CN114291092B

CN114291092B - Vehicle lane change control method and device, electronic control unit and storage medium

Info

Publication number: CN114291092B
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: 2023-05-16
Anticipated expiration: 2042-01-26
Also published as: CN114291092A

Abstract

The application provides a vehicle lane change control method, a vehicle lane change control device, an electronic control unit and a storage medium. The method comprises the following steps: when the target vehicle is determined to be required to be switched from the first lane to the 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 obtaining the value of the target 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 objective function so as to control the target vehicle to be switched from the first lane to the second lane. The value of the objective function characterizes the time required by the objective vehicle to complete lane change, and the parameters of the objective function comprise at least one of the following: acceleration and impact degree of the target vehicle in the first direction and impact degree of the target vehicle in the second direction.

Description

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

Technical Field

The present disclosure relates to vehicle technologies, and in particular, to a vehicle lane change control method, a device, an electronic control unit, and a storage medium.

Background

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

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

Disclosure of Invention

The application provides a vehicle lane change control method, a device, an electronic control unit and a storage medium, so as to improve the accuracy and safety of vehicle lane change control.

In a first aspect, the present application provides a vehicle lane change control method, the method including:

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;

if the target vehicle is determined to need to be switched from the first lane to the second lane, optimizing a preset target function according to the environmental information of the target vehicle and the running information of the target vehicle, and acquiring the value of the target function; the value of the objective function represents the time required by the objective vehicle to complete lane change, and the parameters of the objective function comprise at least one of the following: acceleration of the target vehicle in a first direction, jerk of the target vehicle in the first direction, and jerk 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;

and 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 switches from the first lane to the second lane.

Optionally, the optimizing the preset objective function according to the environmental information of the target vehicle and the running information of the target vehicle to obtain the value of the objective function includes:

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

a distance constraint with other vehicles in the second lane;

a constraint condition of acceleration of the target vehicle in the first direction and the second direction;

a constraint condition of an impact degree 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 change;

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

Optionally, the optimizing the preset objective function according to the environmental information of the target vehicle and the running information of the target vehicle includes:

and optimizing the preset objective function through a preset bat algorithm according to the environment 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 speed in the first direction, an acceleration in the first direction, a speed in the second direction, and an acceleration in the second direction;

the obtaining 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 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 objective function into an acceleration calculation formula in a first direction to obtain the acceleration of the target vehicle in the first direction; the velocity calculation formula in the first direction and the acceleration calculation formula in the first direction are all N-degree polynomials, 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 objective 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 all K-degree polynomials, and K is an integer greater than N.

Optionally, the environmental information includes: the first distance between the target vehicle and a first target position and the speed of the first vehicle, wherein the first target position is the position of a first intersection in front of the target vehicle, which the target vehicle needs to pass through; the first vehicle is located in the first lane and in front of the target vehicle; the travel information of the vehicle includes: the lane mark corresponding to the first lane and the current waiting path 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 environmental information of the target vehicle and the running information of the target vehicle comprises:

Determining a target lane change 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 driven;

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

Optionally, the determining the target lane change mode according to the first distance, the speed of the first vehicle, the lane identifier corresponding to the first lane, and the current path to be driven includes:

if the first distance is greater than a preset overtaking distance threshold value and the speed of the first vehicle is less than a first speed threshold value, determining that the target lane change mode is overtaking lane change;

or,

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, which is indicated in the current to-be-driven path, determining that the target lane change mode is path calibration lane change.

Optionally, the target lane change mode is a path calibration lane change, and determining, according to the target lane change mode, whether the target vehicle needs to be switched from a first lane to a second lane includes:

Determining the second lane according to the driving direction of the target vehicle at the first target position, which is indicated in the current to-be-driven path;

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 system comprises a determining module, a first lane switching module and a second lane switching module, wherein the determining module is used for 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;

the processing module is used for optimizing a preset objective function according to the environmental information of the objective vehicle and the running information of the objective vehicle when the objective vehicle is determined to need to be switched from the first lane to the second lane, and acquiring the 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 objective vehicle to complete lane change, and the parameters of the objective function comprise at least one of the following: acceleration of the target vehicle in a first direction, jerk of the target vehicle in the first direction, and jerk 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;

And the control module is used for 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 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, memory;

the memory stores computer-executable instructions;

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

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

In a fifth aspect, the present application provides a computer program product comprising a computer program which, 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 a first lane to a second lane according to the environment information of the target vehicle and the driving information of the target vehicle. When the need of switching from the first lane to the second lane is determined according to the information, the following lane switching operation is executed, so that the accuracy and safety of lane switching of the target vehicle are improved. And optimizing the objective function with the value of time required by the target vehicle to finish the lane change through the environment information and the driving information, so that the value of the optimized objective function, namely the time required by the optimized target vehicle to finish the lane change, 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 parameters of the target vehicle in the lane change process are determined, the influence of the environment information and the driving information of the target vehicle on the lane change process is considered, and the influence of the time required for completing the lane change on the vehicle control parameters is also considered.

Drawings

For a clearer description of the technical solutions of the present application or of the prior art, the drawings that are used in the description of the embodiments or of the prior art will be briefly described, it being obvious that the drawings in the description below are some embodiments of the present application, and that other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic flow chart of a vehicle lane change control method provided in the present application;

fig. 2 is a schematic view of a vehicle running environment area division provided in the present application;

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

fig. 4 is a schematic structural diagram of a lane change control apparatus for a vehicle provided in the present application;

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

Specific embodiments thereof have been shown by way of example in the drawings and will herein be described in more detail. These drawings and the written description are not intended to limit the scope of the inventive concepts in any way, but to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments.

Detailed Description

For the purposes of making the objects, technical solutions and advantages of the present application more apparent, 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 apparent that the described embodiments are some, but not all, embodiments of the present application. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.

The following first explains some of the noun concepts referred to in this application:

impact degree: the degree of impact of the vehicle in one 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, the internet of things, a fifth generation mobile communication technology (5th Generation Mobile Communication Technology,5G), cloud computing and the like, unmanned technologies have been greatly developed. In combination with various reasons for causing traffic accidents on roads, improper lane changing behavior of vehicles is a main factor for causing traffic accidents, and especially under a complex dynamic traffic environment, the probability of the traffic accidents caused by the improper lane changing behavior is higher. Therefore, the research of vehicle lane change behavior decision under the reinforced complex dynamic urban environment has important significance for ensuring the running safety of unmanned vehicles, improving the road traffic capacity and improving the green ecological driving environment.

The existing vehicle lane change method mainly determines whether the vehicle belongs to a overtaking scene or not and the overtaking running track according to the model of each other vehicle around the vehicle (namely, the vehicle for controlling lane change), the front-back longitudinal distance between the vehicle and each other vehicle, or the transverse distance between the vehicle and each other vehicle and the set threshold value of each parameter.

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

In view of the above problems in the existing lane changing method of the vehicle, the present application proposes a method for determining a vehicle control parameter used for lane changing of a target vehicle based on a time required for the target vehicle to complete lane changing, and further controlling the target vehicle to change lanes based on the vehicle control parameter. By the method, in the process of controlling the target vehicle to change the track, the influence of the time required by the target vehicle to finish the track change on the track change of the vehicle is considered, so that the accuracy and the safety of controlling the target vehicle to change the track are improved. Alternatively, the execution subject of the above method may be, for example, an electronic control unit (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 an unmanned function, or may be a vehicle that provides both an unmanned function and a manual driving function.

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

Fig. 1 is a schematic flow chart of a vehicle lane change control method provided in 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.

The environmental information of the target vehicle may include, for example, at least one of: 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, a distance between the surrounding vehicles of the target vehicle and the target vehicle, position information of the target vehicle, map data including a travel path planning result of the target vehicle, and the like. The first target position is a position of a first intersection where a target vehicle in front of the target vehicle needs to pass. The first vehicle is located in a first lane and in front of the target vehicle.

Fig. 2 is a schematic view of a vehicle driving environment area division provided in the present application. The surrounding vehicle of the above-described target vehicle may be, for example, a vehicle in at least one of 8 areas as shown in fig. 2. The first vehicle may be, for example, a vehicle in zone 2. The distance between the surrounding vehicles of the target vehicle and the target vehicle may be a longitudinal distance between the vehicles or a lateral distance between the vehicles. The longitudinal direction may refer to a direction parallel to the first lane, and the transverse direction may refer to a direction perpendicular to the first lane. Exemplary map data described above may include, for example: the first target position data, a lane identifier 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 waiting driving path 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 above-described environmental information and travel information through a sensor device such as a camera, a radar, or the like provided on 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 vehicle road to the second vehicle road, the ECU can continue to run on the first vehicle road according to the current planned path without changing the road.

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, jerk of the target vehicle in the first direction, and jerk of the target vehicle in a second direction. The value of the objective function characterizes the time required by the objective vehicle to finish lane change. The first direction is a direction perpendicular to the first lane, and the second direction is perpendicular to the first direction. The first direction and the second direction may be, for example, as shown in fig. 2.

Alternatively, the ECU may optimize the above-mentioned preset objective function according to, for example, the environmental information of the target vehicle and the traveling information of the target vehicle by a preset bat algorithm, so as to minimize the value of the objective function. Because generally the less time is required to complete a lane change, the less likely traffic accidents will occur. Therefore, when the preset target function is optimized through the preset bat algorithm so as to minimize the value of the target function, the time required by the target vehicle to finish lane change is reduced, and the lane change safety is improved. Wherein the batout algorithm may be pre-stored for the user in the ECU of the target vehicle.

Or, the ECU may 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. The preset threshold may be determined offline for the user and stored in advance in the ECU of the target vehicle. For example, the ECU may stop the optimization when the objective function value smaller than the preset threshold value is obtained in the optimization process, and obtain the objective function value.

S103, 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.

That is, the ECU may acquire the vehicle control parameters used when the target vehicle is switched from the first lane to the second lane, based on the time required for the target vehicle to complete the lane change. By way of example, the vehicle control parameters described above 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.

Alternatively, 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.

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 switches from the first lane to the second lane.

It should be understood that the present application is not limited as to how the ECU controls the target vehicle to switch from the first lane to the second lane according to the above-described vehicle control parameters. For example, the manner in which the target vehicle is controlled may be different for different vehicle control parameters. Taking the vehicle control parameters as the acceleration and displacement of the target vehicle in the first direction and the second direction as examples, the ECU may control the throttle size, the steering wheel rotation direction, the rotation angle and the like of the target vehicle in the course of lane change according to 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 the need of switching from the first lane to the second lane is determined according to the information, the following lane switching operation is executed, so that the accuracy and safety of lane switching of the target vehicle are improved. And optimizing the objective function with the value of time required by the target vehicle to finish the lane change through the environment information and the driving information, so that the value of the optimized objective function, namely the time required by the optimized target vehicle to finish the lane change, 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 parameters of the target vehicle in the lane change process are determined, the influence of the environment information and the driving information of the target vehicle on the lane change process is considered, and the influence of the time required for completing the lane change on the vehicle control parameters is also considered.

The following describes in detail how the ECU optimizes a preset objective function according to the environmental information of the target vehicle and the running information of the target vehicle, and obtains the value of the objective function:

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

The first constraint may include at least one of:

1. distance constraints with other vehicles in the second lane.

The second lane may be a lane on the left side of the first lane or a lane on the right side of the first lane. Taking the second lane as an example of the lane to the left of the first lane, the other vehicles in the second vehicle may be vehicles in front of the target vehicle (e.g., the vehicles in the region 1 shown in fig. 2) and/or vehicles behind the target vehicle (e.g., the vehicles in the region 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.

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

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

For example, the constraint condition of the acceleration of the target vehicle in the first direction and the second direction may be, for example: 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 value is smaller than the second preset acceleration threshold value, and the third preset acceleration threshold value is smaller than the fourth preset acceleration threshold value. The application does not limit whether the first preset acceleration threshold value is the same as the third preset acceleration threshold value, and whether the second preset acceleration threshold value is the same as the fourth preset acceleration threshold value.

In some embodiments, the second predetermined acceleration may be equal to, for example, a product of a side slip coefficient of the target vehicle and a gravitational acceleration. 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 on one side due to overlarge acceleration in the first direction in the lane changing process is avoided, and the safety of the lane changing process of the control target vehicle is further improved.

Alternatively, the first preset acceleration threshold value, the second preset acceleration threshold value, the third preset acceleration threshold value, or the fourth preset acceleration threshold value may be determined by offline experiments for the user, and 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 condition of the impact degree of the target vehicle in the first direction and the second direction may be, for example: the target vehicle has an impact in the first direction greater than a first preset impact threshold and less than a second preset impact threshold. The impact degree of the target vehicle in the second direction is larger than a third preset impact degree threshold value and smaller than a fourth preset impact degree threshold value.

The first preset impact threshold value is smaller than the second preset impact threshold value, and the third preset impact threshold value is smaller than the fourth preset impact threshold value. The application is not limited whether the first preset impact threshold value is the same as the third preset impact threshold value, and whether the second preset impact threshold value is the same as the fourth preset impact threshold value.

Alternatively, 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 offline experiments, for example, and stored in the ECU of the target vehicle in advance.

The impact degree of the target vehicle in the first direction and the second direction is used as a constraint condition, so that the value of the target function obtained according to the constraint condition can meet the constraint condition, and further, the vehicle control parameter determined based on the value of the target function meets the constraint condition. Through restricting the impact degree of the vehicle, the problems of low user comfort and poor experience on the vehicle caused by overlarge impact degree are avoided, and the experience of controlling the lane changing process of the vehicle is improved.

4. The constraint condition of the time required for the target vehicle to complete the lane change.

By way of example, the constraints on the time required for the target vehicle to complete a lane change may be, for example: the time required for the target vehicle to complete lane change is greater than or equal to a first preset time threshold and 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 offline experiments for the user, and stored in the ECU of the target vehicle in advance, for example.

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

By way of example, the constraint on 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 and less than or equal to a second preset movable distance threshold. 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, for example, 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 offline experiments for the user, and stored in the ECU of the target vehicle in advance, for example.

By taking the movable distance of the target vehicle in the first direction as a constraint condition, the movable distance of the target vehicle in the first direction is limited, the target vehicle is prevented from deviating from the second vehicle way in the course of changing the road, and the accuracy and the safety of controlling the target vehicle to change the road are improved.

The following control parameters of the target vehicle include: 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 are exemplified by a detailed description of 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:

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. The ECU inputs the value of the objective function into an acceleration calculation formula in the first direction, so that the acceleration of the target vehicle in the first direction can be obtained. The ECU may input the value of the objective function into a speed calculation formula in the second direction to obtain the speed of the target vehicle in the second direction. And inputting the value of the objective 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 velocity calculation formula in the first direction and the acceleration calculation formula in the first direction may be both N-degree polynomials. The 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 may be both a polynomial of degree K, where K is an integer greater than N. Illustratively, the above N may be equal to 5, for example, and the above K may be equal to 6, for example.

In some embodiments, the N-degree polynomial, or each term in the K-degree polynomial may be further provided with a coefficient corresponding to the term. Alternatively, the respective coefficients may be stored in advance in the ECU of the target vehicle by the user. Alternatively, each coefficient may be a value of a coefficient determined by optimizing the objective function. Alternatively, the ECU may determine the values of the coefficients, for example, by the bats algorithm described above.

The speed and the acceleration of the target vehicle in the second direction are calculated by using polynomials 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 change process are improved, and the accuracy of avoiding collision is further improved.

The following includes the environmental information: the first distance between the target vehicle and the first target position, the speed of the first vehicle, and the travel information of the vehicle includes: for example, how the ECU determines whether the target vehicle needs 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, and details are described in detail:

As described above, the first target position is a position at which the target vehicle in front of the target vehicle is required to pass through the first intersection, and the first vehicle is located in 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 change mode according to the first distance, the speed of the first vehicle, the lane mark corresponding to the first lane, and the current waiting path.

The target lane change mode may be, for example, an overtaking lane change, or a path calibration lane change, etc. The overtaking lane change refers to lane change performed by overtaking behaviors of the target vehicle so as to improve the running efficiency of the target vehicle. Path calibration lane change means that a lane change is required to be performed to enable a target vehicle to travel on a correct path because of an error in the traveling path of the target vehicle during traveling.

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 indicates that the speed of the first vehicle located in front of the target vehicle is slower, which hinders the running 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 through in front of the target vehicle, and the target vehicle has enough time to change lanes. Thus, the ECU may determine that the target lane-change mode is a cut-in lane-change to control the target vehicle to cut-in.

Or, when the first distance is greater than the preset overtaking distance threshold value, or is less than or equal to the preset overtaking distance threshold value, and the speed of the first vehicle is greater than or equal to the first speed threshold value, the first vehicle positioned in front of the target vehicle is indicated to have a higher speed, and the running efficiency of the target vehicle is not blocked, so that the target vehicle can not overtake.

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

Optionally, if the first distance is smaller than or equal to a preset overtaking distance threshold, and the lane identifier 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 to-be-driven path, which indicates that the current driving lane of the target vehicle does not accord with the traffic rule, and the target vehicle is closer to the position of the first intersection, the target vehicle needs to change lanes as soon as possible, so that the target vehicle can switch to a correct lane, and the ECU can determine that the target lane change mode is path calibration lane change.

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

Step 1012, determining whether the target vehicle needs to switch from the first lane to the second lane according to the target lane change mode.

Taking the target lane change mode as an example of the path calibration lane change, 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 to-be-driven path.

For example, taking a right turn as an example of the driving direction of the target vehicle at the first target position indicated in the current to-be-driven path, the ECU may determine that the second lane is any right turn identified lane on the right side of the first lane, or a right turn lane closest to the first lane. Taking the left turning direction of the target vehicle at the first target position indicated in the current to-be-driven path as an example, the ECU may determine that the second lane is any left turning identified lane on the left side of the first lane, or a right turning 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, if the target vehicle satisfies the left lane change condition, the ECU may determine that the target vehicle may switch from the first lane to the second lane. If the target vehicle does not meet the left lane change condition, the ECU can determine that the target vehicle cannot change lanes.

Or 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 meets a right lane change condition. In this implementation, if the target vehicle satisfies the right lane change condition, the ECU may determine that the target vehicle may switch from the first lane to the second lane. If the target vehicle does not meet the left lane change condition, the ECU can determine that the target vehicle cannot change lanes.

Taking the target lane change judging mode as an overtaking lane change as an example, optionally, the ECU can judge whether the target vehicle meets the left lane change condition.

Alternatively, 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. The second lane is a lane on the left side of the first lane. If the target vehicle does not meet the left lane-changing condition, optionally, the ECU may further determine whether the target vehicle meets the right lane-changing condition.

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

Alternatively, the ECU may first determine whether the target vehicle satisfies the right lane change condition, and the specific implementation manner may refer to the above embodiment and will not be described herein.

It should be appreciated that, for any of the above implementations, the application is not limited as to how the ECU determines whether the target vehicle satisfies the left lane change condition, or how the target vehicle satisfies the right lane change condition.

By way of example, taking fig. 2 as an example, the ECU may determine whether the target vehicle satisfies the left lane change condition and how to determine whether the target vehicle satisfies the right lane change condition by, for example: alternatively, the left lane change condition detection step may be, for example, as follows:

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

If there is no car 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., perform step E.

Step B, judging the lateral distance D of the vehicle in the area 1 and the area 2 relative to the target vehicle _x12 Whether or not it is greater than the distance threshold D ₁ 。

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

Step C, judging the lateral distance Dx of the vehicle in the region 6 and the region 7 relative to the target vehicle ₆₇ Whether or not it is greater than the distance threshold D ₂ (D ₁ >D ₂ )。

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

Step D, judging the lateral speed Vx of the vehicle in the region 6 and the region 7 with respect to the target vehicle ₆₇ Whether or not it is smaller than the speed threshold V ₁ And whether the longitudinal acceleration of the vehicle in the region 6 and the region 7 is 0.

If the lateral speeds Vx of the vehicles in the region 6 and the region 7 relative to the target vehicle ₆₇ Less than the speed threshold V ₁ And the longitudinal acceleration of the vehicle in the region 6 and the region 7 is 0, the ECU may control the target vehicle to make a lane change to the second lane on the left side of the first lane. Otherwise, the ECU may execute step E.

Alternatively, the right lane change condition detection step may be, for example, as follows:

step E, judging whether there is a car in the area 5 as shown in fig. 2.

If there is no car in zone 5, step F may be performed. If there is a vehicle in the region 5, the ECU may stop controlling the target vehicle to change lanes.

Step F, judging whether the lateral distance between the vehicles in the area 2 and the area 3 and the target vehicle is greater than a distance threshold D ₁ 。

If so, the ECU may perform step G. If not, the ECU can stop controlling the target vehicle to change lanes.

Step G, judging whether the lateral distance between the vehicles in the

areas

7 and 8 and the target vehicle is greater than a distance threshold D ₂ (D ₁ >D ₂ )。

If so, the ECU may perform step H. If not, the ECU can stop controlling the target vehicle to change lanes.

Step H, judging whether the lateral speed of the vehicle in the region 7 and the region 8 relative to the target vehicle is less than a speed threshold V ₁ And whether the longitudinal acceleration of the vehicle in the region 7 and the region 8 is 0.

If the lateral speed of the vehicle in zone 7 and zone 8 relative to the target vehicle is less than the speed threshold V ₁ And the longitudinal acceleration of the vehicle in the region 7 and the region 8 is 0, the ECU may control the target vehicle to make a lane change to the second lane on the right side of the first lane. If not, the ECU can stop controlling the target vehicle to performAnd (5) changing the channel.

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

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

The Vehicle-mounted unit may include a Cellular network-based Vehicle-to-evaluation (C-V2X) communication transceiver module, a data processing module, an information acquisition module, a global positioning system (Global Positioning System, GPS) module, an action operation module, and the like.

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 divide the driving area into 8 parts so as to judge the lane change strategy. 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 the data processing module, and the lane change path track planning is carried out under the condition that the conditions are met. The controller in the action operation module in the vehicle can output signals to control the steering wheel, the accelerator, the brake pedal and the like to realize lane changing actions according to the planned path. After the lane change is completed, the vehicle can be in a lane keeping state, and meanwhile, the lane change environment information of the next round is acquired and in the lane change strategy.

The environmental information may include, for example, a drivable, lane-changeable area range of the vehicle. The GPS module can obtain the position information of the vehicle, and the C-V2X communication transceiver module can obtain road map information, wherein the road map information comprises the information of the front ramp, the front bus lane information, the lane positioning, the number of lanes, the road speed limit and the like of the current road. The lane line coefficient, the length and the type information of the current lane line can be obtained by depending on the vehicle position 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 area into 8 parts.

For example, reference may be made to the aforementioned region division as shown in fig. 2.

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

The aforementioned target lane change mode of the overtaking lane change may also be referred to as an active lane change. The target lane change mode of the path calibration lane change may also be referred to as passive lane change.

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

Optionally, the method for determining the lane change type and the method for determining whether the vehicle can perform the lane change safely may refer to the method described in the foregoing embodiments, which is not described herein.

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

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

Illustratively, in a specific implementation, the ECU plans the swap path through steps 51-52 described below.

Step 51, determining a lane change track model:

for the polynomial lane-change trajectory model, when n=1, y (x) =a ₀ +a _l x is a constant velocity offset model, and the curvature is suddenly changed. When n=2, y (x) =a _o +a _l x+a ₂ x ² The track of the track change is not smooth. When n is>When=3, a more ideal lane change track is obtained. The higher the number of track changes, the higher the accuracy of track changes, and the more complex the planning. In order to solve the obstacle avoidance problem of the vehicle, and considering that the variable range of the speed and the acceleration in the longitudinal direction is larger than the variable range in the transverse direction during the running of the vehicle, and that the speed change in the longitudinal direction is more acceptable than the speed change in the transverse direction in terms of driving comfort, a six-degree polynomial is adopted in the longitudinal direction, and a five-degree polynomial is adopted in the transverse direction.

Thus, establishing the longitudinal, lateral trajectory equation for the target vehicle may be as shown in equation (1):

wherein a is as defined above ₀ To a ₆ Are polynomial coefficients, and t represents real-time. The longitudinal direction may be the second direction, and the transverse direction may be the first direction. The above x (t) represents a longitudinal trajectory equation, and y (t) represents a transverse trajectory equation.

The first derivative of x (t) and y (t) is obtained respectively, so that the longitudinal and transverse speeds can be obtained. And respectively obtaining second derivatives of x (t) and y (t), and obtaining longitudinal and transverse acceleration equations. Wherein the velocity equation may be represented by the following formula (2):

v above _x (t) represents the longitudinal velocity equation, v _y And (t) represents a lateral velocity equation.

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

a is as described above _x (t) represents the longitudinal acceleration equation, a _x And (t) represents a lateral acceleration equation.

Step 52, the track constraint conditions are:

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 can be expressed, for example, as shown in the following equation (4):

wherein v is _B Representing the speed of a target vehicleDegree, v _A Indicating the speed of the following vehicle in the second lane, D _s Representing the minimum safe distance of the target vehicle from the rear vehicle of the second lane. t is t _r The maximum information sampling time of the network connection vehicle is defined as Deltat which is the decision time. Considering the process of establishing master cylinder pressure and applying braking force to the wheel end of the brake of the current vehicle, t _d For deceleration ramp up time, 0.2 seconds may be taken.

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

Where (x (t), y (t)) represents the coordinates of the target vehicle at time t. (x) _i (t)，y _i (t)) represents coordinates of a following vehicle of the second lane at time t.

2. Stability constraints: the condition that the target vehicle needs to meet without occurrence of roll may be represented by the following formulas (6) and (7):

a _x,min ＜a _x (t)＜a _x,max (6)

a _y,min ＜a _y (t)＜μg (7)

wherein a is _x (t) is the lateral acceleration, a _y (t) longitudinal acceleration, μ being the vehicle side slip coefficient; g is gravitational acceleration. a, a _x,min Representing the minimum value of the lateral acceleration, a _x,max Represents the maximum value of the lateral acceleration, a _y,min Representing the minimum value of the longitudinal acceleration.

3. Comfort constraints: in order to ensure smooth and comfortable lane changing, the conditions required to be met by the longitudinal and transverse impact degrees of the target vehicle 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 is _x (t) is the transverse impact degree, j _y And (t) is the longitudinal impact. j (j) _x,min Representing the minimum value of the transverse impact, j _x,max Represents the maximum value of the transverse impact, j _y,min Representing the minimum value of the longitudinal impact, j _y,max The maximum value of the longitudinal impact is shown.

4. Objective function:

as can be seen from the next generation traffic simulation (next generation simulation, NGSIM) track data, the time required for completing the track change is typically 3 seconds to 7 seconds, and the shorter the time required for completing the track change is, the smaller the influence on the traffic flow is, so that the objective function is constructed with the time required for completing the track change. The first term of the objective function may be represented by the following equation (10):

Wherein t is _lc Indicating the time, min (t _lc ) Minimum value, max (t _lc ) Maximum value, J (t _lc ) Representing one of the terms of the objective function.

The lateral acceleration of the target vehicle may also be expressed as the following formula (11):

a _y ＝v _y K (11)

wherein a is _y Representing the lateral acceleration, v, of the target vehicle _y Represents the lateral velocity of the target vehicle, and K represents the curvature of any point in the polynomial. At this time of implementation, the curvature of any point in the polynomial may be represented by the following formula (12), for example:

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

wherein, the above

min(a _t ) Representation a _t Is the minimum of max (a _t ) Representation a _t Is a maximum value of (a). The objective function may be represented by the following equation (14):

J(t _lc )＝λ ₁ J(t _lc )+λ ₂ J(a _t )+λ ₃ j _x (t)+λ ₄ j _y (t) (14)

wherein lambda is ₁ 、λ ₂ 、λ ₃ And lambda (lambda) ₄ Coefficients for each item of the objective function. J (t) _lc )、J(a _t )、j _x (t)、j _y (t) are as described above and will not be described in detail herein.

The ECU may then solve the objective function into a multi-constraint optimization problem with respect to the time required for the target vehicle lane change to complete, i.e., to find the minimum value of the objective function. The constraint condition may refer to the foregoing embodiment, and will not be described herein.

Alternatively, the ECU may solve the time required for the optimal target vehicle lane change completion using a bat algorithm, and derive an optimal trajectory. A specific implementation of the bat algorithm may include, for example, the steps of:

step A: initializing the population, namely randomly selecting bat positions in a maximum value and minimum value range.

And (B) step (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.

Step 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)

where β is a positive number of not more than 1. f (f) _i Is the bat's search pulse frequency, between a maximum and a minimum.

The speed of the bat at times t and t +1, respectively.

The positions of the bats at times t and t+1 are indicated, respectively. X is x ^* Indicating the location of the bat with the smallest 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 around the current optimal solution, which is deleted if it is not within the minimum and maximum values.

Step E: a uniformly distributed random number rand is generated and compared with the transmit pulse frequency R. If rand is <R and f (x) _i )<f (x), receiving the new solution generated in the previous step, and the loudness A of the bat _i And pulse frequency r _i The update formulas at the next time are shown as follows (18), (19):

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

Step G: and (3) repeating the steps (B) - (E) until the fitness value meets the set optimal solution condition or the training frequency reaches the maximum iteration frequency.

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

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

The lane changing action stage is to automatically and abuse the car to execute lane changing action. When changing the track, the track is safely changed according to the track changing track calculated in the track planning stage, and a controller in an action operation module in the vehicle outputs signals to control steering wheel rotation angle, accelerator, brake pedal and the like, so that the track changing is realized.

Step 7, lane keeping after lane change

The lane keeping stage is to make the vehicle enter the lane changing preparation state again and enter the lane changing process of the new round after the lane changing is finished and the lane is in the running state along the central line until the speed, distance and other information transmitted by the sensor meet the lane changing preparation state conditions.

In addition, in some embodiments, in the lane changing process of the target vehicle, the ECU may send a signal to the vehicle behind the target vehicle through the internet of vehicles, so as to enable the vehicle behind the target vehicle to run at a reduced speed, further prevent collision, and further improve the lane changing safety of the vehicle.

Fig. 4 is a schematic structural diagram of a lane change control apparatus for a vehicle provided in 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,,

a determining module 21, configured to determine whether the target vehicle needs to switch 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.

The processing module 22 is configured to optimize a preset objective function according to environmental information of the objective vehicle and traveling information of the objective vehicle when it is determined that the objective vehicle needs to switch 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 objective vehicle to complete lane change, and the parameters of the objective function comprise at least one of the following: acceleration of the target vehicle in a first direction, jerk of the target vehicle in the first direction, and jerk 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 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.

Optionally, the processing module 22 is specifically configured to optimize the preset objective function according to the environmental information of the target vehicle, the driving information of the target vehicle, and the first constraint condition, and obtain the value of the objective function. Wherein the first constraint comprises at least one of: a distance constraint with other vehicles in the second lane; a constraint condition of acceleration of the target vehicle in the first direction and the second direction; a constraint condition of an impact degree 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 change; a constraint condition of 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 according to the environmental information of the target vehicle and the running information of the target vehicle through a preset bat algorithm, so that the value of the objective function is minimum.

Optionally, the target vehicle control parameters include: a speed in the first direction, an acceleration in the first direction, a speed in the second direction, and an acceleration in the second direction. The processing module 22 is specifically configured to input a value of the objective function into a speed calculation formula in a first direction, so as to obtain a speed of the target vehicle in the first direction; inputting the value of the objective 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 objective function into an acceleration calculation formula in a second direction to obtain the acceleration of the target vehicle in the second direction. The speed calculation formula in the first direction and the acceleration calculation formula in the first direction are all N-degree polynomials, and 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 all K-degree polynomials, and K is an integer greater than N.

Optionally, the environmental information includes: the first distance between the target vehicle and a first target position and the speed of the first vehicle, wherein the first target position is the position of a first intersection in front of the target vehicle, which the target vehicle needs to pass through; the first vehicle is located in the first lane and in front of the target vehicle; the travel information of the vehicle includes: the lane mark corresponding to the first lane and the current waiting driving path of the target vehicle. The determining module 21 is specifically configured to determine a target lane change mode according to the first distance, the speed of the first vehicle, the lane identifier corresponding to the first lane, and the current path to be driven; and determining whether the target vehicle needs to be switched from the first lane to the second lane according to the target lane switching mode.

Optionally, the determining module 21 is specifically configured to determine that the target lane-changing mode is a lane-crossing when the first distance is greater than a preset distance-crossing threshold and the 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, which is indicated in the current to-be-driven path, determining that the target lane change mode is path calibration lane change.

Optionally, taking the target lane change mode as an example of a path calibration lane change, the determining module 21 is specifically configured to determine the second lane according to a driving direction of the target vehicle at the first target position indicated in the current to-be-driven path; and when the second lane is a left lane of the first lane, judging whether the target vehicle meets a left lane changing condition. When the target vehicle meets a left lane change condition, determining that the target vehicle is switched from the first lane to the second lane; 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 provided by the application is used for executing the vehicle lane change control method embodiment, and the implementation principle and the technical effect are similar, and are not repeated.

Fig. 5 is a schematic structural diagram of an electronic control unit provided in the present application. Alternatively, the electronic control unit may be the aforementioned target vehicle, or the 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 a program. In particular, the program may include program code including computer-operating instructions.

Memory 302 may comprise high-speed RAM memory or 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 vehicle lane change control method described in the foregoing method embodiment. The processor 301 may be a central processing unit (Central Processing Unit, abbreviated as CPU), or an application specific integrated circuit (Application Specific Integrated Circuit, abbreviated as ASIC), or one or more integrated circuits configured to implement embodiments of the present application.

Optionally, the electronic control unit 300 may further comprise 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 and perform communication with each other through buses. The bus may be an industry standard architecture (Industry Standard Architecture, abbreviated ISA) bus, an external device interconnect (Peripheral Component, abbreviated PCI) bus, or an extended industry standard architecture (Extended Industry Standard Architecture, abbreviated EISA) bus, among others. Buses may be divided into address buses, data buses, control buses, etc., but do not represent only one bus or one type of bus.

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

The present application also provides a computer-readable storage medium, which may include: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a magnetic disk or an optical disk, etc., in which program codes may be stored, and in particular, the computer-readable storage medium stores program instructions for the methods in the above 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 instructions from the readable storage medium, and execution of the execution instructions 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 also provides a vehicle that may include an electronic control unit as described in any of the embodiments above. The electronic control unit may control the vehicle to change lanes by using the vehicle lane change control method according to any of the foregoing embodiments.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution 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 scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A vehicle lane change control method, the method comprising:

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;

the formula of the objective function is as follows:

J(t _lc )＝λ ₁ J(t _lc )+λ ₂ J(a _t )+λ ₃ J _x (t)+λ ₄ J _y (t)

wherein the lambda is ₁ 、λ ₂ 、λ ₃ And lambda (lambda) ₄ Coefficients for each item of the objective function;

the said

Wherein t is _lc Indicating the time, min (t _lc ) A minimum value, max (t _lc ) A maximum value representing a time required for the target vehicle lane change to complete;

the said

Wherein said->

The min (a) _t ) Representation a _t Is the minimum of max (a _t ) Representation a _t Is the maximum value of (2); the a _y Representing a lateral acceleration of the target vehicle; the transverse direction is the first direction;

the J is _x (t) represents the degree of lateral impact of the target vehicle, the J _y (t) represents a longitudinal shock of the target vehicle, the longitudinal direction being the second direction.

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

a distance constraint with other vehicles in the second lane;

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

4. The method according to claim 1 or 2, characterized in that the target vehicle control parameters include: a speed in the first direction, an acceleration in the first direction, a speed in the second direction, and an acceleration in the second direction;

5. The method according to claim 1 or 2, wherein the environmental information comprises: the first distance between the target vehicle and a first target position and the speed of the first vehicle, wherein the first target position is the position of a first intersection in front of the target vehicle, which the target vehicle needs to pass through; the first vehicle is located in the first lane and in front of the target vehicle; the travel information of the vehicle includes: the lane mark corresponding to the first lane and the current waiting path of the target vehicle;

6. The method of claim 5, wherein the determining the target lane change based on 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:

or,

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

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

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

the memory stores computer-executable instructions;

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

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