CN113183960A - Environmental risk degree calculation method and device, storage medium and controller - Google Patents

Environmental risk degree calculation method and device, storage medium and controller Download PDF

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CN113183960A
CN113183960A CN202110292704.0A CN202110292704A CN113183960A CN 113183960 A CN113183960 A CN 113183960A CN 202110292704 A CN202110292704 A CN 202110292704A CN 113183960 A CN113183960 A CN 113183960A
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CN113183960B (en
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杨训东
王雪莹
尹颖
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Beijing Automotive Research Institute Co Ltd
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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
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • 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
    • 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
    • B60W2554/4041—Position
    • 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
    • B60W2554/4044—Direction of movement, e.g. backwards
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Human Computer Interaction (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

The invention discloses a method and a device for calculating an environmental risk degree, a storage medium and a controller, wherein the calculating method comprises the following steps: the method comprises the steps of obtaining the relative speed and the relative distance between a self vehicle and a target vehicle, the speed of the self vehicle and the residual lane changing time, then determining the collision time, the headway distance and the safety distance, then determining a first longitudinal danger degree, a second longitudinal danger degree and a third longitudinal danger degree according to the data, taking the maximum value of the first longitudinal danger degree, the second longitudinal danger degree and the third longitudinal danger degree as the final longitudinal danger degree, then determining the absolute value of the nearest transverse distance between the target vehicle and a lane changing target line according to coordinate information of the target vehicle and the like, then determining a transverse danger factor according to the absolute value and target lane width information, and finally determining the current lane changing danger degree according to the final longitudinal danger degree and the transverse danger factor. Therefore, the calculation method can improve the flexibility and robustness of the vehicle lane changing strategy, meanwhile, the safety of a driver is guaranteed, and the driving experience is improved.

Description

Environmental risk degree calculation method and device, storage medium and controller
Technical Field
The invention relates to the technical field of vehicle auxiliary driving, in particular to a method for calculating environmental risk degree during automatic lane changing of a vehicle, a computer-readable storage medium, a vehicle control unit and a device for calculating the environmental risk degree during automatic lane changing of the vehicle.
Background
With the rapid development of information technology, the automatic driving technology is gradually mature and is more popular, but as for the current technology, the technology for comprehensively popularizing the automatic driving of the vehicle is not completely mature, and a large potential safety hazard exists. In the related art, when the assistant driving system participates in lane change control of the vehicle, generally a sensor acquires motion information of a target vehicle, such as position information, speed information, acceleration information, a heading angle and the like, and calculates TTC (Time-To-Collision Time) by combining the acquired vehicle information, and then judges whether the current lane change is dangerous or not by setting a TTC threshold, and the lane change can be performed under the condition that the current lane change is not dangerous.
In the related technology, the calculation result only has no danger or danger, the rear end cannot make a more flexible strategy, and only uses TTC as a reference index, when the speed of the vehicle is similar to that of the target vehicle or the target vehicle exceeds the vehicle, the calculation result and the actual condition are easy to generate larger errors, only the transverse distance between the target vehicle and the vehicle participates in calculation, and the robustness is poor.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the technical problems in the related art. Therefore, a first object of the present invention is to provide a method for calculating an environmental risk level when a vehicle automatically changes lanes, which can improve robustness of a calculation result and flexibility of a lane changing strategy of the vehicle, improve user experience, expand an application scenario, and ensure safety of a driver.
A second object of the invention is to propose a computer-readable storage medium.
The third purpose of the invention is to provide a vehicle control unit.
A fourth object of the present invention is to provide an apparatus for calculating an environmental risk level when a vehicle is automatically changing lanes.
In order to achieve the above object, an embodiment of a first aspect of the present invention provides a method for calculating an environmental risk level when a vehicle automatically changes lanes, the method including the following steps: acquiring a relative speed and a relative distance between a self-vehicle and a target vehicle, and determining a collision time according to the relative speed and the relative distance; acquiring the speed of the self-vehicle, determining a vehicle head time distance according to the speed of the self-vehicle and the relative distance, and determining a safety distance according to the speed of the self-vehicle; acquiring the residual lane changing time, and determining a first longitudinal risk according to the residual lane changing time and the collision time; determining a second longitudinal risk degree according to the headway distance, determining a third longitudinal risk degree according to the relative distance and the safety distance, and taking the maximum value of the first longitudinal risk degree, the second longitudinal risk degree and the third longitudinal risk degree as a final longitudinal risk degree; determining the absolute value of the nearest transverse distance between the target vehicle and a target line of the vehicle lane changing according to the coordinate information, the length and width information of the vehicle body, the course angle, the relative distance and a target control line equation of the vehicle, acquiring the width information of the target lane, and determining a transverse danger factor according to the absolute value of the nearest transverse distance and the width information of the target lane; and determining the current lane changing danger degree according to the final longitudinal danger degree and the transverse danger factor.
According to the method for calculating the environmental risk degree when the vehicle automatically changes lanes, firstly, the relative speed and the relative distance between the vehicle and a target vehicle are obtained, and then the collision time of the two vehicles is calculated according to the relative speed and the relative distance; then obtaining the speed of the self-vehicle, determining the time distance of the vehicle head according to the speed of the self-vehicle and the relative distance, and determining the safe distance according to the speed of the self-vehicle; then obtaining the residual lane changing time, determining a first longitudinal risk degree according to the residual lane changing time and the collision time, determining a second longitudinal risk degree according to the headway distance, determining a third longitudinal risk degree according to the relative distance and the safety distance, and taking the maximum value of the first longitudinal risk degree, the second longitudinal risk degree and the third longitudinal risk degree as the final longitudinal risk degree; determining the absolute value of the nearest transverse distance between the target vehicle and a lane change target line of the vehicle by the coordinate information, the length and width information, the course angle, the relative distance and a target control line equation of the vehicle, then acquiring the width information of a target lane, and determining a transverse danger factor according to the absolute value of the nearest transverse distance and the width information of the target lane; and finally, determining the current lane changing danger degree according to the final longitudinal danger degree and the transverse danger factor. Therefore, the method for calculating the environmental hazard degree when the vehicle automatically changes lanes can improve the robustness of a calculation result and the flexibility of a lane changing strategy of the vehicle, improve the user experience, enlarge the application scene and ensure the safety of a driver.
In addition, the method for calculating the environmental risk level when the vehicle automatically changes lanes according to the above embodiment of the present invention may further have the following additional technical features:
according to one embodiment of the present invention, when the target vehicle is in front of the own vehicle, the safe distance is determined according to the following formula:
Figure BDA0002982957030000021
and the SD is the safe distance, and the v is the speed of the vehicle.
According to one embodiment of the present invention, the first longitudinal risk is determined according to the following formula when the target vehicle is in front of the own vehicle:
Figure BDA0002982957030000031
wherein K1 is the first longitudinal risk, TTC is the time to collision, TChangeLaneFor the remaining track change time, TReaceIs a preset reaction time.
According to one embodiment of the present invention, the second longitudinal risk is determined according to the following formula when the target vehicle is in front of the own vehicle:
Figure BDA0002982957030000032
and K2 is the second longitudinal risk, and TH is the headway.
According to one embodiment of the present invention, the third longitudinal risk is determined according to the following formula when the target vehicle is in front of the own vehicle:
Figure BDA0002982957030000033
wherein K3 is the third longitudinal risk, SD is the safety distance, and Xrel is the relative distance.
According to one embodiment of the invention, the lateral risk factor is determined according to the following formula:
Figure BDA0002982957030000034
wherein Y _ Factor is the transverse risk Factor, DeltaDistance _ Y is the absolute value of the nearest transverse distance, and RoadWidth is the target lane width.
According to one embodiment of the invention, when the lane line is unclear, the target vehicle exceeds the lane boundary and the self-vehicle sensor fails, the first longitudinal risk, the second longitudinal risk, the third longitudinal risk and the transverse risk factor are all set to be 1.
To achieve the above object, a second embodiment of the present invention provides a computer-readable storage medium, on which a program for calculating an environmental risk level when a vehicle automatically changes lanes is stored, and when executed by a processor, the program for calculating an environmental risk level when a vehicle automatically changes lanes implements a method for calculating an environmental risk level when a vehicle automatically changes lanes as described in the above embodiment.
The computer-readable storage medium of the embodiment of the invention can improve the robustness of the calculation result and the flexibility of the vehicle lane changing strategy through the environment risk degree calculation program stored on the computer-readable storage medium during the automatic lane changing of the vehicle, can also improve the user experience, can expand the application scene, and can ensure the safety of the driver.
In order to achieve the above object, a vehicle control unit according to a third aspect of the present invention includes a memory, a processor, and a program for calculating an environmental risk level when a vehicle automatically changes lanes, where the program is stored in the memory and is executable on the processor, and the processor implements the method for calculating an environmental risk level when a vehicle automatically changes lanes according to the above embodiment when executing the program for calculating an environmental risk level when a vehicle automatically changes lanes.
The vehicle control unit comprises a memory and a processor, and when the processor executes an environmental risk degree calculation program stored in the memory when a vehicle automatically changes lanes, the robustness of a calculation result and the flexibility of a vehicle lane changing strategy can be improved, the user experience can be improved, the application scene can be expanded, and the safety of a driver can be ensured.
To achieve the above object, a fourth aspect of the present invention provides an environmental risk level calculation device when a vehicle automatically changes lanes, the calculation device including: the first acquisition module is used for acquiring the relative speed and the relative distance between the self-vehicle and the target vehicle, acquiring the speed of the self-vehicle and acquiring the residual lane change time; the first determining module is used for determining collision time according to the relative speed and the relative distance, determining a headway according to the speed and the relative distance of the vehicle, and determining a safe distance according to the speed of the vehicle; the second determining module is used for determining a first longitudinal risk degree according to the residual lane changing time and the collision time, determining a second longitudinal risk degree according to the headway distance, determining a third longitudinal risk degree according to the relative distance and the safety distance, and taking the maximum value of the first longitudinal risk degree, the second longitudinal risk degree and the third longitudinal risk degree as a final longitudinal risk degree; the second acquisition module is used for acquiring the width information of the target lane; the third determining module is used for determining the absolute value of the nearest transverse distance between the target vehicle and the target lane changing line of the self vehicle according to the coordinate information, the length and width information of the vehicle body, the course angle, the relative distance and the target control line equation of the self vehicle, and determining a transverse danger factor according to the absolute value of the nearest transverse distance and the target lane width information; and the fourth determining module is used for determining the current lane changing danger degree according to the final longitudinal danger degree and the transverse danger factor.
The device for calculating the environmental risk degree during the automatic lane change of the vehicle comprises a first determining module, a second determining module, a third determining module, a fourth determining module, a first obtaining module and a second obtaining module, wherein the first acquisition module can acquire the relative speed and the relative distance between the self-vehicle and the target vehicle, the speed of the self-vehicle and the residual lane-changing time, then a first determining module is used for determining the collision time according to the relative speed and the relative distance, determining the headway according to the speed and the relative distance of the vehicle, and determining the safety according to the speed of the vehicle, then a first longitudinal danger degree is determined according to the residual lane changing time and the collision time through a second determination module, a second longitudinal danger degree is determined according to the headway time, a third longitudinal danger degree is determined according to the relative distance and the safe distance, the maximum of the first, second, and third longitudinal risks is then taken as the final longitudinal risk. And finally, determining the current lane change danger degree by using a fourth determination module according to the final longitudinal danger degree and the transverse danger factor. Therefore, the device for calculating the environmental hazard degree when the vehicle automatically changes the lane can improve the robustness of a calculation result and the flexibility of a vehicle lane changing strategy, can also improve user experience, enlarge an application scene, and meanwhile guarantee the safety of a driver.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
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The foregoing and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic flow chart of a method for calculating an environmental risk level when a vehicle automatically changes lanes according to an embodiment of the present invention;
fig. 2 is a block diagram of a vehicle control unit according to an embodiment of the present invention;
fig. 3 is a block diagram of the configuration of an environmental risk degree calculation device when a vehicle automatically changes lanes according to an embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
The following describes an environmental risk degree calculation method and apparatus, a computer-readable storage medium, and a vehicle control unit according to an embodiment of the present invention with reference to the drawings.
Fig. 1 is a flowchart illustrating a method for calculating an environmental risk level when a vehicle automatically changes lanes according to an embodiment of the present invention.
As shown in fig. 1, the method for calculating the environmental risk level when a vehicle automatically changes lanes according to the embodiment of the present invention includes the following steps:
and S10, acquiring the relative speed and the relative distance between the host vehicle and the target vehicle, and determining the collision time according to the relative speed and the relative distance.
Specifically, in the lane changing process of the vehicle, the positions of other vehicles are often required to be acquired so as to prevent the occurrence of a collision situation and ensure the safety of a driver. In this embodiment, the lane on which the host vehicle is currently traveling may be determined, and then the vehicle closest to the host vehicle may be used as the target vehicle, where the vehicle may travel in front of the host vehicle, may travel behind the host vehicle, or both of the vehicles whose distance from the host vehicle is smaller than a preset value may be used as the target vehicle. After the target vehicle is determined, the relative speed and the relative distance between the own vehicle and the target vehicle are obtained, and then the time when the two vehicles collide under the current condition is calculated according to the obtained relative speed and the obtained relative distance. In the present embodiment, the manner of acquiring the relative speed and the relative distance between the host vehicle and the target vehicle is not limited, and the acquisition may be performed by providing a sensor, or may be performed in another manner.
More specifically, the calculation formula of the collision time in this embodiment may be: TTC ═ Xrel/VrelWherein TTC is the time to collision, VrelAs relative velocity, XrelIs a relative distance, a relative distance XrelMay be the distance from the front bumper to the rear bumper, and the relative velocity VrelIt refers to the relative speed between the front and rear vehicles.
And S20, acquiring the speed of the vehicle, determining the headway according to the speed of the vehicle and the relative distance, and determining the safe distance according to the speed of the vehicle.
Specifically, in this embodiment, the own vehicle may be a vehicle that travels behind the target vehicle, the vehicle speed of the own vehicle is first acquired, and the headway is determined from the own vehicle speed and the relative distance. More specifically, the calculation formula of the headway may be: TH 3.6Xrel/VbackWherein V isbackThe rear vehicle speed is the vehicle speed of the vehicle in the present embodiment, and of course, if the vehicle is driven ahead of the target vehicle in some embodiments, VbackMay be expressed as target vehicle speed in kilometers per hour and relative distance XrelThe unit of (A) is meter, and TH is headway.
In some embodiments of the present invention, after the vehicle speed of the vehicle is obtained, the basic safe distance may be determined according to the difference of the vehicle speeds, and in this embodiment, when the target vehicle is in front of the vehicle, the safe distance may be determined according to the following formula:
Figure BDA0002982957030000061
wherein SD is a safe distance, and v is the speed of the vehicle. As can be seen from the above formula, the safe distance SD may be 4 meters when the vehicle speed v is equal to or less than 0; in the case where the vehicle speed v is greater than 0 but equal to or less than 20 km/h, the safety distance SD may be [4+ (v/20) ] m; in the case where the vehicle speed v is greater than 20 km/h and equal to or less than 30 km/h, the safety distance SD may be [5+3(v-20)/10] m; in the case where the vehicle speed v is greater than 30 km/h and equal to or less than 40 km/h, the safety distance SD may be [8+2(v-30)/10] m; in the case where the vehicle speed v is greater than 40 km/h, then the safe distance SD may be 1 meter. It can be understood that if the target vehicle is behind the host vehicle, the vehicle speed v may be redefined as the vehicle speed of the target vehicle, and of course, the safe distance SD may be changed to meet the requirement without redefining the vehicle speed v, for example, in this case, when the vehicle speed v is less than or equal to 0, the safe distance SD is 10 meters, and in other cases, those skilled in the art may refer to the above safe distance formula to calculate the safe distance by themselves, and details are not described herein again.
And S30, acquiring the residual lane changing time, and determining a first longitudinal risk according to the residual lane changing time and the collision time.
Specifically, the remaining lane change time in this embodiment may be obtained after the vehicle processes information such as position information, speed, acceleration, heading angle, lane line equation, and the like, and the remaining lane change time represents the time required for changing lanes of the current vehicle. After the remaining lane-change time is determined, a longitudinal risk may be determined based on the remaining lane-change time and the time-to-collision TTC, and the longitudinal risk may be defined as a first longitudinal risk.
In some embodiments of the invention, when the target vehicle is forward of the host vehicle, then the first longitudinal risk is determined according to the following formula:
Figure BDA0002982957030000071
where K1 is the first longitudinal risk, TTC is the time to collision, TChangeLaneChanging the track time for the remainder，TReactIs a preset reaction time.
Specifically, when the time to collision TTC is less than or equal to the remaining lane change time TChangeLaneIn this case, it means that the vehicle will collide first under the current situation, i.e. the lane change time is not enough, so that the first longitudinal risk K1 is equal to 1, i.e. it is extremely dangerous. And if TTC is greater than the remaining lane-change time T at the time of collisionChangeLanePlus a predetermined reaction time TReactThe time obtained after 5 seconds is added to indicate that the two cars are far away from each other and are not easy to have a collision accident, so that the first longitudinal risk K1 is equal to 0 at this time, i.e., is not dangerous at all. In addition, there are other ways to calculate the first longitudinal risk, as shown in the above formula, and will not be described herein again. It should be noted that, in the present embodiment, the risk is defined as a floating point number between 0 and 1, instead of a boolean value other than 0, i.e., 1, so that the vehicle can be controlled more flexibly and more closely to the actual scene. It is understood that the remaining lane change time T in the present embodimentChangeLaneAnd a predetermined reaction time TReactThe calibration and adjustment can be carried out according to the driving style of the driver. The reaction time of each driver is different, and the time required for lane changing is also different.
And S40, determining a second longitudinal risk degree according to the headway distance, determining a third longitudinal risk degree according to the relative distance and the safety distance, and taking the maximum value of the first longitudinal risk degree, the second longitudinal risk degree and the third longitudinal risk degree as a final longitudinal risk degree.
Specifically, after the headway TH is acquired in step S20, another longitudinal risk may be determined according to the headway, and the longitudinal risk may be defined as a second longitudinal risk, wherein, more specifically, in some embodiments of the present invention, when the target vehicle is in front of the own vehicle, the second longitudinal risk may be determined according to the following formula:
Figure BDA0002982957030000072
wherein K2 is the second longitudinal risk, TH is the headway. Specifically, the headway TH in the present embodiment represents the time required for the vehicle to travel to the current position of the target vehicle, and as can be seen from the above formula, when the headway TH is less than 1, it represents that only 1 second is required and the vehicle travels to the position of the preceding target vehicle, so that the second longitudinal risk K2 is 1 at this time, i.e., extremely dangerous, and in each of the sections where the headway TH is (1,1.5], (1.5,2.5], (2.5,3], (3, ∞), the above formula gives the corresponding second longitudinal risk, and the driver can better understand the relationship between the vehicle and the target vehicle through the second longitudinal risk.
In this embodiment, the relative distance X is also used as a function ofrelAnd determining a third longitudinal risk K3 for the safe distance SD, more specifically, in one embodiment of the invention, the third longitudinal risk is determined according to the following equation when the target vehicle is in front of the host vehicle:
Figure BDA0002982957030000081
wherein K3 is the third longitudinal risk, SD is the safety distance, XrelAre relative distances. Specifically, the relative distance X in the present embodimentrelBy comparing the relative distance X to the distance between the front bumper of the host vehicle and the rear bumper of the target vehiclerelAnd a safety distance SD, a third longitudinal risk K3 in the present embodiment can be determined. More specifically, when the relative distance X isrelWhen the value is less than or equal to 0, the collision between the own vehicle and the target vehicle ahead is already generated or is about to be generated, and the third longitudinal risk degree K3 is 1, namely the extreme risk is generated; when the relative distance X isrelIf the distance is greater than twice the safety distance, it means that the distance between the host vehicle and the target vehicle ahead is sufficiently long, and the third longitudinal risk K3 is equal to 1, i.e., it means no risk at all.
In this embodiment, when the driver is driving, the processor disposed on the vehicle may simultaneously calculate the first longitudinal risk K1, the second longitudinal risk K2 and the third longitudinal risk K3, then compare the magnitudes of the three values, and take the maximum value as the final longitudinal risk, and it can be understood that taking the maximum value as the final longitudinal risk may most timely remind the user of the current longitudinal driving risk from the longitudinal direction, thereby greatly improving the driving safety of the driver.
It should be noted that the calculation parameters in the calculation formulas of the first longitudinal risk K1, the second longitudinal risk K2, and the third longitudinal risk K3 are all calibrated according to the actual vehicle performance, and in some of the formulas, the target vehicle is in front of the own vehicle, and when the target vehicle is behind the own vehicle, the risks are different, and the coefficients calculated by the respective risks are slightly different and can be adjusted according to the actual situation, which is not described herein again.
And S50, determining the absolute value of the nearest transverse distance between the target vehicle and the target lane changing line of the self vehicle according to the coordinate information, the length and width information, the course angle, the relative distance and the self vehicle target control line equation of the target vehicle, acquiring the width information of the target lane, and determining the transverse danger factor according to the absolute value of the nearest transverse distance and the width information of the target lane.
Specifically, the coordinate information of the target vehicle in this embodiment may be that the ground is a coordinate plane, the forward and backward directions are Y coordinate information, the left and right sides are X coordinate information to determine the coordinate information of the target vehicle, and then the body length and width information, the heading angle information, the relative distance between the target vehicle and the host vehicle, and the host vehicle target control line equation of the target vehicle are obtained to calculate the absolute value of the closest lateral distance between the target vehicle and the host vehicle lane change target line. Note that, in this embodiment, the own vehicle target control line equation Y is a3 × X3+A2*X2+ a1 × X + a0, where the own vehicle target control line equation refers to a lateral lane change target control line, more specifically, when the own vehicle is ready to change lanes to the left, then the own vehicle target control line represents the left adjacent lane centerline; when the vehicle is ready to change lanes to the right, the vehicle target control line represents the center line of the adjacent lane on the right side. And, the own vehicle target control line equation is a cubic polynomial equation in which A3, A2, A1 and A0Respectively representing a cubic coefficient, a quadratic coefficient, a primary coefficient and an offset in the polynomial, and X and Y respectively identify a vertical coordinate and a horizontal coordinate which take the self-vehicle as an origin of a coordinate system. It is understood that the specific values of A3, a2, a1, and a0 are primarily referenced to the target lane boundary position.
After the absolute value of the closest transverse distance between the target vehicle and the lane change target line of the vehicle is obtained, the width information of the target lane can be obtained, and then the transverse danger factor is determined according to the width information and the absolute value of the closest transverse distance. In some embodiments of the invention, the lateral risk factor is determined according to the following formula:
Figure BDA0002982957030000091
wherein Y _ Factor is a transverse risk Factor, DeltaDistance _ Y is an absolute value of the nearest transverse distance, and RoadWidth is the target lane width. It is understood that the lateral risk factor represents the degree of risk of an accident occurring from the lateral direction during the lane change of the current own vehicle.
And S60, determining the current lane changing danger degree according to the final longitudinal danger degree and the transverse danger factor.
Specifically, after the final longitudinal risk degree is determined according to the first longitudinal risk degree, the second longitudinal risk degree and the third longitudinal risk degree, the risk degree of the current own vehicle in the lane changing process can be determined according to the final longitudinal risk degree and the transverse risk factor. More specifically, the current lane change risk level of the self-vehicle can be obtained according to the following formula, namely the risk level K is Kx Y Factor, wherein Kx represents the final longitudinal risk level. After the risk level is obtained by the formula, if there are multiple values, the maximum value can be used as the current lane-change risk level value. It can be understood that the current lane change risk degree calculated by the embodiment of the present invention is a floating point number defined between 0 and 1, rather than a boolean value other than 0, i.e. 1, so that the steering strategy is more flexible, and the longitudinal risk degree calculation combines the collision time TTC, the headway TH and the safety distance SD, and has a wide coverage area and a high degree of matching with an actual scene. Therefore, the method for calculating the environmental risk degree when the vehicle automatically changes lanes is not only suitable for common lane changing, but also can assist in emergency lane changing, and is wide in application range and high in safety degree.
In some embodiments of the present invention, if the lane line is unclear, the target vehicle exceeds the lane boundary, and the own vehicle sensor fails, the first longitudinal risk K1, the second longitudinal risk K2, the third longitudinal risk K3, and the lateral risk Factor Y _ Factor may all be set to 1, that is, represent that the vehicle is currently in an extremely dangerous state, and optionally, an emergency safety prompt may be issued to the user.
In summary, the method for calculating the environmental risk degree during automatic lane changing of the vehicle provided by the embodiment of the invention can improve the robustness of the calculation result and the flexibility of the lane changing strategy of the vehicle, improve the user experience, expand the application scene and ensure the safety of the driver.
Further, the present invention proposes a computer-readable storage medium having stored thereon an environmental risk level calculation program at the time of automatic lane change of a vehicle, which when executed by a processor implements the environmental risk level calculation method at the time of automatic lane change of a vehicle as in the above-described embodiments.
The computer-readable storage medium of the embodiment of the invention executes the program for calculating the environmental risk degree when the vehicle automatically changes lanes, which is stored in the computer-readable storage medium, through the processor, and can realize the method for calculating the environmental risk degree when the vehicle automatically changes lanes in the embodiment, so that the robustness of the calculation result of the environmental risk degree calculation when the vehicle automatically changes lanes and the flexibility of the lane changing strategy of the vehicle can be improved, the user experience can be improved, the application scene can be expanded, and the safety of a driver can be ensured.
Fig. 2 is a block diagram of a vehicle control unit according to an embodiment of the present invention.
Further, as shown in fig. 2, the present invention provides a vehicle control unit 10, where the vehicle control unit 10 includes a memory 11, a processor 12, and a program for calculating an environmental risk level when a vehicle automatically changes lanes, which is stored in the memory 11 and can be run on the processor 12, and when the processor 12 executes the program for calculating an environmental risk level when a vehicle automatically changes lanes, the method for calculating an environmental risk level when a vehicle automatically changes lanes as in the above embodiment is implemented.
The vehicle control unit 10 according to the embodiment of the present invention includes a memory 11 and a processor 12, and the processor 12 executes an environmental risk degree calculation program stored in the memory 11 when the vehicle is automatically switched, so that the environmental risk degree calculation method during the vehicle automatic switching in the above embodiment can be implemented, thereby improving robustness of a calculation result of the environmental risk degree calculation during the vehicle automatic switching and flexibility of a vehicle switching strategy, and also improving user experience, expanding an application scenario, and ensuring safety of a driver.
Fig. 3 is a block diagram of the configuration of an environmental risk degree calculation device when a vehicle automatically changes lanes according to an embodiment of the present invention.
Further, as shown in fig. 3, the environmental risk calculation apparatus 100 according to the present invention includes a first obtaining module 101, a first determining module 102, a second determining module 103, a second obtaining module 104, a third determining module 105, and a fourth determining module 106.
The first obtaining module 101 is used for obtaining the relative speed and the relative distance between the self-vehicle and the target vehicle, obtaining the speed of the self-vehicle, and obtaining the remaining lane-changing time; the first determining module 102 is used for determining collision time according to the relative speed and the relative distance, determining a headway according to the speed and the relative distance of the vehicle, and determining a safe distance according to the speed of the vehicle; the second determining module 103 is configured to determine a first longitudinal risk according to the remaining lane change time and the collision time, determine a second longitudinal risk according to the headway time, determine a third longitudinal risk according to the relative distance and the safety distance, and take a maximum value of the first longitudinal risk, the second longitudinal risk, and the third longitudinal risk as a final longitudinal risk; the second obtaining module 104 is configured to obtain target lane width information; the third determining module 105 is configured to determine an absolute value of a nearest lateral distance between the target vehicle and the lane change target line of the host vehicle according to the coordinate information, the vehicle length and width information, the course angle, the relative distance and the host vehicle target control line equation of the target vehicle, and determine a lateral danger factor according to the absolute value of the nearest lateral distance and the target lane width information; the fourth determining module 106 is configured to determine the current lane change risk level according to the final longitudinal risk level and the lateral risk factor.
Specifically, during the lane changing process of the vehicle, the positions of other vehicles are often required to be acquired to prevent the occurrence of a collision accident, so as to ensure the safety of the driver. In this embodiment, the lane on which the host vehicle is currently traveling may be determined, and then the vehicle closest to the host vehicle may be used as the target vehicle, where the vehicle may travel in front of the host vehicle, may travel behind the host vehicle, or both of the vehicles whose distance from the host vehicle is smaller than a preset value may be used as the target vehicle. As shown in fig. 3, after the target vehicle is determined, the first obtaining module 101 obtains the relative speed and the relative distance between the own vehicle and the target vehicle, and then the first determining module 102 calculates the time when the two vehicles collide in the current situation according to the obtained relative speed and the relative distance. In the present embodiment, the manner of acquiring the relative speed and the relative distance between the host vehicle and the target vehicle is not limited, and the acquisition may be performed by providing a sensor, or may be performed in another manner.
More specifically, the calculation formula of the collision time in this embodiment may be: TTC ═ Xrel/VrelWherein TTC is the time to collision, VrelAs relative velocity, XrelIs a relative distance, a relative distance XrelMay be the distance from the front bumper to the rear bumper, and the relative velocity VrelIt refers to the relative speed between the front and rear vehicles.
In this embodiment, the host vehicle may be a vehicle traveling behind the target vehicle, and first, the first obtaining module 101 obtains the vehicle speed of the host vehicle, and determines the headway time based on the vehicle speed and the relative distance of the host vehicle by using the first determining module 102. More specifically, the calculation formula of the headway may be: TH 3.6Xrel/VbackWherein V isbackFor rear vehicle speed, in this embodiment, for bicycle speedOf course, if in some embodiments the host vehicle is driving in front of the target vehicle, then VbackMay be expressed as target vehicle speed in kilometers per hour and relative distance XrelThe unit of (A) is meter, and TH is headway.
The first obtaining module 101 is used to obtain the remaining lane changing time, which can be obtained by processing the vehicle according to the position information, the speed, the acceleration, the course angle, the lane line equation, and other information, and the remaining lane changing time represents the time required by the current vehicle to change lanes. After determining the remaining lane change time, a longitudinal risk may be determined by the second determining module 103 according to the remaining lane change time and the time to collision TTC, and the longitudinal risk may be defined as the first longitudinal risk.
Specifically, after the first determining module 102 determines the headway TH, the second determining module 103 may be utilized to determine another longitudinal risk according to the headway, define the longitudinal risk as a second longitudinal risk, and determine the second longitudinal risk according to the relative distance XrelAnd the safety distance SD determines a third longitudinal risk K3. In this embodiment, when the driver drives, the second determining module 103 calculates the first longitudinal risk K1, the second longitudinal risk K2 and the third longitudinal risk K3 simultaneously, compares the magnitudes of the three values, and takes the maximum value as the final longitudinal risk, and it can be understood that the maximum value as the final longitudinal risk can remind the user of the current longitudinal driving risk from the longitudinal direction in the most timely manner, thereby greatly improving the driving safety of the driver.
It should be noted that the calculation parameters in the calculation formulas of the first longitudinal risk K1, the second longitudinal risk K2, and the third longitudinal risk K3 are all calibrated according to the actual vehicle performance, and in some of the formulas, the target vehicle is in front of the own vehicle, and when the target vehicle is behind the own vehicle, the risks are different, and the coefficients calculated by the respective risks are slightly different and can be adjusted according to the actual situation, which is not described herein again.
In the embodiment, the third determination module 105 is further used for determining the absolute value of the nearest transverse distance between the target vehicle and the target lane change line of the self vehicle according to the coordinate information, the length and width information, the course angle and the relative distance of the target vehicle and the target control line equation of the self vehicle, and determining the transverse danger factor according to the absolute value of the nearest transverse distance and the target lane width information
Specifically, the coordinate information of the target vehicle in this embodiment may be that the ground is a coordinate plane, the forward and backward directions are Y coordinate information, the left and right sides are X coordinate information to determine the coordinate information of the target vehicle, and then the body length and width information, the heading angle information, the relative distance between the target vehicle and the host vehicle, and the host vehicle target control line equation of the target vehicle are obtained to calculate the absolute value of the closest lateral distance between the target vehicle and the host vehicle lane change target line. Note that, in this embodiment, the own vehicle target control line equation Y is a3 × X3+A2*X2+ a1 × X + a0, where the own vehicle target control line equation refers to a lateral lane change target control line, more specifically, when the own vehicle is ready to change lanes to the left, then the own vehicle target control line represents the left adjacent lane centerline; when the vehicle is ready to change lanes to the right, the vehicle target control line represents the center line of the adjacent lane on the right side. And, the own vehicle target control line equation is a cubic polynomial equation in which A3, a2, a1 and a0 represent a cubic coefficient, a quadratic coefficient, a first order coefficient and an offset in the polynomial, respectively, and X and Y identify a vertical coordinate and a horizontal coordinate, respectively, with the own vehicle as an origin of a coordinate system. It is understood that the specific values of A3, a2, a1, and a0 are primarily referenced to the target lane boundary position.
After the third determination module 105 determines the absolute value of the closest lateral distance to the target vehicle from the own-lane change target line, the second acquisition module 104 may be used to acquire the width information of the target lane and then determine the lateral danger factor according to the width information and the absolute value of the closest lateral distance.
Specifically, after the final longitudinal risk degree is determined according to the first longitudinal risk degree K1, the second longitudinal risk degree K2, and the third longitudinal risk degree K3, the risk degree of the current host vehicle during lane changing can be determined according to the final longitudinal risk degree and the lateral risk factor by using the fourth determination module 106. More specifically, the current lane change risk level of the self-vehicle can be obtained according to the following formula, namely the risk level K is Kx Y Factor, wherein Kx represents the final longitudinal risk level. After the risk level is obtained by the formula, if there are multiple values, the maximum value can be used as the current lane-change risk level value. It can be understood that the current lane change risk degree calculated by the embodiment of the present invention is a floating point number defined between 0 and 1, rather than a boolean value other than 0, i.e. 1, so that the steering strategy is more flexible, and the longitudinal risk degree calculation combines the collision time TTC, the headway TH and the safety distance SD, and has a wide coverage area and a high degree of matching with an actual scene. Therefore, the method for calculating the environmental risk degree when the vehicle automatically changes lanes is not only suitable for common lane changing, but also can assist in emergency lane changing, and is wide in application range and high in safety degree.
In some embodiments of the invention, when the target vehicle is in front of the host vehicle, the first determination module 102 may determine the safe distance according to the following formula:
Figure BDA0002982957030000131
wherein SD is a safe distance, and v is the speed of the vehicle.
In some embodiments of the invention, the second determination module 103 may determine the first longitudinal risk level according to the following formula when the target vehicle is in front of the host vehicle:
Figure BDA0002982957030000132
where K1 is the first longitudinal risk, TTC is the time to collision, TChangeLaneFor the remaining track-changing time, TReactIs a preset reaction time.
In some embodiments of the invention, the second determination module 103 may determine the second longitudinal risk according to the following formula when the target vehicle is in front of the host vehicle:
Figure BDA0002982957030000133
wherein K2 is the second longitudinal risk, TH is the headway.
In some embodiments of the invention, the second determination module 103 may determine the third longitudinal risk level according to the following formula when the target vehicle is in front of the host vehicle:
Figure BDA0002982957030000134
where K3 is the third longitudinal risk, SD is the safe distance, and Xrel is the relative distance.
In some embodiments of the present invention, the third determination module 105 may determine the lateral risk factor according to the following formula:
Figure BDA0002982957030000135
wherein Y _ Factor is a transverse risk Factor, DeltaDistance _ Y is an absolute value of the nearest transverse distance, and RoadWidth is the target lane width.
In some embodiments of the present invention, when the lane line is unclear, the target vehicle exceeds the lane boundary, and the own vehicle sensor fails, the second determining module 103 sets the first longitudinal risk, the second longitudinal risk, and the third longitudinal risk to 1, and the third determining module 105 sets the lateral risk factor to 1.
It should be noted that, in other specific embodiments of the apparatus for calculating an environmental risk level when a vehicle automatically changes lanes according to the embodiment of the present invention, reference may be made to the specific embodiment of the method for calculating an environmental risk level when a vehicle automatically changes lanes in the foregoing embodiments, and details are not described here again.
In summary, the device for calculating the environmental risk degree when the vehicle automatically changes lanes provided by the embodiment of the invention can improve the robustness of the calculation result and the flexibility of the vehicle lane changing strategy, can also improve the user experience, can expand the application scene, and can ensure the safety of the driver.
It should be noted that the logic and/or steps represented in the flowcharts or otherwise described herein, such as an ordered listing of executable instructions that can be considered to implement logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium could even be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, via for instance optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner if necessary, and then stored in a computer memory.
It should be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the invention.
Furthermore, the terms "first", "second", and the like used in the embodiments of the present invention are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated in the embodiments. Thus, a feature of an embodiment of the present invention that is defined by the terms "first," "second," etc. may explicitly or implicitly indicate that at least one of the feature is included in the embodiment. In the description of the present invention, the word "plurality" means at least two or two and more, such as two, three, four, etc., unless specifically limited otherwise in the examples.
In the present invention, unless otherwise explicitly stated or limited by the relevant description or limitation, the terms "mounted," "connected," and "fixed" in the embodiments are to be understood in a broad sense, for example, the connection may be a fixed connection, a detachable connection, or an integrated connection, and it may be understood that the connection may also be a mechanical connection, an electrical connection, etc.; of course, they may be directly connected or indirectly connected through intervening media, or they may be interconnected within one another or in an interactive relationship. Those of ordinary skill in the art will understand the specific meaning of the above terms in the present invention according to their specific implementation.
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims (10)

1. A method for calculating the environmental risk level when a vehicle automatically changes lanes is characterized by comprising the following steps:
acquiring a relative speed and a relative distance between a self-vehicle and a target vehicle, and determining a collision time according to the relative speed and the relative distance;
acquiring the speed of the self-vehicle, determining a vehicle head time distance according to the speed of the self-vehicle and the relative distance, and determining a safety distance according to the speed of the self-vehicle;
acquiring the residual lane changing time, and determining a first longitudinal risk according to the residual lane changing time and the collision time;
determining a second longitudinal risk degree according to the headway distance, determining a third longitudinal risk degree according to the relative distance and the safety distance, and taking the maximum value of the first longitudinal risk degree, the second longitudinal risk degree and the third longitudinal risk degree as a final longitudinal risk degree;
determining the absolute value of the nearest transverse distance between the target vehicle and a target line of the vehicle lane changing according to the coordinate information, the length and width information of the vehicle body, the course angle, the relative distance and a target control line equation of the vehicle, acquiring the width information of the target lane, and determining a transverse danger factor according to the absolute value of the nearest transverse distance and the width information of the target lane;
and determining the current lane changing danger degree according to the final longitudinal danger degree and the transverse danger factor.
2. The method according to claim 1, wherein the safe distance is determined according to the following formula when the target vehicle is in front of the own vehicle:
Figure FDA0002982957020000011
and the SD is the safe distance, and the v is the speed of the vehicle.
3. The method according to claim 1, wherein the first longitudinal risk is determined according to the following formula when the target vehicle is in front of the own vehicle:
Figure FDA0002982957020000012
wherein K1 is the first longitudinal risk, TTC is the time to collision, TChangeLaneFor the remaining track change time, TReactIs a preset reaction time.
4. The method according to claim 1, wherein the second longitudinal risk is determined according to the following formula when the target vehicle is in front of the own vehicle:
Figure FDA0002982957020000021
and K2 is the second longitudinal risk, and TH is the headway.
5. The method according to claim 1, wherein the third longitudinal risk is determined according to the following formula when the target vehicle is in front of the own vehicle:
Figure FDA0002982957020000022
wherein K3 is the third longitudinal risk, SD is the safety distance, and Xrel is the relative distance.
6. The method for calculating the environmental risk level when a vehicle automatically changes lanes according to any one of claims 1 to 5, characterized in that the lateral risk factor is determined according to the following formula:
Figure FDA0002982957020000023
wherein Y _ Factor is the transverse risk Factor, DeltaDistance _ Y is the absolute value of the nearest transverse distance, and RoadWidth is the target lane width.
7. The method according to any one of claims 1 to 5, wherein the first longitudinal risk level, the second longitudinal risk level, the third longitudinal risk level, and the lateral risk factor are all set to 1 when a lane line is unclear, a target vehicle exceeds a lane boundary, and an own vehicle sensor fails.
8. A computer-readable storage medium, characterized in that an environmental risk degree calculation program at the time of automatic lane change of a vehicle is stored thereon, which when executed by a processor, implements the environmental risk degree calculation method at the time of automatic lane change of a vehicle according to any one of claims 1 to 7.
9. A vehicle control unit, characterized by comprising a memory, a processor and a program for calculating the environmental risk level when a vehicle automatically changes lanes, wherein the program is stored in the memory and can be run on the processor, and when the processor executes the program for calculating the environmental risk level when a vehicle automatically changes lanes, the method for calculating the environmental risk level when a vehicle automatically changes lanes as claimed in any one of claims 1 to 7 is implemented.
10. An apparatus for calculating an environmental risk level when a vehicle automatically changes lanes, comprising:
the first acquisition module is used for acquiring the relative speed and the relative distance between the self-vehicle and the target vehicle, acquiring the speed of the self-vehicle and acquiring the residual lane change time;
the first determining module is used for determining collision time according to the relative speed and the relative distance, determining a headway according to the speed and the relative distance of the vehicle, and determining a safe distance according to the speed of the vehicle;
the second determining module is used for determining a first longitudinal risk degree according to the residual lane changing time and the collision time, determining a second longitudinal risk degree according to the headway distance, determining a third longitudinal risk degree according to the relative distance and the safety distance, and taking the maximum value of the first longitudinal risk degree, the second longitudinal risk degree and the third longitudinal risk degree as a final longitudinal risk degree;
the second acquisition module is used for acquiring the width information of the target lane;
the third determining module is used for determining the absolute value of the nearest transverse distance between the target vehicle and the target lane changing line of the self vehicle according to the coordinate information, the length and width information of the vehicle body, the course angle, the relative distance and the target control line equation of the self vehicle, and determining a transverse danger factor according to the absolute value of the nearest transverse distance and the target lane width information;
and the fourth determining module is used for determining the current lane changing danger degree according to the final longitudinal danger degree and the transverse danger factor.
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