CN114179793A - Method and device for improving the rear traffic of a vehicle - Google Patents

Abstract

The invention relates to the field of automatic guidance of vehicles. The present invention provides a method for improving the traffic behind a vehicle, the method comprising the steps of: s1: identifying an intention to cut in a first vehicle traveling behind the host vehicle; s2: acquiring the road form around the vehicle under the condition that the overtaking intention is recognized; and, S3: and controlling the vehicle to perform an avoidance operation in response to the first vehicle while keeping the current lane running based on the road morphology. The present invention also provides an apparatus for improving the traffic behind the vehicle. The invention improves the intelligent level of the automatic driving vehicle by sensing the driving intention of the rear vehicle and adopting corresponding avoidance behaviors. In addition, the vehicle is kept on the current lane when an avoidance route is planned, so that the vehicle is ensured not to be separated from the original track while an overtaking space is given for the traffic behind, and the orderly operation of the road traffic is realized with less transverse position variation.

Description

Method and device for improving the rear traffic of a vehicle

Technical Field

The present invention relates to a method for improving the rear traffic of a host vehicle, and also relates to an apparatus for improving the rear traffic of a host vehicle.

Background

In some countries or regions there are often single-lane road sections whose lanes are wide enough to enable substantially two vehicles to travel side by side or even to allow overtaking behavior. However, due to the lack of lane-to-drive-track constraints within such a single lane, when a rearward vehicle is expected to pass over a forward vehicle, it is possible to pass over from the side only by means of a portion of that lane. If the front vehicle does not timely detect the overtaking intention of the rear vehicle and appropriately avoids the overtaking intention, the overtaking process of the rear vehicle is blocked and risks are accompanied, so that smooth traffic operation is not facilitated.

For this reason, a method of controlling an autonomous vehicle is proposed in the prior art, in which it is determined whether there is a risk of collision based on the distance and relative speed between a rear object and the vehicle, and once a threat from the rear is detected, the vehicle is controlled to move laterally so as to create the maximum available space for avoiding a collision.

There is also known a overtaking avoidance reminding method based on an image technology, in which image information of a road behind a vehicle is acquired by means of a vehicle-mounted camera device, whether an overtaking behavior exists is judged based on the image information, and a reminder is given to a user when the overtaking behavior is found.

However, the above solutions known at present still have a number of disadvantages, in particular, the prior art only proposes planning an obstacle avoidance route on the premise of reducing the risk of rear-end collision, but lacks active attention and identification of the intention of rear overtaking. Furthermore, lane keeping is not currently taken into account when guiding the vehicle laterally, which may increase the risk of vehicle side scratches and also disturb adjacent lane traffic.

Against this background, it is desirable to provide an improved solution for controlling an autonomous vehicle, aiming at responding with greater safety to overtaking behavior of the traffic behind.

Disclosure of Invention

It is an object of the present invention to provide a method and an apparatus for improving the traffic behind a vehicle to solve at least some of the problems of the prior art.

According to a first aspect of the present invention, there is provided a method for improving traffic behind a host vehicle, the method comprising the steps of:

s1: identifying an intention to cut in a first vehicle traveling behind the host vehicle;

s2: acquiring the road form around the vehicle under the condition that the overtaking intention is recognized; and

s3: and controlling the vehicle to perform an avoidance operation in response to the first vehicle while keeping the current lane running based on the road morphology.

The invention comprises in particular the following technical concepts: the intelligent level of the automatic driving vehicle is improved by sensing the driving intention of the rear vehicle and adopting corresponding avoidance behaviors. In addition, the vehicle is kept on the current lane when the alternative driving route is planned, so that the vehicle is ensured not to deviate from the original track while the overtaking space is given for the rear traffic, and the orderly running of the whole road traffic is realized with less transverse position variation.

Optionally, the passing intention is recognized in said step S1 upon detection of the following driving behavior of the first vehicle:

turning on a steering indicator light of the first vehicle;

a first vehicle approaches the vehicle at a preset speed;

the first vehicle follows the own vehicle at a preset interval; and/or

The first vehicle whistle and/or the first vehicle's headlight flashing.

The following technical advantages are achieved in particular here: in general, vehicles having potential overtaking behaviors all have the above-described common features, and by focusing on the above-described aspects, it is possible to simplify the recognition process and improve the accuracy of the driving intention determination.

Optionally, the step S2 of acquiring the road morphology around the vehicle includes:

acquiring the width of a current lane of the vehicle;

acquiring the transverse position of the vehicle in the current lane;

acquiring the distance of the vehicle relative to the lane boundary of the current lane;

acquiring a lane boundary type of a current lane of the vehicle; and/or

And acquiring the existence of the adjacent lane of the current lane of the vehicle.

The following technical advantages are achieved in particular here: by knowing the road form characteristics, the relationship between the vehicle and the current lane and the surrounding environment can be grasped, and thus, the avoidance trajectory can be planned for the vehicle more accurately.

Optionally, in step S2, state data of at least one second vehicle related to the road form is additionally acquired, and in step S3, an avoidance operation of the own vehicle is additionally controlled based on the state data of the second vehicle.

The following technical advantages are achieved in particular here: this advantageously prevents the vehicle from being excessively deflected to one side of the lane and causing safety threats and startles to other traffic objects in the surroundings.

Optionally, the step S3 includes: the method comprises controlling the vehicle to perform a lateral offset in a determined avoidance direction without crossing a lane boundary of the current lane, in particular while maintaining a minimum safe distance to the lane boundary.

The following technical advantages are achieved in particular here: by delimiting the limits of the lateral guidance of the vehicle by the lane boundaries, the vehicle can be given as much overtaking space as possible for the following vehicle without deviating from the current lane. By defining a minimum safety distance, it is possible, for example, to introduce a safety margin for the lateral movement of the vehicle, so that the vehicle driving safety is sufficiently ensured even when a lane boundary involves a solid barrier or there is another obstacle in the lateral direction.

Optionally, the step S3 further includes:

acquiring a relative position relation of a first vehicle and a vehicle in the transverse direction, and selecting an avoidance direction of the vehicle according to the relative position relation, wherein a deviation direction enabling the vehicle to be far away from the first vehicle in the transverse direction is determined as the avoidance direction; and/or

And acquiring the overtaking intention side of the first vehicle, and determining the direction corresponding to the opposite side of the overtaking intention side as the avoidance direction.

The following technical advantages are achieved in particular here: by knowing the relative position relationship of the two vehicles, the transverse motion amplitude generated by the vehicle for avoiding can be minimized, and the time efficiency is saved. If the first vehicle already shows from which direction it is intended to overtake, performing avoidance in compliance with this identified intention enables an unambiguous avoidance signal to be communicated to the following vehicle, reducing unnecessary confusion.

Alternatively, the minimum safe distance is determined according to a type of a lane boundary line of a current lane of the own vehicle, wherein the minimum safe distance is determined to be greater in a case where the lane boundary line is a solid line than in a case where the lane boundary line is a broken line.

The following technical advantages are achieved in particular here: the type of lane boundary line can reflect to some extent the magnitude of the risk of other obstacles existing around the own vehicle. If the dashed line is concerned, for example, this means that adjacent traffic lanes may be present, so that in extreme cases, for example, it is possible to continue shifting to this side and to partially occupy the adjacent traffic lanes. When a solid line is concerned, this means, for example, that there is no ample space for traffic on the side, that there may be a vulnerable road user such as a cyclist, a pedestrian or the like, or that there may be reverse traffic, in which case it is advantageous to increase the safety distance appropriately.

Optionally, the minimum safe distance is determined according to a state of a second vehicle in a lane adjacent to a current lane of the own vehicle, wherein the minimum safe distance is determined to be larger in the presence of the second vehicle than in a case where the second vehicle is not present.

The following technical advantages are achieved in particular here: if there is an adjacent vehicle, the excessive deviation of the own vehicle to one side of the lane may threaten or startle the adjacent vehicle, so that the safety of road traffic can be further improved by considering this point in defining the minimum safety distance.

Optionally, the method further comprises the steps of:

checking whether a third vehicle following overtaking exists behind the first vehicle after the own vehicle completes the avoidance operation; and

in the absence of the third vehicle, the own vehicle is controlled to return to travel at a lateral position in the current lane and/or to travel back to the center of the current lane before the avoidance operation is performed.

The following technical advantages are achieved in particular here: driving off to one side of a lane for a long time may cause misunderstanding (for example, misunderstanding as having a merging intention) to other traffic and is prone to dangerous traffic behaviors such as line-pressing driving, and thus the vehicle is caused to return to the vicinity of the (usually invisible) center line of the current lane at an appropriate timing to drive, which advantageously improves driving safety.

According to a second aspect of the present invention there is provided apparatus for improving traffic behind a host vehicle, the apparatus being arranged to perform a method according to the first aspect of the present invention, the apparatus comprising:

an identification module configured to be able to identify a passing intention of a first vehicle traveling behind a host vehicle;

an acquisition module configured to be able to acquire a road shape around a host vehicle in a case where the passing intention is recognized; and

a control module configured to be able to control a host vehicle to perform an avoidance operation in response to a first vehicle while keeping a current lane traveling based on the road morphology.

Drawings

The principles, features and advantages of the present invention may be better understood by describing the invention in more detail below with reference to the accompanying drawings. The drawings comprise:

fig. 1 shows a block diagram of an arrangement for improving the traffic behind a host vehicle according to an exemplary embodiment of the present invention;

FIG. 2 shows a flow chart of a method for improving traffic behind a host vehicle according to an exemplary embodiment of the present invention;

FIG. 3 shows a flow chart of two method steps of the method in FIG. 2;

FIGS. 4a and 4b show schematic diagrams of the use of the method according to the invention in an exemplary application scenario; and

fig. 5a and 5b show schematic diagrams of the use of the method according to the invention in a further exemplary application scenario.

Detailed Description

In order to make the technical problems, technical solutions and advantageous effects of the present invention more apparent, the present invention will be described in further detail with reference to the accompanying drawings and exemplary embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and do not limit the scope of the invention.

Fig. 1 shows a block diagram of an arrangement for improving the traffic behind a host vehicle according to an exemplary embodiment of the present invention.

As shown in fig. 1, a vehicle 2 includes an apparatus 1 according to an embodiment of the present invention. Here, the vehicle 2 further includes a panoramic vision sensing system including a front view camera 11, a left view camera 12, a rear view camera 13, and a right view camera 14, a radar sensor 15, and a laser radar sensor 16, for example. With these in-vehicle environment sensors, the vehicle 2 can perform various functions such as back-up assistance, obstacle detection, road structure recognition, and the like to support partially autonomous travel or fully autonomous travel, for example. It should be noted herein that the in-vehicle environmental sensors may include other types and numbers of sensors in addition to the sensors shown in fig. 1, and the present invention is not particularly limited thereto.

In order to improve the traffic behind the own vehicle, the device 1 comprises, for example, an identification module 10, an acquisition module 20 and a control module 30. The recognition module 10 is used, for example, to recognize the passing intention of a first vehicle traveling behind the own vehicle. For this purpose, the recognition module 10 is connected, for example, to a rear-view camera 13 of the vehicle in order to acquire images of the road behind the vehicle 2. The intention of the passing vehicle behind is then recognized from the acquired images, for example in the recognition module 10, by means of a trained image classifier or an artificial neural network. Furthermore, the identification module 10 is also connected, for example, to a radar sensor 15 and a lidar sensor 16 of the vehicle 2, so that, for example, the image identification result can be verified or supplemented by means of additional detection data. It should be noted here that, although the identification module 10 is illustrated in fig. 1 as being communicatively connected to an on-board environmental sensor, it is also possible for the identification module 10 to be constructed directly or to comprise the on-board environmental sensor described above.

The recognition module 10 is connected to the acquisition module 20 and is used to inform the acquisition module 20 of the recognition result about the rear overtaking intention. When the recognition result about the specific passing intention is received, the acquisition module 20 acquires, for example, the road shape around the vehicle 2. The acquisition module 20 may also acquire status data of at least one second vehicle relating to the road morphology, for example. For this purpose, the acquisition module 20 is connected, for example, to the front view camera 11 and the side view cameras 12, 14 of the vehicle 2, which allows the acquisition module 20 to take images of the current lane of the vehicle 2 and from this to identify the width of the current lane, the type of lane boundary and the number of adjacent lanes. On the basis of this, the acquisition module 20 can also determine, for example, the lateral position of the vehicle 2 in the current lane (e.g., the distance of the vehicle 2 with respect to the left and right lane boundaries). In a not illustrated embodiment, the acquisition module 20 can likewise be constructed directly or comprise the above-described on-board sensors, for example.

The recognition module 10 and the acquisition module 20 are each connected to the control module 30, for example, and provide the corresponding driving intention information and environmental information to the control module 30. The control module 30 comprehensively analyzes and processes the passing intention and the surrounding road shape of the first vehicle. The results of this comprehensive analysis processing are used, for example, to generate trajectory signals and are provided by the control module 30 to lateral and/or longitudinal guiding mechanisms (not specifically shown) of the vehicle 2, whereby the driving trajectory of the vehicle 2 can be appropriately controlled to enable the vehicle 2 to leave a passing space for a first vehicle behind by performing an avoidance maneuver in the current lane.

Fig. 2 shows a flow chart of a method for improving the traffic behind a host vehicle according to an exemplary embodiment of the present invention. The method exemplarily comprises steps S1-S3 and optional steps S4-S6. All steps of the method can be carried out using the device 1 shown in fig. 1, for example.

In step S1, the passing intention of the first vehicle traveling behind the own vehicle is recognized.

In the sense of the present invention, "travel behind the own vehicle" includes, for example: the host vehicle is followed or approached in the current lane and/or in an adjacent lane of the host vehicle. The term "rear" here is understood not only to mean directly behind the vehicle but also to include, for example, the side rear of the vehicle. It should also be noted that the first vehicle refers not only to a rear vehicle directly following the own vehicle, but also includes, in some cases, for example, a rear vehicle having a separation vehicle with the own vehicle.

In order to carry out the above-described recognition procedure, an image of the road behind the vehicle can be recorded, for example, by means of a vehicle-mounted camera and analyzed by means of a trained classifier and/or an artificial neural network in order to determine whether there is an intention to pass by the first vehicle. Furthermore, other types of on-board sensors can also be used to detect movement data or position data of the first vehicle. Thus, for example, the passing intention of the first vehicle can be determined on the basis of image recognition technology or multi-sensor fusion technology in the following respects:

-turn on of a turn indicator light of the first vehicle;

-the first vehicle approaches the host vehicle at a speed exceeding a preset speed threshold;

-the first vehicle follows the own vehicle at a distance below a distance threshold; and/or

-a first vehicle whistle and/or a first vehicle headlight flashing.

It should be noted here that the identification of the passing intention may be performed in combination with one or more of the above criteria, taking into account the accuracy requirements of the identification result and the associated computational overhead.

If the intention to cut-in is recognized, the road shape around the host vehicle is acquired in the next step S2. Here, for example, the road shape can likewise be recognized by means of image recognition technology. In the sense of the present invention, the road shape around the host vehicle includes, for example: a width of a current lane of the host vehicle, a type of left and right side lane boundaries (e.g., a median, a wall, a guardrail, a lane marking), a distance of the host vehicle from the left and right side lane boundaries, a presence and/or a number of adjacent lanes of the current lane of the host vehicle.

Next, in step S3, the own vehicle is controlled to perform an avoidance operation in response to the first vehicle while keeping the current lane traveling based on the acquired road morphology. In the sense of the present invention, "keeping the current lane driving" is understood to mean, for example: no matter how the guidance of the own vehicle is changed, at least the wheels of the own vehicle should not cross and leave any lane line of the current lane. With such a lane keeping operation, for example, the own vehicle can be made to leave a sufficient passing space for the first vehicle without significantly changing the driving track, while also being able to display to the first vehicle in this way: its overtaking intent has been noticed and allowed to do so from the side of the vehicle.

Next, in optional step S4, it may additionally be determined, for example, whether a third vehicle following the passing vehicle is still present behind the first vehicle. If there is also a third vehicle following overtaking, the own vehicle may be controlled to continue to remain in the current lane position (e.g., one side of the lane) in the lateral direction and to travel in the current driving direction, for example, in step S6.

If a third vehicle waiting for overtaking is not following behind the first vehicle, the own vehicle may be controlled back to travel at a lateral position in the current lane and/or back to the center of the current lane before the avoidance operation is performed, for example, in step S5.

Fig. 3 shows a flow chart of two method steps of the method in fig. 2. In the exemplary embodiment, method step S2 in FIG. 2 includes, for example, steps S21-S22, and method step S3 includes, for example, steps S31-S35.

In step S21, the lane boundary type of the current lane of the own vehicle, the distance of the vehicle from the lane boundary, the current lane width, and/or the presence and number of adjacent lanes are acquired, for example, from the detection result of the surrounding environment of the own vehicle.

In step S22, for example, status data of at least one second vehicle in the adjacent lane is additionally acquired. As an example, the second vehicle may be, for example, another vehicle approaching the own vehicle from at least one adjacent lane of the current lane of the own vehicle. The state of the second vehicle includes, for example: the position, speed, acceleration, headlight status, turn signal status, and whistling status of the second vehicle.

Next, in step S31, the relative positional relationship of the own vehicle and the first vehicle and the potential vehicle-passing intention side exhibited by the first vehicle are determined, for example, in conjunction with the result of the previous recognition of the driving behavior of the first vehicle. In this step, a reasonable avoidance direction is then determined for the own vehicle, for example also on the basis of this relative vehicle position and/or the overtaking intention side of the first vehicle. Here, the overtaking intention side is understood to be, for example: the first vehicle wants to bypass the own vehicle from that side and achieve an override. Such a passing intention side is, for example, that the first vehicle has been represented by a turn signal and can therefore be determined directly, and furthermore, such a passing intention side can also be indirectly inferred on the basis of information such as the speed, acceleration, position in the lane, etc. of the first vehicle. As an example, a deviation direction in which the own vehicle is moved away from the first vehicle in the lateral direction may be determined as the avoidance direction. As another example, a direction corresponding to the opposite side of the overtaking intention side of the first vehicle may be determined as the avoidance direction, for example.

After the avoidance direction is determined, the minimum safe distance may be determined in step S31, for example, based on the type of lane boundary line on the avoidance direction side and the state data of the second vehicle on the adjacent lane on the avoidance direction side. In this case, such a minimum safe distance is predefined, for example, and is stored in the local or cloud server of the vehicle in order to be able to be called up for a specific road situation if necessary. As an example, the minimum safe distance is determined to be larger in the case where the lane boundary line is a solid line than in the case where the lane boundary line is a broken line. As another example, the minimum safety distance is determined to be greater in the presence of the second vehicle than in the absence of the second vehicle, since the safety distance to the second vehicle traveling side by side also needs to be taken into account.

In step S33, it is checked whether the host vehicle can perform lateral offset toward the avoidance direction while maintaining a minimum safe distance from the lane boundary (as viewed in the avoidance direction).

If the condition specified in step S33 is satisfied, the lateral guidance of the own vehicle is controlled so as to be offset toward the lane boundary until the distance between the own vehicle and the lane boundary is equal to the minimum safe distance, for example, in step S34.

In contrast, if it is determined in step S33 that the distance between the host vehicle and the side lane boundary is already close to the minimum safe distance or even smaller than the minimum safe distance, it means that the host vehicle is already close enough to the lane edge or the width of the lane itself does not allow the host vehicle to move further to the edge. In this case, the lateral guidance of the own vehicle may not be changed in step S35, for example, so that the own vehicle continues to be held at the road position in the current lane in the lateral direction. Alternatively, it is also possible, for example, to proceed from step S35 back to step S33 and to make this determination, for example, continuously, in some cases, for example, instead of being constant, the width of the lane line may widen gradually. It is therefore also possible that the condition for performing the lateral shift may be re-satisfied, for example, after the own vehicle has traveled for a while.

Fig. 4a and 4b show schematic diagrams of the use of the method according to the invention in an exemplary application scenario.

In the scenario shown in fig. 4a, the host vehicle 400 is traveling at a slower speed on a single lane road, which is wide enough, for example, to enable two vehicles to travel substantially side-by-side. Note also that the first vehicle 401 travels on the same lane as the own vehicle 400 and approaches the own vehicle 400 at a faster speed from behind. Due to the large speed difference between the two vehicles, the first vehicle 401 is intended to continue traveling from the left over to in front of the own vehicle 400, for example.

In order to enable recognition of the intention of the first vehicle 401 to cut into a vehicle, the host vehicle 400 may, for example, detect the rear road environment by means of an on-board sensor having a field of view 100 and recognize, on the basis of the detection result, whether the first vehicle 401 following the host vehicle 400 from behind intends to pass the host vehicle 400. In this exemplary scenario, the host vehicle 400 detects, for example, that the first vehicle 401 has turned on the left turn indicator light 410, and also detects a frequently blinking high beam 420 of the first vehicle 401. Furthermore, the vehicle 400 detects, for example, by means of associated onboard sensors: the first vehicle 401 always maintains a small distance from the own vehicle 400 for a certain period of time. Then, through the fusion processing of the various sensor signals, it can be determined that the first vehicle 401 has an intention to overtake, for example, and that the overtaking of the own vehicle 400 is intended to be achieved from the left side thereof, for example.

After recognizing such an intention of passing by the first vehicle 401, the own vehicle 400 performs corresponding environment detection, for example, immediately to acquire a surrounding road shape. Here, the host vehicle 400 recognizes, for example, with the vehicle-mounted camera: the left lane boundary 451 of the current lane of the host vehicle 400 is a solid line boundary line and the right lane boundary 452 is an isolation zone. Further, it is also understood that the own vehicle 400 should perform avoidance to the right side and that the own vehicle 400 is currently at a distance d1 from the right side lane boundary 452, for example. In this case, it is found, for example, by comparison that the distance d1 is greater than a predefined minimum safety distance dmin 1.

In the scenario shown in fig. 4b, the own vehicle 400 is offset from its initial position in the current lane in the direction indicated by the arrow 431 (here, to the right), for example, by controlling its lateral guidance until the distance between the own vehicle 400 and the right lane boundary 452 reaches the minimum safe distance dmin 1. Once the minimum safe distance is found to be reached, the host vehicle 400 is stopped from continuing to shift to the right and is kept traveling at the lateral position in the current lane at that time. Since the host vehicle 400 actively performs such an avoidance behavior with respect to the driving intention of the first vehicle 401, it has, for example, a sufficient passing space for the first vehicle 401 and can smoothly complete passing from the left side, for example.

Fig. 5a and 5b show schematic diagrams of the use of the method according to the invention in a further exemplary application scenario.

The scenario shown here differs from fig. 4a and 4b in that: here, the driving of the host vehicle 400 and the first vehicle 401 on a single lane road is not involved, but there is also an adjacent lane on the right side of the current lane.

In the scenario shown in fig. 5a, for example, the following are also detected by means of the onboard sensors of the vehicle 400 having the field of view 100: a first vehicle 401 approaching behind the own vehicle 400 shows an overtaking intention. In addition, the vehicle 400 recognizes that the left and right lane boundaries 451 and 452 of the current lane are both dashed boundary lines by the corresponding road shape detection, and the distance d1 from the right lane boundary 452 is the vehicle 400. Furthermore, it is detected that: a second vehicle 402 traveling alongside the host vehicle 400 is present in an adjacent lane on the right side of the host vehicle 400, and the distance between the host vehicle 400 and the second vehicle 402 is d 2. In such a scenario, the minimum safety distance dmin1 defined in fig. 4a and 4b, for example, no longer applies, since the previously determined minimum safety distance dmin1, for example, is not sufficient to ensure a safe separation between the own vehicle 400 and the second vehicle 402, which may result in a cut with the second vehicle 402 during the course of performing an avoidance maneuver if such a fixed minimum safety distance is continued.

In this case, for example, a further minimum safe distance dmin2, which is greater in magnitude in value than the minimum safe distance dmin1 used in the exemplary scenarios of fig. 4a and 4b, can be determined or selected in conjunction with the respective road morphology recognition result and the state data of the second vehicle on the right. As a result, the transverse guidance of the host vehicle 400 is controlled to shift to the right, as shown in fig. 5b, until the distance between the host vehicle 400 and the right-hand lane boundary 452 reaches the additional minimum safe distance dmin 2. This not only leaves a certain overtaking space for the first vehicle 401 behind, but at the same time also avoids the risk of a collision with a potential obstacle in the lateral direction.

Although specific embodiments of the invention have been described herein in detail, they have been presented for purposes of illustration only and are not to be construed as limiting the scope of the invention. Various substitutions, alterations, and modifications may be devised without departing from the spirit and scope of the present invention.

Claims (10)

1. A method for improving traffic behind a host vehicle (400), the method comprising the steps of:

s1: identifying an intention to cut in of a first vehicle (401) traveling behind a host vehicle (400);

s2: acquiring a road shape around the host vehicle (400) if the overtaking intention is recognized; and

s3: controlling the own vehicle (400) to perform an avoidance operation in response to the first vehicle (401) while keeping a current lane running based on the road morphology.

2. The method according to claim 1, wherein the passing intention is identified in said step S1 upon detection of the following driving behavior of the first vehicle (401):

turning on a turn indicator of a first vehicle (401);

a first vehicle (401) approaching the own vehicle (400) at a preset speed;

a first vehicle (401) following the own vehicle (400) at a preset pitch; and/or

The first vehicle (401) whistles and/or headlights of the first vehicle (401) blink.

3. The method according to claim 1 or 2, wherein the acquiring of the road morphology around the host vehicle (400) in the step S2 includes:

acquiring the width of a current lane of the vehicle (400);

acquiring the transverse position of the vehicle (400) in the current lane;

acquiring a distance of the vehicle (400) relative to a lane boundary (451, 452) of a current lane;

acquiring a lane boundary (451, 452) type of a current lane of the host vehicle (400); and/or

The presence of an adjacent lane of a current lane of a host vehicle (400) is acquired.

4. A method according to any one of claims 1 to 3, wherein in step S2 additionally state data of at least one second vehicle (402) relating to the road morphology is acquired, and in step S3 additionally an avoidance operation of the own vehicle (400) is controlled on the basis of the state data of the second vehicle (402).

5. The method according to any one of claims 1 to 4, wherein the step S3 includes: the vehicle (400) is controlled to perform a lateral offset in a determined avoidance direction (431) without crossing a lane boundary (451, 452) of a current lane, in particular while maintaining a minimum safety distance from the lane boundary (451, 452).

6. The method according to claim 5, wherein the step S3 further comprises:

acquiring a relative positional relationship in a transverse direction between a first vehicle (401) and a vehicle (400), and selecting an avoidance direction (431) of the vehicle (400) according to the relative positional relationship, wherein a deviation direction which enables the vehicle (400) to be far away from the first vehicle (401) in the transverse direction is determined as the avoidance direction (431); and/or

An overtaking intention side of a first vehicle (401) is acquired, and a direction corresponding to the opposite side of the overtaking intention side is determined as the avoidance direction (431).

7. The method according to claim 5 or 6, wherein the minimum safe distance is determined according to a type of a lane boundary line of a current lane of the own vehicle (400), wherein the minimum safe distance is determined to be larger in a case where the lane boundary line is a solid line than in a case where the lane boundary line is a broken line.

8. The method of claim 7, wherein the minimum safe distance is determined according to a state of a second vehicle (402) in a lane adjacent to a current lane of the host vehicle (400), wherein the minimum safe distance is determined to be greater in the presence of the second vehicle (402) than in the absence of the second vehicle (402).

9. The method according to any one of claims 1 to 8, wherein the method further comprises the steps of:

after the host vehicle (400) completes the avoidance operation, checking whether a third vehicle following overtaking exists behind the first vehicle (401); and

in the absence of the third vehicle, the own vehicle (400) is controlled to return to travel at a lateral position in the current lane and/or to travel back to the center of the current lane before performing the avoidance operation.

10. A device (1) for improving traffic behind a host vehicle (400), the device (1) being adapted to perform the method according to any one of claims 1 to 9, the device (1) comprising:

an identification module (10) configured to be able to identify an intention to cut in of a first vehicle (401) travelling behind a host vehicle (400);

an acquisition module (20) configured to be able to acquire a road shape around a host vehicle (400) in a case where the passing intention is recognized; and

a control module (30) configured to be able to control the own vehicle (400) to perform an avoidance operation in response to the first vehicle (401) while keeping the current lane driving, based on the road morphology.

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