CN114291092A

CN114291092A - Vehicle lane change control method, vehicle lane change control device, electronic control unit and storage medium

Info

Publication number: CN114291092A
Application number: CN202210092450.2A
Authority: CN
Inventors: 刘琪; 宋蒙; 夏俊杰; 梁鹏; 许幸荣; 曾传鑫; 邓成明
Original assignee: China United Network Communications Group Co Ltd
Current assignee: China United Network Communications Group Co Ltd
Priority date: 2022-01-26
Filing date: 2022-01-26
Publication date: 2022-04-08
Anticipated expiration: 2042-01-26
Also published as: CN114291092B

Abstract

The application provides a vehicle lane change control method and device, an electronic control unit and a storage medium. The method comprises the following steps: when the target vehicle is determined to need to be switched from a first lane to a second lane according to the environmental information of the target vehicle and the running information of the target vehicle, optimizing a preset target function according to the environmental information of the target vehicle and the running information of the target vehicle, and acquiring a value of the target function; and according to the value of the target function, vehicle control parameters used when the target vehicle is switched from the first lane to the second lane are obtained so as to control the target vehicle to be switched from the first lane to the second lane. The value of the objective function represents the time required by the target vehicle to finish lane changing, and the parameters of the objective function comprise at least one of the following items: the acceleration, the impact degree of target vehicle on the first direction to and, the impact degree of target vehicle on the second direction, this application has improved vehicle lane change control's accuracy and security.

Description

Vehicle lane change control method, vehicle lane change control device, electronic control unit and storage medium

Technical Field

The present disclosure relates to vehicle technologies, and in particular, to a method and an apparatus for controlling lane changing of a vehicle, an electronic control unit, and a storage medium.

Background

Among the various causes of traffic accidents occurring on roads, improper lane change behavior of vehicles is a major factor in the occurrence of traffic accidents. Therefore, for a vehicle that can automatically travel (e.g., an unmanned vehicle), it is important how to automatically control the vehicle to make a reasonable lane change.

When the conventional vehicle lane changing method is used for determining the lane changing track of the vehicle, the influence of the speed of the vehicle or the distance between the vehicle and the surrounding vehicles on the lane changing process is generally considered, so that the conventional vehicle lane changing method is used for controlling the vehicle to change lanes, and the problems of low accuracy and poor safety may exist.

Disclosure of Invention

The application provides a vehicle lane change control method, a vehicle lane change control device, an electronic control unit and a storage medium, so that the accuracy and the safety of vehicle lane change control are improved.

In a first aspect, the present application provides a lane-change control method for a vehicle, the method comprising:

determining whether a target vehicle needs to be switched from a first lane to a second lane according to environmental information of the target vehicle and driving information of the target vehicle;

if it is determined that the target vehicle needs to be switched from the first lane to the second lane, optimizing a preset objective function according to the environmental information of the target vehicle and the running information of the target vehicle to obtain a value of the objective function; the value of the objective function represents the time required by the target vehicle to finish lane changing, and the parameters of the objective function comprise at least one of the following items: acceleration of the target vehicle in a first direction, a degree of impact of the target vehicle in the first direction, and a degree of impact of the target vehicle in a second direction; the first direction is a direction perpendicular to the first lane, and the second direction is perpendicular to the first direction;

acquiring vehicle control parameters used when the target vehicle is switched from the first lane to the second lane according to the value of the target function;

controlling the target vehicle to switch from the first lane to the second lane according to a vehicle control parameter used when the target vehicle switches from the first lane to the second lane.

Optionally, the optimizing a preset objective function according to the environment information of the target vehicle and the driving information of the target vehicle to obtain a value of the objective function includes:

optimizing the preset objective function according to the environmental information of the target vehicle, the running information of the target vehicle and a first constraint condition to obtain a value of the objective function; wherein the first constraint includes at least one of:

a distance constraint with other vehicles in the second lane;

constraints on acceleration of the target vehicle in the first direction and the second direction;

constraints on the degree of impact of the target vehicle in the first direction and the second direction;

the constraint condition of the time required by the target vehicle to finish lane changing;

a constraint on a movable distance of the target vehicle in the first direction.

Optionally, the optimizing a preset objective function according to the environment information of the target vehicle and the driving information of the target vehicle includes:

and optimizing the preset objective function through a preset bat algorithm according to the environmental information of the target vehicle and the running information of the target vehicle, so that the value of the objective function is minimum.

Optionally, the target vehicle control parameters include: a velocity in the first direction, an acceleration in the first direction, a velocity in the second direction, and an acceleration in the second direction;

the obtaining of the vehicle control parameter used when the target vehicle switches from the first lane to the second lane according to the value of the target function includes:

inputting the value of the objective function into a speed calculation formula in a first direction to obtain the speed of the target vehicle in the first direction; inputting the value of the target function into an acceleration calculation formula in a first direction to obtain the acceleration of the target vehicle in the first direction; the calculation formula of the speed in the first direction and the calculation formula of the acceleration in the first direction are both polynomials of degree N, wherein N is an integer greater than or equal to 1;

inputting the value of the objective function into a speed calculation formula in a second direction to obtain the speed of the target vehicle in the second direction; inputting the value of the target function into an acceleration calculation formula in a second direction to obtain the acceleration of the target vehicle in the second direction; the velocity calculation formula in the second direction and the acceleration calculation formula in the second direction are both polynomial of degree K, where K is an integer greater than N.

Optionally, the environment information includes: a first distance between the target vehicle and a first target position, and a vehicle speed of the first vehicle, wherein the first target position is a position where a first intersection which the target vehicle needs to pass through is located in front of the target vehicle; the first vehicle is located on the first lane and in front of the target vehicle; the running information of the vehicle includes: lane marks corresponding to the first lane and a current path to be traveled of the target vehicle;

the determining whether the target vehicle needs to be switched from a first lane to a second lane according to the environment information of the target vehicle and the driving information of the target vehicle comprises:

determining a target lane changing mode according to the first distance, the speed of the first vehicle, a lane mark corresponding to the first lane and the current path to be traveled;

and determining whether the target vehicle needs to be switched from a first lane to a second lane according to the target lane changing mode.

Optionally, the determining a target lane change manner according to the first distance, the vehicle speed of the first vehicle, the lane mark corresponding to the first lane, and the current path to be traveled includes:

if the first distance is larger than a preset overtaking distance threshold value and the speed of the first vehicle is smaller than a first speed threshold value, determining that the target lane changing mode is overtaking lane changing;

alternatively, the first and second electrodes may be,

and if the first distance is smaller than or equal to a preset overtaking distance threshold value, and the lane mark corresponding to the current driving lane of the target vehicle is not matched with the driving direction of the target vehicle at the first target position indicated in the current path to be driven, determining that the target lane changing mode is path calibration lane changing.

Optionally, the determining, according to the target lane change method, whether the target vehicle needs to be switched from the first lane to the second lane includes:

determining the second lane according to the driving direction of the target vehicle at the first target position indicated in the current path to be driven;

if the second lane is a left lane of the first lane, judging whether the target vehicle meets a left lane changing condition, and if the target vehicle meets the left lane changing condition, determining that the target vehicle is switched from the first lane to the second lane;

or if the second lane is the right lane of the first lane, judging whether the target vehicle meets a right lane change condition, and if the target vehicle meets the right lane change condition, determining that the target vehicle is switched from the first lane to the second lane.

In a second aspect, the present application provides a lane-change control apparatus for a vehicle, the apparatus comprising:

the vehicle control device comprises a determining module, a judging module and a judging module, wherein the determining module is used for determining whether a target vehicle needs to be switched from a first lane to a second lane according to environment information of the target vehicle and driving information of the target vehicle;

the processing module is used for optimizing a preset objective function according to the environmental information of the target vehicle and the running information of the target vehicle when the target vehicle is determined to need to be switched from the first lane to the second lane, and obtaining a value of the objective function; acquiring vehicle control parameters used when the target vehicle is switched from the first lane to the second lane according to the value of the target function; the value of the objective function represents the time required by the target vehicle to finish lane changing, and the parameters of the objective function comprise at least one of the following items: acceleration of the target vehicle in a first direction, a degree of impact of the target vehicle in the first direction, and a degree of impact of the target vehicle in a second direction; the first direction is a direction perpendicular to the first lane, and the second direction is perpendicular to the first direction;

the control module is used for controlling the target vehicle to switch from the first lane to the second lane according to vehicle control parameters used when the target vehicle switches from the first lane to the second lane.

In a third aspect, the present application provides an electronic control unit comprising: at least one processor, a memory;

the memory stores computer-executable instructions;

the at least one processor executes computer-executable instructions stored by the memory to cause the electronic control unit to perform the method of any of the first aspects.

In a fourth aspect, the present application provides a computer-readable storage medium having stored thereon computer-executable instructions that, when executed by a processor, implement the method of any one of the first aspect.

In a fifth aspect, the present application provides a computer program product comprising a computer program that, when executed by a processor, implements the method of any of the first aspects.

The vehicle lane change control method, the vehicle lane change control device, the electronic control unit and the storage medium determine whether the target vehicle is to be switched from the first lane to the second lane according to the environmental information of the target vehicle and the driving information of the target vehicle. When it is determined that a switch from the first lane to the second lane is required based on the above information, the accuracy and safety of the lane change of the target vehicle are improved when the following lane change operation is performed. By the environment information and the driving information, the objective function with the value of the time required by the target vehicle to finish lane changing is optimized, and the value of the optimized objective function, namely the time required by the optimized target vehicle to finish lane changing, can be obtained. Then, vehicle control parameters are determined based on the time required for the target vehicle to complete the lane change. By the method, when the vehicle control parameter in the lane changing process of the target vehicle is determined, the influence of the environmental information and the running information of the target vehicle on the lane changing process is considered, and the influence of the time required for completing the lane changing on the vehicle control parameter is also considered.

Drawings

In order to more clearly illustrate the technical solutions in the present application or the prior art, the following briefly introduces the drawings needed to be used in the description of the embodiments or the prior art, and obviously, the drawings in the following description are some embodiments of the present application, and for those skilled in the art, other drawings can be obtained according to the drawings without inventive labor.

FIG. 1 is a schematic flow chart of a lane-change control method for a vehicle according to the present application;

FIG. 2 is a schematic diagram illustrating a vehicle driving environment area division provided by the present application;

FIG. 3 is a schematic flow chart of another vehicle lane-change control method provided by the present application;

FIG. 4 is a schematic structural diagram of a lane-change control apparatus for a vehicle according to the present disclosure;

fig. 5 is a schematic structural diagram of an electronic control unit according to the present application.

With the above figures, there are shown specific embodiments of the present application, which will be described in more detail below. These drawings and written description are not intended to limit the scope of the inventive concepts in any manner, but rather to illustrate the inventive concepts to those skilled in the art by reference to specific embodiments.

Detailed Description

To make the purpose, technical solutions and advantages of the present application clearer, the technical solutions in the present application will be clearly and completely described below with reference to the drawings in the present application, and it is obvious that the described embodiments are some, but not all embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

The following first explains a part of the noun concept referred to in the present application:

impact strength: the degree of impact of the vehicle in a direction is related to the acceleration of the vehicle in that direction. Alternatively, the jerk may be the first derivative of the acceleration equation.

With the development of various scientific technologies such as artificial intelligence, internet of things, 5th Generation Mobile Communication Technology (5G), cloud computing, and the like, the unmanned Technology has been greatly developed. In combination with various reasons for causing traffic accidents on roads, inappropriate lane changing behaviors of vehicles are main factors for causing the traffic accidents, and particularly under a complex and dynamic traffic environment, the probability of causing the traffic accidents by the inappropriate lane changing behaviors is higher. Therefore, the strengthening of the decision-making research on the lane changing behavior of the vehicle in the complex dynamic urban environment has important significance for ensuring the driving safety of unmanned vehicles, improving the road traffic capacity and improving the green ecological driving environment.

The conventional lane changing method for vehicles mainly determines whether the vehicle belongs to an overtaking scene or not and an overtaking driving track according to the model of each other vehicle around the vehicle (i.e. the vehicle for controlling lane changing), the longitudinal distance between the vehicle and each other vehicle, or the transverse distance between the vehicle and each other vehicle, and other parameters and set thresholds of the parameters.

In fact, the inventors found through research that, in the case of a traffic accident caused by lane change of vehicles, not only the distance and speed between vehicles are factors causing the traffic accident, but also the time required to complete lane change of vehicles, etc., are important factors determining whether the traffic accident is caused. Therefore, the existing vehicle lane changing method has the problems of low accuracy and poor safety.

In view of the above problems of the conventional vehicle lane changing method, the present application provides a method for determining a vehicle control parameter used by a target vehicle for changing lanes based on a time required for the target vehicle to complete lane changing, and then controlling the target vehicle to change lanes based on the vehicle control parameter. By the method, the influence of the time required by the target vehicle to finish lane changing on the lane changing track of the vehicle is considered in the lane changing process of the control target vehicle, so that the accuracy and the safety of controlling the target vehicle to change lanes are improved. Alternatively, the main body of the method may be, for example, an Electronic Control Unit (ECU) provided in the target vehicle.

It should be understood that the present application is not limited to the type of target vehicle described above. The ECU may be a vehicle that provides only the unmanned function, or may be a vehicle that can provide both the unmanned function and the manual function.

The technical solution of the present application will be described in detail with reference to specific embodiments, taking the execution subject of the above method as an example of the ECU. The following several specific embodiments may be combined with each other, and details of the same or similar concepts or processes may not be repeated in some embodiments.

Fig. 1 is a schematic flow chart of a vehicle lane change control method provided by the present application. As shown in fig. 1, the method comprises the steps of:

s101, determining whether the target vehicle needs to be switched from a first lane to a second lane according to the environment information of the target vehicle and the running information of the target vehicle.

For example, the environmental information of the target vehicle may include at least one of the following: a first distance between the target vehicle and the first target position, a vehicle speed of the first vehicle, vehicle speeds of other vehicles around the target vehicle, distances between vehicles around the target vehicle and the target vehicle, position information of the target vehicle, map data including a traveling path planning result of the target vehicle, and the like. The first target position is the position of a first intersection where the target vehicle needs to pass in front of the target vehicle. The first vehicle is located on a first lane and in front of the target vehicle.

For example, fig. 2 is a schematic diagram of a vehicle driving environment region division provided by the present application. For example, the vehicle around the above-described target vehicle may be a vehicle in at least one of 8 zones as shown in fig. 2, for example. The first vehicle may be, for example, a vehicle in area 2. For example, the distance between the surrounding vehicles of the target vehicle and the target vehicle may be a longitudinal distance between the vehicles, or may be a transverse distance between the vehicles. The longitudinal direction may refer to a direction parallel to the first lane, and the lateral direction may refer to a direction perpendicular to the first lane. Exemplary map data as described above may include, for example: the first target position data, lane marks corresponding to the second lane, speed limit information of each lane and the like.

The travel information of the target vehicle may include, for example, at least one of: the lane identification corresponding to the first lane, the current path to be traveled of the target vehicle, the speed of the target vehicle, the current position of the target vehicle and the like.

It should be understood that the present application does not limit how the ECU acquires the environmental information of the target vehicle, and the traveling information of the target vehicle. For example, the ECU may acquire the environmental information and the travel information by a sensor device such as a camera or a radar provided in the target vehicle.

If it is determined that the target vehicle needs to be switched from the first lane to the second lane, step S102 is performed.

If the target vehicle is determined not to need to be switched from the first lane to the second lane, the ECU can continue to run on the first lane according to the current planned path without switching lanes.

S102, optimizing a preset objective function according to the environment information of the target vehicle and the running information of the target vehicle, and obtaining the value of the objective function.

The parameters of the objective function include at least one of: acceleration of the target vehicle in a first direction, a degree of impact of the target vehicle in the first direction, and a degree of impact of the target vehicle in a second direction. And the value of the objective function represents the time required by the target vehicle to finish lane change. The first direction is perpendicular to the first lane, and the second direction is perpendicular to the first direction. Illustratively, the first direction and the second direction may be, for example, as shown in fig. 2.

Optionally, the ECU may optimize the preset objective function through a preset bat algorithm according to the environmental information of the target vehicle and the driving information of the target vehicle, for example, so as to minimize a value of the objective function. Since generally the less time is required to complete the lane change, the less possibility of traffic accidents. Therefore, when the preset objective function is optimized through the preset bat algorithm so as to minimize the value of the objective function, the time required by the target vehicle to complete lane changing is reduced, and the lane changing safety is improved. Wherein the bat algorithm may be pre-stored in the ECU of the target vehicle for the user.

Or, the ECU may further optimize the preset objective function through the preset objective function optimization algorithm, so that the value of the objective function is smaller than a preset threshold. Wherein the preset threshold value may be determined for the subscriber line and pre-stored in the ECU of the target vehicle. For example, the ECU may stop the optimization when the value of the objective function smaller than the preset threshold is obtained in the optimization process, and obtain the value of the objective function.

S103, vehicle control parameters used when the target vehicle is switched from the first lane to the second lane are obtained according to the value of the target function.

That is, the ECU may acquire the vehicle control parameters used when the target vehicle switches from the first lane to the second lane, according to the time required for the target vehicle to complete the lane change. Illustratively, the vehicle control parameters may include, for example, at least one of: the speed of the target vehicle in the first direction and the second direction, the acceleration of the target vehicle in the first direction and the second direction, the displacement of the target vehicle in the first direction and the second direction, and the like.

Optionally, the ECU may input the value of the objective function into a parameter calculation formula corresponding to each vehicle control parameter, for example, to obtain the vehicle control parameter according to the value of the objective function.

And S104, controlling the target vehicle to switch from the first lane to the second lane according to the vehicle control parameters used when the target vehicle is switched from the first lane to the second lane.

It should be understood that the present application is not limited to how the ECU switches the control target vehicle from the first lane to the second lane according to the vehicle control parameters described above. For example, the manner in which the control target vehicle corresponds to different vehicle control parameters may be different. Taking the vehicle control parameters as the acceleration and displacement of the target vehicle in the first direction and the second direction as an example, the ECU may control the accelerator size, the steering direction, the rotation angle, and the like of the target vehicle during the lane change process, based on the acceleration and displacement in each direction.

In the present embodiment, whether the target vehicle is to be switched from the first lane to the second lane is determined by the environmental information of the target vehicle and the traveling information of the target vehicle. When it is determined that a switch from the first lane to the second lane is required based on the above information, the accuracy and safety of the lane change of the target vehicle are improved when the following lane change operation is performed. By the environment information and the driving information, the objective function with the value of the time required by the target vehicle to finish lane changing is optimized, and the value of the optimized objective function, namely the time required by the optimized target vehicle to finish lane changing, can be obtained. Then, vehicle control parameters are determined based on the time required for the target vehicle to complete the lane change. By the method, when the vehicle control parameter in the lane changing process of the target vehicle is determined, the influence of the environmental information and the running information of the target vehicle on the lane changing process is considered, and the influence of the time required for completing the lane changing on the vehicle control parameter is also considered.

The following describes how the ECU optimizes the preset objective function according to the environmental information of the target vehicle and the driving information of the target vehicle to obtain the value of the objective function in detail:

as a possible implementation manner, the ECU may optimize a preset objective function according to the environment information of the target vehicle, the driving information of the target vehicle, and the first constraint condition, for example, and obtain a value of the objective function. The first constraint condition can be used as an optimization constraint condition in the process of optimizing the objective function, so that the value of the objective function can meet the first constraint condition, and the accuracy and the safety of controlling the vehicle to change lanes are further improved.

The first constraint may include at least one of:

1. a distance constraint with other vehicles in the second lane.

The second lane may be a lane on the left side of the first lane, or may be a lane on the right side of the first lane. Taking the example where the second lane is the left side of the first lane, the other vehicles in the second vehicle may be vehicles in front of the target vehicle (e.g., vehicles in area 1 shown in fig. 2) and/or vehicles behind the target vehicle (e.g., vehicles in area 6 shown in fig. 2). The distance may be a distance in the first direction, a distance in the second direction, or a distance in the first direction and a distance in the second direction.

For example, taking the distance in the second direction as the above-mentioned distance as an example, the distance constraint condition between the target vehicle and the other vehicle in the second lane may be: a distance in a second direction between the target vehicle and the other vehicle in the second lane is greater than or equal to a preset longitudinal distance threshold. For example, the preset longitudinal distance threshold may be pre-stored in the ECU of the target vehicle for the user.

2. Constraints on the acceleration of the target vehicle in the first direction and the second direction.

For example, the constraints on the acceleration of the target vehicle in the first direction and the second direction may be: the acceleration of the target vehicle in the first direction is greater than a first preset acceleration threshold and less than a second preset acceleration threshold. The acceleration of the target vehicle in the second direction is greater than a third preset acceleration threshold and less than a fourth preset acceleration threshold.

The first preset acceleration threshold is smaller than a second preset acceleration threshold, and the third preset acceleration threshold is smaller than a fourth preset acceleration threshold. According to the method and the device, whether the first preset acceleration threshold is the same as the third preset acceleration threshold or not and whether the second preset acceleration threshold is the same as the fourth preset acceleration threshold or not are not limited.

In some embodiments, the second predetermined acceleration may be equal to a product of a side-slip coefficient and a gravitational acceleration of the target vehicle, for example. By the method, the target vehicle can be controlled to change the lane based on the sideslip coefficient of the target vehicle, the situation that the vehicle turns over due to overlarge acceleration in the first direction in the lane changing process is avoided, and the safety of the control of the lane changing process of the target vehicle is further improved.

Optionally, the first preset acceleration threshold, the second preset acceleration threshold, the third preset acceleration threshold, or the fourth preset acceleration threshold may be determined by offline experiments for a user, and may be stored in the ECU of the target vehicle in advance.

3. Constraints on the degree of impact of the target vehicle in the first direction and the second direction.

For example, the constraint conditions of the impact degrees of the target vehicle in the first direction and the second direction may be: the impact degree of the target vehicle in the first direction is larger than a first preset impact degree threshold value and smaller than a second preset impact degree threshold value. And the impact degree of the target vehicle in the second direction is greater than a third preset impact degree threshold value and smaller than a fourth preset impact degree threshold value.

The first preset impact threshold is smaller than the second preset impact threshold, and the third preset impact threshold is smaller than the fourth preset impact threshold. According to the method and the device, whether the first preset impact threshold value is the same as the third preset impact threshold value or not and whether the second preset impact threshold value is the same as the fourth preset impact threshold value or not are not limited.

Optionally, the first preset impact threshold, the second preset impact threshold, the third preset impact threshold, or the fourth preset impact threshold may be determined by a user through offline experiments, and stored in advance in the ECU of the target vehicle.

The impact degrees of the target vehicle in the first direction and the second direction are used as constraint conditions, so that the value of the target function obtained according to the constraint conditions can meet the constraint conditions, and further the vehicle control parameters determined based on the value of the target function meet the constraint conditions. Through the impact degree of restriction vehicle, avoided the too big user's travelling comfort of leading to on the vehicle of impact degree lower, experience sense relatively poor problem, improved the experience sense of control vehicle lane change process.

4. And the constraint condition of the time required by the target vehicle to complete lane change.

For example, the constraint condition of the time required by the target vehicle to complete lane change may be: the time required by the target vehicle to finish lane changing is greater than or equal to a first preset time threshold and is less than or equal to a second preset time threshold. Wherein, the first preset time threshold is smaller than the second preset time threshold.

Alternatively, the first preset time threshold and the second preset time threshold may be determined by a user through offline experiments, and stored in advance in the ECU of the target vehicle.

5. A constraint on a movable distance of the target vehicle in the first direction.

For example, the constraint condition of the movable distance of the target vehicle in the first direction may be, for example: the movable distance of the target vehicle in the first direction is greater than a first preset movable distance threshold value and less than or equal to a second preset movable distance threshold value. Wherein the first preset movable distance threshold is smaller than the second preset movable distance threshold.

For example, the first preset movable distance threshold may be 0. The second preset movable distance threshold may be, for example, a distance between a center line of the first lane and a center line of the second lane. Alternatively, the first preset movable distance threshold and the second preset movable distance threshold may be determined by a user through offline experiments, and stored in advance in the ECU of the target vehicle.

The movable distance of the target vehicle in the first direction is used as a constraint condition, so that the movable distance of the target vehicle in the first direction is limited, the target vehicle is prevented from deviating from the second lane in the lane changing process, and the accuracy and the safety of controlling the target vehicle to change lanes are improved.

The following target vehicle control parameters include: the following describes in detail how the ECU obtains the vehicle control parameters used when the target vehicle switches from the first lane to the second lane according to the value of the objective function, by taking the speed in the first direction, the acceleration in the first direction, the speed in the second direction, and the acceleration in the second direction as examples:

as a possible implementation manner, the ECU may input the value of the objective function into a speed calculation formula in the first direction to obtain the speed of the target vehicle in the first direction. And the ECU inputs the value of the objective function into an acceleration calculation formula in the first direction to obtain the acceleration of the target vehicle in the first direction. The ECU may input the value of the objective function into a velocity calculation formula in the second direction to obtain the velocity of the target vehicle in the second direction. And inputting the value of the target function into an acceleration calculation formula in the second direction, and obtaining the acceleration of the target vehicle in the second direction by the ECU.

The above formula for calculating the velocity in the first direction and the formula for calculating the acceleration in the first direction may be polynomials of degree N. The N is an integer greater than or equal to 1. The above-mentioned velocity calculation formula in the second direction, and the acceleration calculation formula in the second direction may be both K-th order polynomials, where K is an integer greater than N. Illustratively, N may be equal to 5, and K may be equal to 6.

In some embodiments, each term in the nth order polynomial or the K order polynomial may be preceded by a coefficient corresponding to the term. Alternatively, the coefficients may be stored by the user in advance in the ECU of the target vehicle. Alternatively, each coefficient may be a value of a coefficient determined in the process of optimizing the objective function. Optionally, the ECU may determine values of the coefficients by the foregoing bat algorithm, for example.

The speed and the acceleration of the target vehicle in the second direction are calculated by using the polynomial with higher times, so that the accuracy of determining the distance between the target vehicle and the front vehicle and the distance between the target vehicle and the rear vehicle in the lane changing process are improved, and the accuracy of realizing collision avoidance is improved.

The following are included with the environmental information: a first distance between the target vehicle and the first target position, a vehicle speed of the first vehicle, and the travel information of the vehicle includes: taking a lane mark corresponding to the first lane and a current path to be traveled of the target vehicle as an example, it is described in detail how the ECU determines whether the target vehicle needs to be switched from the first lane to the second lane according to the environment information of the target vehicle and the travel information of the target vehicle:

as mentioned above, the first target position is a position of a first intersection where the target vehicle needs to pass in front of the target vehicle, and the first vehicle is located on the first lane and in front of the target vehicle.

As a possible implementation manner, the foregoing step S101 may include the following steps:

step 1011, determining a target lane changing mode according to the first distance, the speed of the first vehicle, the lane mark corresponding to the first lane, and the current path to be traveled.

For example, the target lane change mode may be, for example, a passing lane change, or a path calibration lane change. The overtaking lane change refers to lane change performed by the target vehicle in an overtaking behavior so as to improve the running efficiency of the target vehicle. The path calibration lane change means that the target vehicle needs to change lanes because the running path has errors during the running process so that the target vehicle runs on the correct path.

Optionally, if the first distance is greater than the preset overtaking distance threshold and the speed of the first vehicle is less than the first speed threshold, it is indicated that the speed of the first vehicle located in front of the target vehicle is slow, which hinders the traveling efficiency of the target vehicle, and the target vehicle is further away from the position of the first intersection where the target vehicle needs to pass, and the target vehicle has enough time to change lanes. Therefore, the ECU may determine the target lane change manner as a passing lane change to control the target vehicle to pass.

Or, when the first distance is greater than the preset overtaking distance threshold, or is less than or equal to the preset overtaking distance threshold, and the speed of the first vehicle is greater than or equal to the first speed threshold, it is described that the speed of the first vehicle located in front of the target vehicle is fast, and the running efficiency of the target vehicle is not hindered, so the target vehicle may not overtake.

Or, the ECU may further determine whether the lane identifier corresponding to the current driving lane of the target vehicle matches the driving direction of the target vehicle at the first target position indicated in the current path to be driven, and if it is determined that the driving path of the target vehicle needs to be calibrated, match the lane identifier corresponding to the current driving lane of the target vehicle in the planned driving path of the target vehicle with the driving direction of the target vehicle at the first target position indicated in the current path to be driven, so as to improve driving safety.

Optionally, if the first distance is less than or equal to the preset overtaking distance threshold, and the lane identifier corresponding to the current driving lane of the target vehicle does not match with the driving direction of the target vehicle at the first target position indicated in the current path to be driven, it is determined that the current driving lane of the target vehicle does not conform to the traffic rules, and the target vehicle is already close to the position of the first intersection, and the target vehicle needs to change lanes as soon as possible, so that the target vehicle can switch to the correct lane, and the ECU may determine that the target lane changing manner is a path calibration lane changing manner.

It should be understood that the preset overtaking distance threshold and the first speed threshold are not limited in size in the present application. For example, the preset overtaking distance threshold and the first speed threshold may be determined by a user through offline experiments and stored in the ECU of the target vehicle in advance.

Step 1012, determining whether the target vehicle needs to be switched from the first lane to the second lane according to the target lane changing mode.

Taking the target lane changing manner as an example of path calibration lane changing, optionally, the target vehicle may first determine the second lane according to the driving direction of the target vehicle at the first target position indicated in the current path to be driven.

For example, taking the driving direction of the target vehicle at the first target position indicated in the current path to be driven as a right turn as an example, the ECU may determine that the second lane is a lane of any right turn sign on the right side of the first lane, or a right turn lane closest to the first lane. Taking the driving direction of the target vehicle indicated in the current path to be driven at the first target position as a left turn as an example, the ECU may determine that the second lane is a lane of any left turn sign on the left side of the first lane, or a right turn lane closest to the first lane.

Optionally, if the second lane is a left lane of the first lane, which indicates that the target vehicle needs to change lanes to the left, the ECU may determine whether the target vehicle meets a left lane change condition. In this implementation, the ECU may determine that the target vehicle may switch from the first lane to the second lane if the target vehicle satisfies the left lane change condition. If the target vehicle does not satisfy the left lane change condition, the ECU may determine that the target vehicle is not able to make a lane change.

Alternatively, if the second lane is the right lane of the first lane, which indicates that the target vehicle needs to change lanes to the right, the ECU may determine whether the target vehicle satisfies the right lane change condition. In this implementation, the ECU may determine that the target vehicle may switch from the first lane to the second lane if the target vehicle satisfies the right lane change condition. If the target vehicle does not satisfy the left lane change condition, the ECU may determine that the target vehicle is not able to make a lane change.

Taking the target lane change determination mode as the passing lane change as an example, optionally, the ECU may first determine whether the target vehicle meets the left-side lane change condition.

Alternatively, the ECU may determine that the target vehicle may be switched from the first lane to the second lane if the target vehicle satisfies the left lane change condition. The second lane is a lane on the left side of the first lane. If the target vehicle does not meet the left lane change condition, optionally, the ECU may further determine whether the target vehicle meets the right lane change condition.

In this implementation, the ECU may determine that the target vehicle may switch from the first lane to the second lane if the target vehicle satisfies the right lane change condition. The second lane is the lane on the right side of the first lane. If the target vehicle does not satisfy the right lane change condition, the ECU may determine not to control the target vehicle to make a lane change.

Or, the ECU may also determine whether the target vehicle meets the right lane change condition first, and the specific implementation manner may refer to the above embodiments, which are not described herein again.

It should be understood that, for any of the implementations described above, the present application does not limit how the ECU determines whether the target vehicle satisfies the left-side lane change condition and how the ECU determines whether the target vehicle satisfies the right-side lane change condition.

For example, taking fig. 2 as an example, the ECU may determine whether the target vehicle satisfies the left-side lane change condition, and how to determine whether the target vehicle satisfies the right-side lane change condition, for example, by: optionally, the left lane change condition detecting step may be as follows:

step a, determine whether there is a car in the area 4 as shown in fig. 2.

If there is no vehicle in zone 4, step B may be performed. If there is a car in zone 4, the ECU may enter the right lane change condition detection, i.e., execute step E.

Step B, judging the transverse distance D of the vehicles in the area 1 and the area 2 relative to the target vehicle_x12Whether or not greater than a distance threshold D₁。

If so, the ECU may perform step C. If not, the ECU may execute step E.

Step C, judging the transverse distance Dx of the vehicles in the area 6 and the area 7 relative to the target vehicle₆₇Whether or not greater than a distance threshold D₂(D₁>D₂)。

If so, the ECU may perform step D. If not, the ECU may execute step E.

Step D, judging the transverse speed Vx of the vehicle in the area 6 and the area 7 relative to the target vehicle₆₇Whether or not it is less than a speed threshold V₁And whether the longitudinal acceleration of the vehicle in the region 6 and the region 7 is 0.

If the lateral velocity Vx of the vehicles in zone 6 and zone 7 relative to the target vehicle₆₇Less than a speed threshold V₁And the longitudinal acceleration of the vehicle in region 6 and region 7 is 0, the ECU may control the target vehicle to make a lane change to a second lane to the left of the first lane. Otherwise, the ECU may perform step E.

Optionally, the right lane change condition detecting step may be as follows:

and E, judging whether a vehicle exists in the area 5 shown in the figure 2.

If there is no vehicle in zone 5, step F may be performed. If there is a vehicle in the area 5, the ECU may stop the control target vehicle from making a lane change.

Step F, judging whether the transverse distance of the vehicles in the area 2 and the area 3 relative to the target vehicle is larger than a distance threshold value D or not₁。

If so, the ECU may perform step G. If not, the ECU may stop the control-target vehicle from making the lane change.

G, judging whether the transverse distance of the vehicles in the area 7 and the area 8 relative to the target vehicle is larger than a distance threshold value D or not₂(D₁>D₂)。

If so, the ECU may perform step H. If not, the ECU may stop the control-target vehicle from making the lane change.

Step H, judging whether the transverse speed of the vehicle relative to the target vehicle in the area 7 and the area 8 is less than a speed threshold value V₁And whether the longitudinal acceleration of the vehicle in the region 7 and the region 8 is 0.

If the lateral velocity of the vehicles in zone 7 and zone 8 relative to the target vehicle is less than the velocity threshold V₁And the longitudinal acceleration of the vehicles in the

regions

7 and 8 is 0, the ECU may control the target vehicle to make a lane change to a second lane to the right of the first lane. If not, the ECU may stop the control-target vehicle from making the lane change.

Taking the target vehicle and the first vehicle as well as the vehicles in each area shown in fig. 2 as internet vehicles (internet vehicles can communicate with each other), fig. 3 is a schematic flow chart of another vehicle lane change control method provided by the present application. As shown in fig. 3, the method comprises the steps of:

step 1, the target vehicle is used as a networked vehicle, and surrounding environment information can be acquired through a module in a vehicle-mounted unit on the networked vehicle.

The on-board unit may include a Cellular network-based Vehicle wireless communication technology (C-V2X) communication transceiver module, a data processing module, an information acquisition module, a Global Positioning System (GPS) module, and an operation module.

The ECU can firstly acquire surrounding environment information by using a camera, a radar and other sensors in the information acquisition module and analyze the surrounding environment information in the data processing module. Meanwhile, the ECU can also divide the driving area into 8 parts, and then the lane changing strategy is judged. In the lane change strategy, firstly, the judgment of the lane change type and the judgment of the lane change safety condition are carried out in a data processing module, and the lane change track planning is carried out under the condition of meeting. The controller in the action operation module in the vehicle can output signals to control a steering wheel, an accelerator, a brake pedal and the like to realize lane changing actions according to the planned path. After the lane change is completed, the vehicle can keep the lane, and meanwhile, the next round of lane change environment information acquisition and the lane change strategy are carried out.

The environmental information may include, for example, a range of drivable lane-changing regions of the vehicle. The GPS module can obtain the position information of the vehicle, and the C-V2X communication transceiver module can obtain the road map information, including the information of the front ramp of the current road, the information of the front junction channel, the lane positioning, the number of lanes, the road speed limit and the like. The lane line coefficient, length and type information of the current lane line can be obtained by depending on the position of the vehicle and the road map information. Depending on the information obtained above, the following lane change strategy is performed at the data processing module.

Step 2, the ECU may divide the travel region into 8 sections.

For example, reference may be made to the aforementioned manner of dividing the regions as shown in fig. 2.

And 3, the ECU can judge the lane change type.

The target lane change mode of the overtaking lane change can also be called active lane change. The target lane change for a path calibration lane change may also be referred to as a passive lane change.

And 4, judging whether the vehicle can safely change the lane according to different lane changing types.

Optionally, the method for determining the lane change type by the target and the method for determining whether the vehicle can safely change the lane may refer to the method described in the foregoing embodiment, and details are not repeated here.

Upon determining that the ECU may switch from the first lane to the second lane, the ECU may perform step 5 described below.

And 5, planning the lane change path by the ECU.

In an exemplary, specific implementation, the ECU plans the switch road path through steps 51-52 described below.

Step 51, determining a track changing track model:

for the polynomial switching trajectory model, when n is 1, y (x) is a₀+a_lx is an isokinetic offset model, and the curvature is suddenly changed. When n is 2, y (x) is a_o+a_lx+a₂x²The track change is not smooth. When n is>When the track is equal to 3, a more ideal track changing track is obtained. The higher the number of times of track changing, the higher the precision of track changing, and the more complex the planning. In order to solve the obstacle avoidance problem of the vehicle, and in consideration of the fact that the longitudinal speed and acceleration variable range is larger than the lateral speed variable range during the running of the vehicle, and the longitudinal speed change is more acceptable than the lateral speed change in terms of driving comfort, a sixth-order polynomial is adopted in the longitudinal direction, and a fifth-order polynomial is adopted in the lateral direction.

Therefore, establishing the longitudinal and lateral trajectory equations of the target vehicle can be expressed by equation (1):

wherein, the abovea₀To a₆Are all polynomial coefficients, and t represents real time. The longitudinal direction may be the second direction, and the lateral direction may be the first direction. The above x (t) represents a longitudinal trajectory equation, and y (t) represents a transverse trajectory equation.

And (4) respectively calculating first derivatives of x (t), y (t) and the like to obtain longitudinal and transverse speeds. And respectively calculating second derivatives of x (t), y (t) and y (t) to obtain longitudinal and transverse acceleration equations. Wherein the velocity equation can be shown as the following equation (2):

v above_x(t) represents the longitudinal velocity equation, v_y(t) represents a lateral velocity equation.

The acceleration equation can be shown as the following equation (3):

a above_x(t) represents the longitudinal acceleration equation, a_x(t) represents a lateral acceleration equation.

Step 52, the track constraint conditions are as follows:

1. distance constraint: in order to ensure the safety of the lane changing process, the distance between the target vehicle and the rear vehicle of the second lane is restrained.

The minimum safe distance of the target vehicle from the rear vehicle of the second lane may be, for example, as shown in the following equation (4):

wherein v is_BRepresenting speed, v, of the target vehicle_AIndicating the speed of the following vehicle in the second lane, D_sRepresenting the minimum safe distance of the target vehicle from the rear vehicle of the second lane. t is t_rThe maximum information sampling time of the internet vehicle is shown, and the delta t is the decision time. In view of the purposeThe brake of the front vehicle needs the process of establishing the master cylinder pressure and applying the braking force to the wheel end, t_dFor deceleration increase time, 0.2 seconds may be taken.

Therefore, the distance between the target vehicle and the rear vehicle of the second lane during lane changing should satisfy the following formula (5):

where, (x (t), y (t)) indicate coordinates of the target vehicle at time t. (x)_i(t)，y_i(t)) represents the coordinates of the following vehicle in the second lane at time t.

2. And (3) stability constraint: the condition that the target vehicle needs to satisfy not to roll may be as follows equation (6) and equation (7):

a_x,min＜a_x(t)＜a_x,max (6)

a_y,min＜a_y(t)＜μg (7)

wherein, a_x(t) is the lateral acceleration, a_y(t) longitudinal acceleration, μ vehicle side-slip coefficient; g is the acceleration of gravity. a is_x,minRepresents the minimum value of the lateral acceleration, a_x,maxRepresenting the maximum value of the lateral acceleration, a_y,minIndicating the minimum value of the longitudinal acceleration.

3. Comfort level restraint: in order to ensure smooth and comfortable lane changing, the conditions that the longitudinal and transverse impact degrees of the target vehicle need to meet in the lane changing process can be represented by the following formula (8) and formula (9).

j_x,min＜j_x(t)＜j_x,max (8)

j_y,min＜j_y(t)＜j_y,max (9)

Wherein j_x(t) is the transverse impact strength, j_y(t) is the longitudinal impact strength. j is a function of_x,minRepresents the minimum value of the lateral impact, j_x,maxRepresents the maximum value of the lateral impact, j_y,minDenotes the minimum value of the longitudinal impact, j_y,maxThe maximum value of the longitudinal impact is indicated.

4. An objective function:

as can be known from next generation traffic simulation (NGSIM) lane change trajectory data, the time required for completing lane change is usually 3 seconds to 7 seconds, and the shorter the time required for completing lane change, the smaller the influence on the traffic flow, and therefore, the time required for completing lane change is used to construct the objective function. The first term of the objective function can be shown as the following equation (10):

wherein, t_lcRepresents the time, min (t), required for the lane change of the target vehicle_lc) Minimum value, max (t), indicating time required for completion of lane change of target vehicle_lc) Maximum value, J (t), representing time required for completion of lane change of target vehicle_lc) Representing one of the terms of the objective function.

The lateral acceleration of the target vehicle may also be represented by the following equation (11):

a_y＝v_yK (11)

wherein, a_yIndicating the lateral acceleration, v, of the target vehicle_yRepresents the lateral velocity of the target vehicle, and K represents the curvature of any point in the polynomial. In this implementation, the curvature of any point in the polynomial equation can be expressed by the following equation (12), for example:

the second term of the objective function may be the maximum lateral acceleration, which may be shown in the following equation (13):

wherein, the above

min(a_t) Denotes a_tMinimum value of, max (a)_t) Denotes a_tIs measured. The objective function can be shown in equation (14) below:

J(t_lc)＝λ₁J(t_lc)+λ₂J(a_t)+λ₃j_x(t)+λ₄j_y(t) (14)

wherein λ is₁、λ₂、λ₃And λ₄Is the coefficient of each term of the objective function. J (t)_lc)、J(a_t)、j_x(t)、j_y(t) is as described above, and will not be described herein.

The ECU may then solve the objective function by converting it into a multi-constrained optimization problem with respect to the time required for completion of the lane change for the target vehicle, i.e. finding the minimum value of the objective function. The constraint conditions may refer to the foregoing embodiments, and are not described herein again.

Optionally, the ECU may use a bat algorithm to solve the time required for completing lane change of the optimal target vehicle, and further derive the optimal trajectory. The concrete implementation manner of the bat algorithm can comprise the following steps:

step A: and (4) initializing the population, namely randomly selecting a bat position within the range of the maximum value and the minimum value.

And B: initializing the position of the bat, and then searching the optimal solution of the current position according to the size of the fitness value.

And C: the search pulse frequency, speed and position of the bat are updated. The specific updating process is shown in the following formulas (15), (16) and (17):

f_i＝f_min+(f_max-f_min)β (15)

wherein β is a positive number not greater than 1. f. of_iIs the search pulse frequency of the bat, between a maximum value and a minimum value.

Representing the velocity of the bat at times t and t +1, respectively.

Respectively representing the position of the bat at times t and t + 1. x is the number of^*Indicating the position of the bat with the minimum fitness value.

Step D: a uniformly distributed random number rand is generated and compared with the transmit pulse frequency R. If rand > R, a new solution needs to be generated near the current optimal solution, and if not within the range of the minimum and maximum values, the new solution is deleted.

Step E: a uniformly distributed random number rand is generated and compared with the transmit pulse frequency R. If rand<R and f (x)_i)<f (x), then receiving the new solution generated in the previous step, the bats own loudness A_iAnd pulse frequency r_iAt the next time, the update formula is as follows (18), (19):

step F: and sequencing all the fitness values according to the sizes, wherein the minimum value of the fitness is the current optimal solution, and the position of the minimum value of the fitness is the optimal solution.

Step G: and (E) repeating the steps (B) to (E) until the fitness value meets the set optimal solution condition or the training times reaches the maximum iteration times and then finishing.

Step H: and outputting a global optimal solution, namely the optimized value of the objective function.

And 6, outputting a signal to control a steering wheel, an accelerator, a brake pedal and the like through a controller in an action operation module in the vehicle to realize lane changing action.

The lane-changing action stage is that the automatic driving automobile executes the lane-changing action. When the lane is changed, the lane is safely changed according to the lane changing track calculated in the track planning stage, and the controller in the action operation module in the vehicle outputs signals to control the steering wheel corner, the accelerator, the brake pedal and the like, so that the lane changing is realized.

Step 7, lane keeping after lane changing

And the lane keeping stage is that after the lane changing of the vehicle is finished, the vehicle enters a lane changing preparation state again and enters a new lane changing process when the lane changing of the vehicle is in a driving state along the central line and the information such as the speed and the distance transmitted by the sensor meets the lane changing preparation state condition.

In addition, in some embodiments, in the lane changing process of the target vehicle, the ECU may further send a signal to the vehicle behind the target vehicle through the internet of vehicles, so that the vehicle behind the target vehicle decelerates to run, thereby preventing a collision and further improving the safety of the lane changing of the vehicle.

Fig. 4 is a schematic structural diagram of a vehicle lane change control device provided by the present application. As shown in fig. 4, the apparatus includes: a determination module 21, a processing module 22, and a control module 23. Wherein the content of the first and second substances,

the determining module 21 is configured to determine whether the target vehicle needs to be switched from the first lane to the second lane according to the environment information of the target vehicle and the driving information of the target vehicle.

The processing module 22 is configured to optimize a preset objective function according to environment information of the target vehicle and driving information of the target vehicle when it is determined that the target vehicle needs to be switched from the first lane to the second lane, and obtain a value of the objective function; and acquiring vehicle control parameters used when the target vehicle is switched from the first lane to the second lane according to the value of the target function. The value of the objective function represents the time required by the target vehicle to complete lane change, and the parameters of the objective function comprise at least one of the following items: acceleration of the target vehicle in a first direction, a degree of impact of the target vehicle in the first direction, and a degree of impact of the target vehicle in a second direction; the first direction is a direction perpendicular to the first lane, and the second direction is perpendicular to the first direction.

A control module 23, configured to control the target vehicle to switch from the first lane to the second lane according to a vehicle control parameter used when the target vehicle switches from the first lane to the second lane.

Optionally, the processing module 22 is specifically configured to optimize the preset objective function according to the environment information of the target vehicle, the driving information of the target vehicle, and a first constraint condition, and obtain a value of the objective function. Wherein the first constraint includes at least one of: a distance constraint with other vehicles in the second lane; constraints on acceleration of the target vehicle in the first direction and the second direction; constraints on the degree of impact of the target vehicle in the first direction and the second direction; the constraint condition of the time required by the target vehicle to finish lane changing; a constraint on a movable distance of the target vehicle in the first direction.

Optionally, the processing module 22 is specifically configured to optimize the preset objective function through a preset bat algorithm according to the environment information of the target vehicle and the driving information of the target vehicle, so that a value of the objective function is minimum.

Optionally, the target vehicle control parameters include: a velocity in the first direction, an acceleration in the first direction, a velocity in the second direction, and an acceleration in the second direction. The processing module 22 is specifically configured to input the value of the objective function into a speed calculation formula in a first direction to obtain a speed of the target vehicle in the first direction; inputting the value of the target function into an acceleration calculation formula in a first direction to obtain the acceleration of the target vehicle in the first direction; inputting the value of the objective function into a speed calculation formula in a second direction to obtain the speed of the target vehicle in the second direction; and inputting the value of the target function into an acceleration calculation formula in a second direction to obtain the acceleration of the target vehicle in the second direction. The calculation formula of the speed in the first direction and the calculation formula of the acceleration in the first direction are both polynomials of degree N, wherein N is an integer greater than or equal to 1; the velocity calculation formula in the second direction and the acceleration calculation formula in the second direction are both polynomial of degree K, where K is an integer greater than N.

Optionally, the environment information includes: a first distance between the target vehicle and a first target position, and a vehicle speed of the first vehicle, wherein the first target position is a position where a first intersection which the target vehicle needs to pass through is located in front of the target vehicle; the first vehicle is located on the first lane and in front of the target vehicle; the running information of the vehicle includes: the lane mark corresponding to the first lane and the current path to be traveled of the target vehicle. The determining module 21 is specifically configured to determine a target lane changing mode according to the first distance, the vehicle speed of the first vehicle, a lane identifier corresponding to the first lane, and the current path to be traveled; and determining whether the target vehicle needs to be switched from a first lane to a second lane according to the target lane changing mode.

Optionally, the determining module 21 is specifically configured to determine that the target lane change manner is a passing lane change when the first distance is greater than a preset passing distance threshold and the vehicle speed of the first vehicle is less than a first speed threshold. Or when the first distance is smaller than or equal to a preset overtaking distance threshold value, and the lane mark corresponding to the current driving lane of the target vehicle is not matched with the driving direction of the target vehicle at the first target position indicated in the current path to be driven, determining that the target lane changing mode is path calibration lane changing.

Optionally, taking the target lane changing manner as a path calibration lane changing manner as an example, the determining module 21 is specifically configured to determine the second lane according to the driving direction of the target vehicle at the first target position indicated in the current path to be driven; and when the second lane is the left lane of the first lane, judging whether the target vehicle meets a left lane changing condition. Determining that a target vehicle switches from the first lane to the second lane when the target vehicle satisfies a left lane change condition; or when the second lane is the right lane of the first lane, judging whether the target vehicle meets a right lane change condition, and when the target vehicle meets the right lane change condition, determining that the target vehicle is switched from the first lane to the second lane.

The vehicle lane change control device is used for executing the embodiment of the vehicle lane change control method, the implementation principle and the technical effect are similar, and the description is omitted.

Fig. 5 is a schematic structural diagram of an electronic control unit according to the present application. Alternatively, the electronic control unit may be the aforementioned target vehicle, or an ECU of the target vehicle. As shown in fig. 5, the electronic control unit 300 may include: at least one processor 301 and a memory 302.

A memory 302 for storing programs. In particular, the program may include program code including computer operating instructions.

Memory 302 may comprise high-speed RAM memory and may also include non-volatile memory (non-volatile memory), such as at least one disk memory.

The processor 301 is configured to execute computer-executable instructions stored in the memory 302 to implement the lane-change control method described in the foregoing method embodiments. The processor 301 may be a Central Processing Unit (CPU), an Application Specific Integrated Circuit (ASIC), or one or more Integrated circuits configured to implement the embodiments of the present Application.

Optionally, the electronic control unit 300 may further include a communication interface 303. In a specific implementation, if the communication interface 303, the memory 302 and the processor 301 are implemented independently, the communication interface 303, the memory 302 and the processor 301 may be connected to each other through a bus and perform communication with each other. The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, an Extended ISA (EISA) bus, or the like. Buses may be classified as address buses, data buses, control buses, etc., but do not represent only one bus or type of bus.

Alternatively, in a specific implementation, if the communication interface 303, the memory 302 and the processor 301 are integrated into a chip, the communication interface 303, the memory 302 and the processor 301 may complete communication through an internal interface.

The present application also provides a computer-readable storage medium, which may include: various media capable of storing program codes, such as a usb disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and in particular, the computer-readable storage medium stores program instructions, and the program instructions are used in the method in the foregoing embodiments.

The present application also provides a program product comprising execution instructions stored in a readable storage medium. The at least one processor of the electronic control unit may read the execution instruction from the readable storage medium, and the execution of the execution instruction by the at least one processor causes the electronic control unit to implement the vehicle lane change control method provided in the various embodiments described above.

The present application further provides a vehicle that may include the electronic control unit of any of the above embodiments. The electronic control unit can control the vehicle to change lanes by the vehicle lane change control method of any one of the embodiments.

Finally, it should be noted that: the above embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A vehicle lane change control method, characterized by comprising:

2. The method according to claim 1, wherein the optimizing a preset objective function according to the environment information of the target vehicle and the driving information of the target vehicle to obtain a value of the objective function comprises:

a distance constraint with other vehicles in the second lane;

3. The method according to claim 1 or 2, wherein the optimizing a preset objective function according to the environment information of the target vehicle and the driving information of the target vehicle comprises:

4. The method according to claim 1 or 2, wherein the target vehicle control parameter comprises: a velocity in the first direction, an acceleration in the first direction, a velocity in the second direction, and an acceleration in the second direction;

5. The method of claim 1 or 2, wherein the context information comprises: a first distance between the target vehicle and a first target position, and a vehicle speed of the first vehicle, wherein the first target position is a position where a first intersection which the target vehicle needs to pass through is located in front of the target vehicle; the first vehicle is located on the first lane and in front of the target vehicle; the running information of the vehicle includes: lane marks corresponding to the first lane and a current path to be traveled of the target vehicle;

6. The method of claim 5, wherein determining a target lane change mode according to the first distance, the speed of the first vehicle, the lane identification corresponding to the first lane, and the current path to be traveled comprises:

alternatively, the first and second electrodes may be,

7. The method of claim 5, wherein the target lane change is a path calibration lane change, and wherein determining whether the target vehicle needs to switch from a first lane to a second lane according to the target lane change comprises:

8. A lane change control apparatus for a vehicle, characterized by comprising:

9. An electronic control unit, comprising: at least one processor, a memory;

the memory stores computer-executable instructions;

the at least one processor executing the computer-executable instructions stored by the memory causes the electronic control unit to perform the method of any of claims 1-7.

10. A computer-readable storage medium having computer-executable instructions stored thereon which, when executed by a processor, implement the method of any one of claims 1-7.