopt a certain evasive strategy to avoid collision with the trailing vehicle of the target lane. That is, if the following vehicle of the target lane is accelerated, the lane-to-be-changed vehicle requires an avoidance time defined as the shortest time for the lane-to-be-changed vehicle to cope with such an emergency, takes a steering maneuver promptly to avoid a collision with the following vehicle of the target lane, determines a safe region of the lane-to-be-changed vehicle determined by the avoidance time and the current vehicle speed of the lane-to-be-changed vehicle to avoid a collision with the following vehicle of the target lane, and determines a second safe region of the following vehicle of the target lane according to the safe region.
That is to say, when defining the first safety critical area and the second safety critical area, the preset avoidance maneuver includes: when the preset emergency incident is detected, the vehicle to be lane-changed adopts steering operation or braking operation.
In one possible implementation, the safety-critical-area prediction model includes: the system comprises a first safety critical area pre-estimation model and a second safety critical area pre-estimation model, wherein the first safety critical area pre-estimation model is a first safety critical area pre-estimation model corresponding to a leading vehicle of a target lane, and the second safety critical area pre-estimation model is a second safety critical area pre-estimation model corresponding to a trailing vehicle of the target lane. And the first safety critical area pre-estimation model and the second safety critical area pre-estimation model are both obtained according to a preset evasion strategy and an acceleration distribution model corresponding to the preset evasion strategy.
S202, determining an expected end point position of the vehicle to be lane-changed according to the first safety critical area and the second safety critical area.
Specifically, since the first safety-critical region represents a boundary at which the vehicle to be lane-changed may collide with the leading vehicle of the target lane and the second safety-critical region represents a boundary at which the vehicle to be lane-changed collides with the trailing vehicle of the target lane, there is no risk of collision between the vehicle to be lane-changed and the leading vehicle or the trailing vehicle of the target lane outside the first safety-critical region and the second safety-critical region. That is to say, if the expected end position is determined to be outside the first safety critical area and the second safety critical area, the safety of the lane changing process of the vehicle to be changed can be ensured.
It should be noted here that the expected end position indicates a position where the vehicle to be lane-changed is located after the lane-changing process is completed, and preferably, the expected end position is located on a center line of the target lane, and the vehicle is oriented to be oriented longitudinally along the lane when the lane change is completed.
S203, determining a lane change track according to the expected end point position and the pose information of the vehicle to be lane changed, so that the vehicle to be lane changed can change lanes according to the lane change track.
Specifically, the pose information of the lane change waiting vehicle itself includes: the current position information and the current direction of the vehicle to be lane-changed. The electronic device may obtain the pose information of the vehicle to be lane-changed in the following manner, and in one possible implementation manner, the electronic device obtains the pose information of the vehicle through a positioning module, specifically, the electronic device is provided with a positioning module, and the electronic device obtains the pose information of the vehicle through the positioning module, for example: the electronic device is provided with a Global Positioning System (GPS) module, and the GPS module can acquire pose information of the vehicle in real time. In another possible implementation manner, the electronic device is connected with an automatic driving system on the vehicle to be lane-changed, and the automatic driving system sends a data acquisition instruction to the automatic driving system, and after receiving the data acquisition instruction, the automatic driving system sends corresponding data to the electronic device, so that the electronic device acquires pose information of the vehicle to be lane-changed.
And further, performing curve fitting according to the pose information and the expected end point position of the vehicle to be lane-changed, so as to determine a lane-changing track.
In this embodiment, first, safety critical area information is determined according to a pre-established safety critical area estimation model and a current vehicle speed of a vehicle to be lane-changed, and the safety critical area information includes: a first safety critical area corresponding to a leading vehicle of the target lane and a second safety critical area corresponding to a trailing vehicle of the target lane; determining an expected end point position of the vehicle to be lane-changed according to the first safety critical area and the second safety critical area; and determining a lane change track according to the expected end point position and the pose information of the vehicle to be lane changed so that the vehicle to be lane changed can change lanes according to the lane change track. In the embodiment, under the condition that the behavior of the vehicle to be lane-changed is influenced by considering the sudden braking or acceleration possibly occurring in the obstacle vehicle, the safety critical area pre-estimation model established in advance is adopted to determine the safe driving area of the vehicle to be lane-changed and plan the optimal lane-changing track so as to ensure that the vehicle to be lane-changed can safely and smoothly realize the lane-changing process.
In order to make the embodiment of the present invention clearer, the first safety critical area prediction model and the second safety critical area prediction model are described in detail here:
because the relative speed and the relative offset of the transverse position and the longitudinal position between the vehicle to be lane-changed and the surrounding obstacle vehicle determine the optimal avoidance strategy of the vehicle to be lane-changed under the emergency condition, the braking capability and the steering capability of the vehicle to be lane-changed are reasonably utilized, so that the boundary of the safety critical area of the surrounding obstacle vehicle can be effectively reduced, and the coverage area of the feasible area of the vehicle to be lane-changed is increased. Therefore, when a safety critical area of the vehicle to be lane-changed in the lane change process is acquired, some assumptions need to be made to predict and analyze the movement behaviors of the vehicle to be lane-changed and surrounding obstacle vehicles.
Specifically, the assumed conditions for establishing the safety critical area prediction model include:
1. the method comprises the steps of describing the motion behavior of a vehicle to be lane-changed by applying a dynamic model formula, wherein the vehicle to be lane-changed is regarded as a rigid body to establish a four-degree-of-freedom vehicle dynamic model, the speed of the vehicle to be lane-changed can be expressed as a double integral of jerk, and the displacement of the vehicle to be lane-changed can be expressed as a triple integral of jerk.
Specifically, it can be expressed by the following formula (1):
wherein y is,
Respectively representing the lateral displacement and lateral velocity of the vehicle, psi,
Respectively representing the yaw angle and yaw rate of the vehicle, Cαf、CαrRespectively representing the stiffness of the front and rear tires of the vehicle,/f、lrDistance between the vehicle's center of mass and the front and rear axes, m represents the vehicle's mass, VxDenotes the longitudinal speed, IzRepresenting the moment of inertia of the vehicle about the z-axis.
2. The method is characterized in that a kinematic model formula is applied to describe the motion behavior of a peripheral obstacle vehicle, specifically, a constant-speed motion model is applied to describe the motion of the peripheral obstacle vehicle, wherein the peripheral obstacle vehicle mainly comprises: a leading vehicle of the target lane and a trailing vehicle of the target lane.
Specifically, it can be expressed by the following formula (2):
wherein the content of the first and second substances,
respectively representing the speed of the vehicle in the x and y directions,
respectively, the included angle between the vehicle head and the x axis and the corresponding angular velocity, and likewise, omega also represents the angular velocity, vrIndicating the current vehicle speed of the vehicle.
3. And respectively establishing a transverse acceleration distribution model and a longitudinal acceleration distribution model of the vehicle to be lane-changed on the basis of considering the comfort requirement and the execution capacity of the vehicle to be lane-changed by combining the braking capacity and the steering capacity of the vehicle to be lane-changed.
Specifically, when the vehicle executes the avoidance maneuver, the establishment of the lateral and longitudinal acceleration distribution models needs to consider the optimal steering capability of the vehicle to be lane-changed to avoid the collision in an emergency.
The braking manipulation capacity is described by transverse and longitudinal acceleration, the distribution relation of the longitudinal acceleration of the vehicle to be lane-changed with respect to the steering time during braking is modeled to meet constant longitudinal acceleration, the maximum longitudinal acceleration meeting comfort constraint and the braking execution capacity of the vehicle to be lane-changed is guided to be reached, and then the maximum acceleration is kept unchanged. Can be expressed by equation (3):
wherein, alonRepresenting the longitudinal acceleration of the vehicle, jxIndicating the maximum longitudinal jerk, k, that the vehicle's brake handling capability may provide1For the rate factor at which the acceleration changes,
indicating the maximum longitudinal acceleration, t, that the vehicle can reach0Representing the maximum longitudinal jerk jxLongitudinal acceleration increased to
Time required, tfRepresenting the time to completion of maintaining maximum longitudinal acceleration until the vehicle comes back within the critical safety zone.
The steering handling capability is described by a lateral jerk, the distribution of the lateral acceleration of the vehicle to be lane-changed with respect to the braking time during the steering is modeled to satisfy a constant lateral jerk until a maximum acceleration is reached that satisfies comfort constraints and the steering execution capability of the vehicle to be lane-changed, and then the maximum acceleration is maintained for a preset time period, after which the lateral acceleration is reduced to 0 by the opposite maximum lateral jerk. Specifically, it can be expressed by formula (4):
wherein, alatRepresenting the lateral acceleration of the vehicle, jyIndicating the maximum lateral jerk, k, that the vehicle's steering ability may provide2As a rate coefficient of change of the lateral acceleration,
indicating the maximum lateral acceleration, t, that the vehicle can reach0Representing the maximum lateral jerk jyThe lateral acceleration is increased to
Time required, t1-t0Indicating maintenance of maximum lateral acceleration
Time of (t)2-t1Representing acceleration from maximum lateral
At maximum lateral jerk jyTime to decrease to 0, tfIndicating the completion time of the vehicle's return to within the critical safety zone.
On the basis of the assumed conditions, safety critical area prediction models are respectively established for the pilot vehicle of the target lane and the trailing vehicle of the target lane.
Piloted vehicle of target lane:
if the situation is not considered by the vehicle to be lane-changed, the vehicle may collide. If the piloted vehicle of the target lane is emergently braked, the vehicle to be lane-changed needs to adopt a certain evasion strategy to avoid collision with the piloted vehicle of the target lane, and the vehicle to be lane-changed needs an evasion time, wherein the evasion time is defined as the shortest time for the vehicle to be lane-changed to deal with the emergency situation, and the vehicle to be lane-changed quickly adopts braking operation or steering operation to avoid collision with the piloted vehicle of the target lane.
For the vehicle to be lane-changed, the shortest time required for avoiding collision by adopting brake operation is calculated by a brake distance, the minimum longitudinal distance between the vehicle and a front vehicle after parking and a longitudinal deceleration distribution model of the vehicle to be lane-changed.
For the vehicle to be lane-changed, the shortest time required by adopting steering operation to avoid collision is calculated by the lateral distance between the vehicle to be lane-changed and a front vehicle, which meets the minimum lateral safe distance, and the lateral acceleration distribution model of the vehicle to be lane-changed.
Further, the avoidance time is determined by the minimum value of the shortest time required for avoiding the collision by adopting the braking operation and the shortest time required for avoiding the collision by adopting the steering operation, and the boundary of the safety critical area of the target lane pilot vehicle is calculated by the minimum value and the current speed of the vehicle to be lane-changed, so that the first safety critical area is determined.
Trailing vehicle of target lane:
when a lane change operation is performed by a vehicle to be changed, all possible maneuvering behaviors of the vehicle behind the target lane need to be considered, and in this case, the possible maneuvering behaviors of the trailing vehicle of the target lane are divided into three types:
firstly, the trailing vehicle of the target lane decelerates to make the lane change of the vehicle to be changed.
Secondly, the trailing vehicle of the target lane may keep the current vehicle speed to continue to travel along the current lane because the lane change behavior of the vehicle to be lane changed is not noticed.
Thirdly, the trailing vehicle of the target lane accelerates forward to prevent the lane-changing operation of the vehicle to be lane-changed.
In the above three cases, the case where the lane change operation performed on the vehicle to be lane-changed has the greatest influence is where the trailing vehicle of the target lane accelerates forward in order to prevent the lane change operation of the vehicle to be lane-changed. The driver tends to keep a small distance from the front vehicle, which is a typical characteristic behavior in a dense traffic scene, and for this situation, the vehicle to be lane-changed needs to adopt a certain evasive strategy to avoid collision with the trailing vehicle of the target lane. That is, if the following vehicle of the target lane is accelerated, the lane-change-awaiting vehicle requires an avoidance time defined as the shortest time for which the lane-change-awaiting vehicle promptly takes a steering maneuver to avoid a collision with the following vehicle of the target lane in response to such an emergency.
Specifically, the shortest time required for avoiding a collision by steering is calculated by the lateral distance of a trailing vehicle moving to a target lane and approaching gradually, which satisfies the minimum lateral safe distance, and the lateral acceleration distribution model of the vehicle to be lane-changed.
Further, the longitudinal forward distance of the vehicle to be lane-changed and the longitudinal forward distance of the trailing vehicle on the target lane are obtained through calculation according to the longitudinal uniform acceleration model and the avoidance time required by steering operation, the boundary of the safety critical area of the trailing vehicle of the vehicle to be lane-changed relative to the target lane is defined according to the difference value of the two longitudinal forward distances and the maximum value of the minimum longitudinal safety distance between the vehicle to be lane-changed and the leading vehicle, and further, the second safety critical area is determined according to the boundary.
The method in the embodiment shown in fig. 2 is further described below by specific embodiments based on the detailed descriptions of the first safety critical area estimation model and the second safety critical area estimation model.
Fig. 3 is a flowchart illustrating a second embodiment of the lane changing method according to the present invention. As shown in fig. 3, the method of the present embodiment is based on the embodiment shown in fig. 2, and the step S201, determining safety critical area information according to the pre-established safety critical area estimation model and the current vehicle speed of the vehicle to be lane-changed, may be implemented by steps S301 and S302, specifically:
s301, the first safety critical area pre-estimation model determines a third safety critical area of the vehicle to be lane-changed when a preset avoidance strategy is executed according to the current speed of the vehicle to be lane-changed, determines an extension part of a first transverse boundary of the third safety critical area as a second transverse boundary of the first safety critical area, and determines the first safety critical area according to the longitudinal distance between the second transverse boundary and a pilot vehicle of a target lane.
The first transverse boundary is a transverse boundary which is close to the target lane pilot vehicle in the third safety critical area, and the second transverse boundary is a transverse boundary which is close to the vehicle to be lane-changed in the first safety critical area.
S302, the second safety critical area pre-estimation model determines a fourth safety critical area of the vehicle to be lane-changed when a preset avoidance strategy is executed according to the current speed of the vehicle to be lane-changed, determines a third transverse boundary of the fourth safety critical area as a fourth transverse boundary of the second safety critical area, and determines the second safety critical area according to the longitudinal distance between the fourth transverse boundary and a target lane trailing vehicle.
And the third transverse boundary is a transverse boundary which is close to the target lane trailing vehicle in the fourth safety critical area, and the fourth transverse boundary is a transverse boundary which is close to the vehicle to be lane-changed in the second safety critical area.
S303, determining an expected end point position of the vehicle to be lane-changed according to the first safety critical area and the second safety critical area.
In one possible implementation manner, if the first safety critical area and the second safety critical area do not intersect, it is determined that any point located in the target lane and outside the first safety critical area and the second safety critical area is the expected end point position. Preferably, the midpoint position of the lateral boundary of the first safety critical area close to one side of the vehicle to be lane-changed can be determined as a predicted end position, so as to reserve a sufficient longitudinal distance for the vehicle to be lane-changed and effectively improve the safety of the vehicle to be lane-changed.
If the boundary of the first safety critical area close to the second safety critical area is overlapped with the boundary of the second safety critical area close to the first safety critical area, determining a point on the overlapped boundary of the first safety critical area and the second safety critical area as an expected end point position, and ensuring the safety of the vehicle to be lane-changed at the expected end point position.
If the first safety critical area and the second safety critical area have an overlapping area, determining that the vehicle to be lane-changed has a possibility of colliding with a leading vehicle of a target lane and/or a trailing vehicle of the target lane if the vehicle to be lane-changed performs lane-changing operation, and determining that the vehicle to be lane-changed abandons lane-changing.
Alternatively, on the basis of the embodiment shown in fig. 2, step S203, determining a lane change trajectory according to the expected end position and the pose information of the vehicle to be lane changed, so that the vehicle to be lane changed performs lane change according to the lane change trajectory, may be implemented through steps S304 to S305, specifically:
s304, according to the expected end point position, the position information of the vehicle to be lane-changed and the direction of the vehicle to be lane-changed, curve fitting is carried out by adopting a spline interpolation method, and a lane-changing track is obtained.
Spline interpolation is a mathematical method that uses a variable spline to make a smooth curve through a series of points, and the curve that is fit is continuous. Specifically, a rectangular coordinate system may be pre-established, the expected end point position and the position of the vehicle to be lane-changed are mapped to the pre-established rectangular coordinate system, and further, a spline interpolation is adopted to perform curve fitting according to a first derivative of the expected end point position, a first derivative of the position of the vehicle to be lane-changed, a second derivative of the expected end point position, and a second derivative of the position of the vehicle to be lane-changed, so as to obtain a lane-changing track.
S305, sending the lane change track to the vehicle to be lane changed, so that the vehicle to be lane changed can change lanes according to the lane change track.
Specifically, the electronic device is connected with an automatic driving system of the vehicle to be lane-changed, and the electronic device sends the lane-changing track to the automatic driving system so that the automatic driving system can change lanes according to the received lane-changing track.
In the embodiment, under the condition that the behavior of the vehicle to be lane-changed is affected by considering the sudden braking or acceleration behavior possibly occurring in the obstacle vehicle, a first safety critical area pre-estimation model and a second safety critical area pre-estimation model are adopted to respectively determine a first safety critical area corresponding to a leading vehicle of a target lane and a second safety critical area corresponding to a trailing vehicle of the target lane, and further determine a safe driving area of the vehicle to be lane-changed, so that an optimal lane-changing track is planned, and the vehicle to be lane-changed can safely and smoothly realize the lane-changing process.
Fig. 4 is a flowchart illustrating a third embodiment of the lane changing method according to the present invention. As shown in fig. 4, the method according to this embodiment includes:
s401, the first safety critical area pre-estimation model determines a third safety critical area of the vehicle to be lane-changed when a preset avoidance strategy is executed according to the current speed of the vehicle to be lane-changed, determines an extension part of a first transverse boundary of the third safety critical area as a second transverse boundary of the first safety critical area, and determines the first safety critical area according to the longitudinal distance between the second transverse boundary and a pilot vehicle of a target lane.
S402, the second safety critical area pre-estimation model determines a fourth safety critical area of the vehicle to be lane-changed when a preset avoidance strategy is executed according to the current speed of the vehicle to be lane-changed, determines a third transverse boundary of the fourth safety critical area as a fourth transverse boundary of the second safety critical area, and determines the second safety critical area according to the longitudinal distance between the fourth transverse boundary and a target lane trailing vehicle.
And S403, determining an expected end point position of the vehicle to be lane-changed according to the first safety critical area and the second safety critical area.
S404, performing curve fitting by adopting quintic spline interpolation according to the expected end point position, the position information of the vehicle to be lane-changed and the direction of the vehicle to be lane-changed to obtain a lane-changing track.
S405, the lane change track is sent to the vehicle to be changed, so that the vehicle to be changed can change lanes according to the lane change track.
Steps S401 to S405 in this embodiment are similar to steps S301 to S305 in the embodiment shown in fig. 3, and reference may be made to the description in the embodiment shown in fig. 3, which is not repeated herein.
S406, generating speed information matched with the lane changing track according to the current speed of the vehicle to be lane changed and the expected speed at the lane changing completion moment, so that the vehicle to be lane changed determines the running speed according to the speed information.
A possible implementation mode can adopt a spline interpolation method, curve fitting is carried out according to the current speed of a vehicle to be lane-changed, the expected speed at the lane-changing completion moment, the first derivative of the current speed of the vehicle to be lane-changed, the second derivative of the current speed of the vehicle to be lane-changed, the first derivative of the expected speed at the lane-changing completion moment and the second derivative of the expected speed at the lane-changing completion moment, so that a speed curve matched with a lane-changing track is generated, and the speed curve is sent to an automatic driving system of the vehicle to be lane-changed, so that the vehicle to be lane-changed can determine the corresponding driving speed in the driving process according to the lane-changing track according to the speed curve.
According to the other possible implementation mode, a speed curve is generated by combining the established transverse acceleration distribution model and the established longitudinal acceleration distribution model of the vehicle to be lane-changed according to the current speed and the current acceleration of the vehicle to be lane-changed and the expected speed and the expected acceleration at the lane-changing completion moment.
In practical application, in order to ensure the comfort of the vehicle to be lane-changed in the lane changing process, the curvature information of the lane-changing track is also considered when a speed curve is fitted, so that the yaw angle of the vehicle in the lane changing process cannot be too large, the stability of the vehicle in the lane changing process is ensured, and the comfort of the vehicle is improved.
Further, if the lane change is performed while the lane change vehicle detects the aforementioned emergency, the braking manipulation or the steering manipulation may be performed in accordance with the aforementioned avoidance maneuver, thereby avoiding a collision with the surrounding obstacle vehicles.
In the embodiment, by adopting the pre-established safety critical area estimation model, the optimal lane changing track is planned under the condition that the influence of the behavior of the lane changing vehicle is considered due to the sudden braking or accelerating behavior possibly occurring on the obstacle vehicle, so that the lane changing process of the lane changing vehicle is safely and stably realized. Furthermore, the current speed and the expected speed of the vehicle to be lane-changed are considered, and a speed curve matched with the lane-changing track is generated, so that the stability and the comfort of the vehicle in the lane-changing process are effectively ensured.
Fig. 5 is a schematic structural diagram of a lane changing device according to a first embodiment of the present invention. As shown in fig. 5, the apparatus 50 of the present embodiment includes: a first determining module 51, a second determining module 52 and a lane change trajectory planning module 53.
The first determining module 51 is configured to determine safety critical area information according to a pre-established safety critical area estimation model and a current vehicle speed of a vehicle to be lane-changed, where the safety critical area information includes: the safety control method comprises a first safety critical area corresponding to a leading vehicle of a target lane and a second safety critical area corresponding to a trailing vehicle of the target lane.
And a second determination module 52, configured to determine an expected end position of the vehicle to be lane-changed according to the first safety critical area and the second safety critical area.
And the lane change trajectory planning module 53 is configured to determine a lane change trajectory according to the expected end point position and the pose information of the vehicle to be lane changed, so that the vehicle to be lane changed performs lane change according to the lane change trajectory.
Optionally, the safety-critical-area prediction model includes: the system comprises a first safety critical area pre-estimation model and a second safety critical area pre-estimation model, wherein the first safety critical area pre-estimation model is a first safety critical area pre-estimation model corresponding to a leading vehicle of a target lane, and the second safety critical area pre-estimation model is a second safety critical area pre-estimation model corresponding to a trailing vehicle of the target lane;
the first safety critical area pre-estimation model and the second safety critical area pre-estimation model are obtained according to a preset avoidance strategy and an acceleration distribution model corresponding to the preset avoidance strategy.
Optionally, the preset avoidance maneuver includes: and when a preset emergency event is detected, the vehicle to be lane-changed adopts steering operation or braking operation.
The apparatus of this embodiment may be used to implement the technical solution of the method embodiment shown in fig. 2, and the implementation principle and the technical effect are similar, which are not described herein again.
Fig. 6 is a schematic structural diagram of a second embodiment of the lane changing device according to the present invention. As shown in fig. 6, the apparatus 60 of the present embodiment is based on the embodiment shown in fig. 5, and the first determining module 51 includes: a first safety critical area determination sub-module 511 and a second safety critical area determination sub-module 512.
The first safety critical area determining submodule 511 is specifically configured to determine, according to the current speed of the vehicle to be lane-changed, a third safety critical area of the vehicle to be lane-changed when a preset avoidance strategy is executed through the first safety critical area pre-estimation model; and determining an extension part of a first transverse boundary of a third safety critical area as a second transverse boundary of the first safety critical area, and determining the first safety critical area according to the longitudinal distance between the second transverse boundary and a pilot vehicle of a target lane, wherein the first transverse boundary is a transverse boundary close to the pilot vehicle of the target lane in the third safety critical area, and the second transverse boundary is a transverse boundary close to the vehicle to be lane-changed in the first safety critical area.
The second safety critical area determining submodule 512 is specifically configured to determine, according to the current speed of the vehicle to be lane-changed, a fourth safety critical area of the vehicle to be lane-changed when a preset avoidance strategy is executed through the second safety critical area pre-estimation model; and determining an extension part of a third transverse boundary of a fourth safety critical area as a fourth transverse boundary of the second safety critical area, and determining the second safety critical area according to the longitudinal distance between the fourth transverse boundary and the trailing vehicle of the target lane, wherein the third transverse boundary is the transverse boundary of the trailing vehicle close to the target lane in the fourth safety critical area, and the fourth transverse boundary is the transverse boundary of the trailing vehicle close to the lane to be changed in the second safety critical area.
Optionally, the second determination module 52 is specifically configured to determine the expected end position of the vehicle to be lane-changed by:
if the first safety critical area and the second safety critical area do not intersect, determining that any point which is located in the target lane and outside the first safety critical area and the second safety critical area is an expected end point position;
if the boundary of the first safety critical area close to the second safety critical area is overlapped with the boundary of the second safety critical area close to the first safety critical area, determining a point on the overlapped boundary of the first safety critical area and the second safety critical area as an expected end point position;
and if the first safety critical area and the second safety critical area have an overlapping area, determining that the vehicle to be lane-changed abandons lane change.
Optionally, in some embodiments, the lane change trajectory planning module 53 is specifically configured to perform curve fitting by using a quintic spline interpolation method according to the expected end position, the position information of the vehicle to be lane changed, and the orientation of the vehicle to be lane changed, obtain a lane change trajectory, and send the lane change trajectory to the vehicle to be lane changed, so that the vehicle to be lane changed performs lane change according to the lane change trajectory.
The apparatus of this embodiment may be used to implement the technical solution of the method embodiment shown in fig. 3, and the implementation principle and the technical effect are similar, which are not described herein again.
Fig. 7 is a schematic structural diagram of a lane changing device according to a third embodiment of the present invention. As shown in fig. 7, the apparatus 70 of the present embodiment further includes, on the basis of the embodiment shown in fig. 6: a speed information generation module 54.
The speed information generating module 54 is configured to generate speed information matched with the lane change trajectory according to the current speed of the vehicle to be lane changed and the expected speed at the lane change completion time, so that the vehicle to be lane changed determines the driving speed according to the speed information.
The apparatus of this embodiment may be used to implement the technical solution of the method embodiment shown in fig. 4, and the implementation principle and the technical effect are similar, which are not described herein again.
Fig. 8 is a schematic structural diagram of an electronic device according to a first embodiment of the present invention. As shown in fig. 8, the electronic device 80 of the present embodiment includes: memory 81, processor 82.
The memory 81 may be a separate physical unit, and may be connected to the processor 82 through a bus 83. The memory 81 and the processor 82 may also be integrated, implemented by hardware, etc.
The memory 81 is used to store a program implementing the above method embodiment, which is called by the processor 82 to perform the operations of the above method embodiment.
Alternatively, when part or all of the methods of the above embodiments are implemented by software, the electronic device 80 may only include a processor. The memory for storing the program is located outside the electronic device 80 and the processor is connected to the memory by means of circuits/wires for reading and executing the program stored in the memory 81.
The Processor 82 may be a Central Processing Unit (CPU), a Network Processor (NP), or a combination of a CPU and an NP.
The processor 82 may further include a hardware chip. The hardware chip may be an Application-Specific Integrated Circuit (ASIC), a Programmable Logic Device (PLD), or a combination thereof. The PLD may be a Complex Programmable Logic Device (CPLD), a Field-Programmable gate Array (FPGA), General Array Logic (GAL), or any combination thereof.
The Memory 81 may include a Volatile Memory (Volatile Memory), such as a Random-Access Memory (RAM); the Memory may also include a Non-volatile Memory (Non-volatile Memory), such as a Flash Memory (Flash Memory), a Hard Disk Drive (HDD) or a Solid-state Drive (SSD); the memory may also comprise a combination of memories of the kind described above.
Additionally, the present invention also provides a program product, e.g., a computer storage medium, comprising: program for performing the above method when executed by a processor.
Those of ordinary skill in the art will understand that: all or a portion of the steps of implementing the above-described method embodiments may be performed by hardware associated with program instructions. The program may be stored in a computer-readable storage medium. When executed, the program performs steps comprising the method embodiments described above; and the aforementioned storage medium includes: various media that can store program codes, such as ROM, RAM, magnetic or optical disks.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (8)
1. A lane change method, comprising:
determining safety critical area information according to a pre-established safety critical area pre-estimation model and the current speed of a vehicle to be lane-changed, wherein the safety critical area information comprises: a first safety critical area corresponding to a leading vehicle of the target lane and a second safety critical area corresponding to a trailing vehicle of the target lane;
determining an expected end point position of the vehicle to be lane-changed according to the first safety critical area and the second safety critical area;
determining a lane change track according to the expected end point position and the pose information of the vehicle to be lane changed, so that the vehicle to be lane changed performs lane change according to the lane change track;
the safety critical area prediction model comprises the following steps: the system comprises a first safety critical area pre-estimation model and a second safety critical area pre-estimation model, wherein the first safety critical area pre-estimation model is a first safety critical area pre-estimation model corresponding to a leading vehicle of a target lane, and the second safety critical area pre-estimation model is a second safety critical area pre-estimation model corresponding to a trailing vehicle of the target lane;
the first safety critical area pre-estimation model and the second safety critical area pre-estimation model are both obtained according to a preset avoidance strategy and an acceleration distribution model corresponding to the preset avoidance strategy;
the method for determining the safety critical area information according to the pre-established safety critical area pre-estimation model and the current speed of the vehicle to be lane-changed comprises the following steps:
the first safety critical area pre-estimation model determines a third safety critical area of the vehicle to be lane-changed when the preset avoidance strategy is executed according to the current speed of the vehicle to be lane-changed;
determining an extension part of a first transverse boundary of a third safety critical area as a second transverse boundary of the first safety critical area, and determining the first safety critical area according to a longitudinal distance between the second transverse boundary and a target lane pilot vehicle, wherein the first transverse boundary is a transverse boundary close to the target lane pilot vehicle in the third safety critical area, and the second transverse boundary is a transverse boundary close to the vehicle to be lane changed in the first safety critical area;
the second safety critical area pre-estimation model determines a fourth safety critical area of the vehicle to be lane-changed when the preset avoidance strategy is executed according to the current speed of the vehicle to be lane-changed;
determining an extension part of a third transverse boundary of the fourth safety critical area as a fourth transverse boundary of the second safety critical area, and determining the second safety critical area according to a longitudinal distance between the fourth transverse boundary and the vehicle trailing the target lane, wherein the third transverse boundary is a transverse boundary of the fourth safety critical area close to the vehicle trailing the target lane, and the fourth transverse boundary is a transverse boundary of the second safety critical area close to the vehicle to be lane changed.
2. The method of claim 1, wherein the preset avoidance maneuver comprises: and when a preset emergency event is detected, the vehicle to be lane-changed adopts steering operation or braking operation.
3. The method of claim 1, wherein determining the expected end position of the vehicle to be lane-changed based on the first safety critical area and the second safety critical area comprises:
if the first safety critical area does not intersect with the second safety critical area, determining that any point which is located in the target lane and outside the first safety critical area and the second safety critical area is an expected end point position;
if the boundary of the first safety critical area close to the second safety critical area is overlapped with the boundary of the second safety critical area close to the first safety critical area, determining a point on the overlapped boundary of the first safety critical area and the second safety critical area as an expected end point position;
and if the first safety critical area and the second safety critical area have an overlapping area, determining that the vehicle to be lane-changed abandons lane-changing.
4. The method according to claim 1, wherein the determining a lane change track according to the expected end position and the pose information of the vehicle to be lane changed to make the vehicle to be lane changed perform lane change according to the lane change track comprises:
according to the expected end point position, the position information of the vehicle to be lane-changed and the orientation of the vehicle to be lane-changed, performing curve fitting by adopting a spline interpolation method to obtain a lane-changing track;
and sending the lane changing track to the vehicle to be changed so that the vehicle to be changed can change lanes according to the lane changing track.
5. The method of claim 1, further comprising:
and generating speed information matched with the lane changing track according to the current speed of the vehicle to be lane changed and the expected speed at the lane changing completion moment, so that the vehicle to be lane changed determines the running speed according to the speed information.
6. A lane change device, comprising:
the first determination module is used for determining safety critical area information according to a pre-established safety critical area pre-estimation model and the current speed of a vehicle to be lane-changed, wherein the safety critical area information comprises: a first safety critical area corresponding to a leading vehicle of the target lane and a second safety critical area corresponding to a trailing vehicle of the target lane;
the second determination module is used for determining an expected end point position of the vehicle to be lane-changed according to the first safety critical area and the second safety critical area;
the lane change track planning module is used for determining a lane change track according to the expected end point position and the pose information of the vehicle to be lane changed so that the vehicle to be lane changed can change lanes according to the lane change track;
wherein, the safety critical area pre-estimation model comprises: the system comprises a first safety critical area pre-estimation model and a second safety critical area pre-estimation model, wherein the first safety critical area pre-estimation model is a first safety critical area pre-estimation model corresponding to a leading vehicle of a target lane, and the second safety critical area pre-estimation model is a second safety critical area pre-estimation model corresponding to a trailing vehicle of the target lane;
the first safety critical area pre-estimation model and the second safety critical area pre-estimation model are both obtained according to a preset avoidance strategy and an acceleration distribution model corresponding to the preset avoidance strategy;
the first determining module includes: a first safety critical area determining submodule and a second safety critical area determining submodule;
the first safety critical area determining submodule is specifically used for determining a third safety critical area of the vehicle to be lane-changed when a preset avoidance strategy is executed according to the current speed of the vehicle to be lane-changed through the first safety critical area pre-estimation model; determining an extension part of a first transverse boundary of the third safety critical area as a second transverse boundary of the first safety critical area, and determining the first safety critical area according to a longitudinal distance between the second transverse boundary and the target lane pilot vehicle, wherein the first transverse boundary is a transverse boundary close to the target lane pilot vehicle in the third safety critical area, and the second transverse boundary is a transverse boundary close to the vehicle to be lane changed in the first safety critical area;
the second safety critical area determining submodule is specifically used for determining a fourth safety critical area of the vehicle to be lane-changed when the preset avoidance strategy is executed according to the current speed of the vehicle to be lane-changed through the second safety critical area pre-estimation model; determining an extension part of a third transverse boundary of the fourth safety critical area as a fourth transverse boundary of the second safety critical area, and determining the second safety critical area according to a longitudinal distance between the fourth transverse boundary and the vehicle trailing the target lane, wherein the third transverse boundary is a transverse boundary of the fourth safety critical area close to the vehicle trailing the target lane, and the fourth transverse boundary is a transverse boundary of the second safety critical area close to the vehicle to be lane changed.
7. An electronic device, comprising: a memory and a processor;
the memory stores program instructions;
the program instructions, when executed by the processor, to perform the method of any of claims 1 to 5.
8. A storage medium, comprising: carrying out a procedure;
the program, when executed by a processor, is to perform the method of any one of claims 1 to 5.
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| CN110390839B (en) * | 2019-07-23 | 2020-06-30 | 哈尔滨工业大学 | Vehicle lane changing method considering overlapping area of multi-vehicle interaction area |
| US11292470B2 (en) * | 2020-01-06 | 2022-04-05 | GM Global Technology Operations LLC | System method to establish a lane-change maneuver |
| CN111252069B (en) * | 2020-02-05 | 2021-08-31 | 北京百度网讯科技有限公司 | Method and device for changing lane of vehicle |
| JP7105269B2 (en) * | 2020-03-30 | 2022-07-22 | 本田技研工業株式会社 | Mobile body control device, mobile body and mobile body control method |
| CN111806467B (en) * | 2020-07-27 | 2021-09-28 | 福州大学 | Variable speed dynamic track changing planning method based on vehicle driving rule |
| CN112356834A (en) * | 2020-07-27 | 2021-02-12 | 苏州挚途科技有限公司 | Automatic driving vehicle lane changing control method and device, vehicle and storage medium |
| CN111923910B (en) * | 2020-09-14 | 2021-01-26 | 福瑞泰克智能系统有限公司 | Method for planning lane change of vehicle, autonomous vehicle and storage medium |
| CN112562403B (en) * | 2020-11-24 | 2022-04-15 | 东软集团股份有限公司 | Method, device and equipment for realizing auxiliary lane change |
| CN113734162B (en) * | 2021-08-24 | 2023-06-06 | 北京百度网讯科技有限公司 | Obstacle avoidance method and device between vehicles and electronic equipment |
| CN113815620B (en) * | 2021-10-26 | 2023-03-14 | 中国第一汽车股份有限公司 | Method, device and equipment for evaluating safe driving of vehicle and storage medium |
| CN114212102B (en) * | 2021-12-01 | 2024-03-19 | 智己汽车科技有限公司 | Auxiliary driving method, system and device for avoiding lateral collision |
| CN114379576B (en) * | 2021-12-15 | 2022-11-11 | 禾多科技（北京）有限公司 | Lane change information prompting method and device, electronic equipment and computer readable medium |
| CN114360276B (en) * | 2022-01-13 | 2022-08-26 | 郑州汉威光电股份有限公司 | Highway wisdom management system based on big data |
| CN115497323B (en) * | 2022-09-29 | 2023-06-23 | 斯润天朗（北京）科技有限公司 | V2X-based vehicle collaborative lane changing method and device |
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| DE102012215093A1 (en) * | 2012-08-24 | 2014-02-27 | Robert Bosch Gmbh | Driver assistance system and method for operating the driver assistance system |
| EP2848487B1 (en) * | 2013-09-12 | 2020-03-18 | Volvo Car Corporation | Manoeuvre generation for automated drive |
| DE102016203662A1 (en) * | 2016-03-07 | 2017-09-07 | Bayerische Motoren Werke Aktiengesellschaft | Driver assistance system and method for operating such |
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