CN114379557A

CN114379557A - Automatic lane changing method, automatic lane changing control device and automatic lane changing system

Info

Publication number: CN114379557A
Application number: CN202111592749.6A
Authority: CN
Inventors: 森田光彦; 王野; 邵俊俏
Original assignee: Zhejiang Geely Holding Group Co Ltd; Geely Automobile Research Institute Ningbo Co Ltd
Current assignee: Zhejiang Geely Holding Group Co Ltd; Geely Automobile Research Institute Ningbo Co Ltd
Priority date: 2021-12-23
Filing date: 2021-12-23
Publication date: 2022-04-22
Anticipated expiration: 2041-12-23
Also published as: CN114379557B

Abstract

An automatic lane changing method, an automatic lane changing control device and an automatic lane changing system. The automatic lane changing method comprises the following steps: detecting a target vehicle and recording driving parameters of the target vehicle; when the target vehicle is determined to be lost, timing is started to record the lost time of the lost target vehicle; when the automatic lane changing time is reached, determining that the lane changing safety is influenced by the lost target vehicle based on the driving parameters and the lost time of the lost target vehicle, and canceling or deducing the lane changing. The automatic lane changing method can predict the position of a lost target vehicle, and further can judge whether the lost target vehicle affects lane changing safety when the automatic lane changing time is reached. When the situation that the lane change safety is influenced by the lost target vehicle is determined, the lane change is cancelled or postponed, so that the lost target vehicle is prevented from colliding with the vehicle, and the safety of automatic lane change is improved.

Description

Automatic lane changing method, automatic lane changing control device and automatic lane changing system

Technical Field

The present disclosure relates to driving assistance technologies, and more particularly, to an automatic lane change method, an automatic lane change control device, and an automatic lane change system.

Background

The Driving Assistance (ADAS, Advanced Driving Assistance System) includes an automatic lane change function. The functions are that the driver can automatically control the steering system to realize lane changing by the driving auxiliary control device without steering operation by detecting lane changing intention of the driver (such as dialing a steering lamp and dialing a lever, giving a lane changing instruction by voice and the like). Or, in the process of using an Adaptive Cruise Control (ACC), when the speed of the current vehicle is low, the purpose of overtaking is achieved through automatic lane change. In the automatic lane changing process, a sensor (such as a radar sensor, a camera sensor, an ultrasonic sensor and the like) capable of detecting the surrounding environment is used for monitoring the surrounding situation, and the situation that no vehicle approaches or contacts the rear part of the vehicle is ensured during lane changing.

However, in view of an actual traffic flow situation, when a plurality of vehicles travel behind, the sensor cannot stably monitor the situation of the vehicles behind, and therefore, some vehicles behind which have a higher speed than the own vehicle may not be detected and recognized due to occlusion by other vehicles, etc., as shown in fig. 1. Therefore, some vehicles with higher relative speeds may make a lane change from an unexpected position to the vicinity of the own vehicle (e.g., eventually approach the own vehicle through multiple lane changes, as shown in fig. 1), and the risk of collision is high.

Disclosure of Invention

The embodiment of the application provides an automatic lane changing method, which can judge whether a target vehicle at the rear enters a detection blind area of a vehicle sensor and cannot be identified, and cancel or postpone automatic lane changing when determining that the target vehicle influences the lane changing safety of the vehicle, so that collision between the lost target vehicle and the vehicle is avoided, and the safety of automatic lane changing is improved.

The embodiment of the application provides an automatic lane changing method, which comprises the following steps: detecting a target vehicle and recording driving parameters of the target vehicle; when the target vehicle is determined to be lost, timing is started to record the lost time of the lost target vehicle; when the automatic lane changing time is reached, determining that the lost target vehicle influences lane changing safety based on the driving parameters and the loss duration of the lost target vehicle, and canceling or deducing the lane changing.

The automatic lane changing method provided by the embodiment of the application starts timing when the target vehicle is determined to be lost (namely, the original target vehicle cannot be detected by the vehicle sensor, which indicates that the original target vehicle enters the detection blind area of the vehicle and cannot be detected and identified), so that the lost time of the lost target vehicle can be recorded. According to the loss time and the driving parameters of the lost target vehicle, the position of the lost target vehicle can be estimated, and whether the lost target vehicle affects lane change safety can be judged when the automatic lane change time is reached. When the situation that the lane change safety is influenced by the lost target vehicle is determined, the lane change is cancelled or postponed, so that the lost target vehicle is prevented from colliding with the vehicle, and the safety of automatic lane change is improved.

In an exemplary embodiment, the automatic lane change method further includes: and when the automatic lane changing time is reached, the automatic lane changing is executed based on the fact that the lane changing safety is not influenced by the target vehicle which is lost according to the driving parameters and the loss duration of the target vehicle which is lost, and the lane changing safety is not influenced by the target vehicle which is not lost according to the driving parameters of the target vehicle which is not lost.

In one exemplary embodiment, a method for determining whether a lost target vehicle affects lane change safety according to driving parameters and a loss duration of the lost target vehicle includes: calculating the predicted collision duration of the lost target vehicle according to the driving parameters of the lost target vehicle before the loss; and judging whether the lane change safety is influenced by the lost target vehicle or not according to the lost time length and the predicted collision time length of the lost target vehicle.

In an exemplary embodiment, the driving parameters include: the longitudinal distance between the target vehicle and the host vehicle and the relative speed of the target vehicle and the host vehicle; and dividing the longitudinal distance between the lost target vehicle and the vehicle before the lost target vehicle is lost by the relative speed between the lost target vehicle and the vehicle before the lost target vehicle is lost to obtain the predicted collision duration of the lost target vehicle.

In an exemplary embodiment, the determining whether the lane change safety is affected by the lost target vehicle according to the lost time period and the predicted collision time period of the lost target vehicle includes: judging whether the loss time length is greater than the sum of the estimated collision time length and a preset safe lane changing time length; when the loss time length is greater than the sum of the predicted collision time length and a preset safe lane changing time length, judging that the lane changing safety is not influenced by the lost target vehicle; and when the loss time length is less than or equal to the sum of the predicted collision time length and a preset safe lane changing time length, judging that the lane changing safety is influenced by the lost target vehicle.

In an exemplary embodiment, the preset safe lane-changing time period is equal to the product of the automatic lane-changing time and a safety factor.

In an exemplary embodiment, the driving parameters include: a lateral distance between a target vehicle and a host vehicle, a lateral velocity of the target vehicle; the safety factor is positively correlated with the transverse speed within a set speed range.

In an exemplary embodiment, the safety factor is greater than or equal to 1.2 and less than or equal to 2.0.

In an exemplary embodiment, let us note that the lateral velocity is x, in m/s, and the safety factor is y, which has the following relationship with x: when 0 < y < 0.5, y is 1.2; when y is more than or equal to 0.5 and less than or equal to 2.0, 3y is 1.6x + 2.8; when y > 2.0, y is 2.0.

In one exemplary embodiment, a method for determining whether a non-missing target vehicle affects lane change safety according to driving parameters of the non-missing target vehicle includes: calculating the collision duration of the target vehicle which is not lost according to the driving parameters of the target vehicle which is not lost; and when the collision duration of the target vehicle which is not lost is safe collision duration, determining that the target vehicle which is not lost does not influence lane change safety.

In an exemplary embodiment, the driving parameters include: the longitudinal distance between the target vehicle and the host vehicle, and the relative speed of the target vehicle and the host vehicle; and dividing the longitudinal distance between the target vehicle and the vehicle by the relative speed of the target vehicle and the vehicle to obtain the collision duration of the target vehicle.

In an exemplary embodiment, the detecting a target vehicle and recording the driving parameters of the target vehicle are performed periodically; and when the automatic lane change opportunity is reached, determining that the lost target vehicle influences lane change safety according to the driving parameters and the loss duration of the lost target vehicle, and canceling or postponing the lane change step, wherein the driving parameters are the driving parameters recorded last time before the target vehicle is lost.

In an exemplary embodiment, the automatic lane change method further includes: and when the target vehicle is not detected, clearing the driving parameters of the target vehicle recorded at the last lane change.

The embodiment of the application further provides an automatic lane changing device, which comprises a processor and a memory, wherein the memory stores a computer program, and the processor executes the computer program to realize the steps of the automatic lane changing method in any one of the above embodiments.

The embodiment of the present application further provides an automatic lane changing system, including: driving environment condition detection means configured to detect a driving environment condition; an automatic lane change control device configured to control an automatic lane change according to a driving environment condition; wherein, the automatic lane change control device includes: the target vehicle monitoring module is configured to: monitoring the state of a target vehicle according to the driving environment condition, recording the driving parameters of the target vehicle, and starting a timer to record the loss duration of the lost target vehicle when the target vehicle is determined to be lost; the lane change control module is set as follows: and when the automatic lane changing time is reached, canceling or postponing the automatic lane changing when the lane changing safety is influenced by the lost target vehicle based on the driving parameters and the lost time of the lost target vehicle.

Additional features and advantages of the application will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the application. Other advantages of the present application may be realized and attained by the instrumentalities and combinations particularly pointed out in the specification and the drawings.

Drawings

The accompanying drawings are included to provide an understanding of the present disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the examples serve to explain the principles of the disclosure and not to limit the disclosure.

Fig. 1 is a schematic view of a rear vehicle having a relatively high speed changing from an unexpected position to the vicinity of the own vehicle (a shaded portion in the figure indicates a sensor detectable range of the own vehicle);

FIG. 2 is a schematic flow chart of an automatic lane change method according to an embodiment of the present application;

FIG. 3 is a schematic illustration of a target vehicle monitoring process provided by one embodiment of the present application;

FIG. 4 is a schematic diagram of a lane-change control process provided in one embodiment of the present application;

FIG. 5 is a schematic diagram illustrating a safety factor versus lateral speed provided by an embodiment of the present application;

FIG. 6 is a timing diagram for lane change provided by one embodiment of the present application;

FIG. 7 is a schematic diagram of an automatic lane-change control apparatus provided in accordance with an embodiment of the present application;

FIG. 8 is a schematic view of an automatic lane-changing system provided by one embodiment of the present application;

FIG. 9 is a schematic illustration of a vehicle provided in accordance with an embodiment of the present application;

FIG. 10 is a schematic illustration of a vehicle provided in an embodiment of the present application.

Detailed Description

As shown in fig. 2, an embodiment of the present application provides an automatic lane change method, including:

step S102: detecting a target vehicle and recording driving parameters of the target vehicle;

step S104: when the target vehicle is determined to be lost, timing is started to record the lost time of the lost target vehicle;

step S106: when the automatic lane changing time is reached, determining that the lane changing safety is influenced by the lost target vehicle based on the driving parameters and the lost time of the lost target vehicle, and canceling or deducing the lane changing.

In one example, the target vehicle refers to a vehicle whose speed is higher than the vehicle speed of the vehicle within a set range (e.g., within 200 m) from behind the vehicle.

In an exemplary embodiment, the automatic lane change method further comprises:

and when the automatic lane changing time is reached, the automatic lane changing is executed based on the fact that the lane changing safety is not influenced by the target vehicle which is lost according to the driving parameters and the loss duration of the target vehicle which is lost, and the lane changing safety is not influenced by the target vehicle which is not lost according to the driving parameters of the target vehicle which is not lost.

The scheme limits the safe lane changing condition, and only when the lane changing safety is not influenced by the target vehicles which are lost or not lost, namely all the target vehicles do not influence the lane changing safety, the automatic lane changing is executed so as to ensure the safety of the automatic lane changing.

In one exemplary embodiment, a method for determining whether a lost target vehicle affects lane change safety according to driving parameters and a loss duration of the lost target vehicle includes:

calculating the predicted collision duration of the lost target vehicle according to the driving parameters of the lost target vehicle before the loss;

and judging whether the lane change safety is influenced by the lost target vehicle or not according to the lost time length and the predicted collision time length of the lost target vehicle.

Since the driving parameters of the target vehicle are recorded before the target vehicle is lost, the predicted collision time of the lost target vehicle and the host vehicle (i.e. how long the lost target vehicle is predicted to reach the vicinity of the host vehicle) can be estimated according to the driving parameters memorized before the target vehicle is lost. And by combining the loss duration of the lost target vehicle, the approximate position of the lost target vehicle when the vehicle reaches the automatic lane changing time can be roughly determined, and further whether the lost target vehicle affects the lane changing safety of the vehicle is determined.

In an exemplary embodiment, the driving parameters include: the longitudinal distance between the target vehicle and the host vehicle, and the relative speed of the target vehicle and the host vehicle. And dividing the longitudinal distance between the lost target vehicle and the vehicle before the lost target vehicle is lost by the relative speed between the lost target vehicle and the vehicle before the lost target vehicle is lost to obtain the predicted collision duration of the lost target vehicle.

In one exemplary embodiment, determining whether the loss target vehicle affects lane change safety based on a loss period and a predicted collision period of the loss target vehicle includes:

judging whether the loss time length is greater than the sum of the expected collision time length and the preset safe lane-changing time length;

when the loss time length is greater than the sum of the predicted collision time length and the preset safe lane changing time length, judging that the lane changing safety is not influenced by the lost target vehicle;

and when the loss time length is less than or equal to the sum of the predicted collision time length and the preset safe lane changing time length, judging that the lane changing safety is influenced by the lost target vehicle.

In the embodiment of the application, the expected collision time can be recorded as Tra, the safe lane-changing time can be recorded as Ts, the loss time of the lost target vehicle can be recorded as Ttop, and when Ttop is greater than Tra + Ts, the lost target vehicle is judged not to affect lane-changing safety; and when Ttop is greater than Tra + Ts and is not satisfied, judging that the lane change safety is influenced by the lost target vehicle.

The lost time is the movement time from the determined loss of the lost target vehicle to the time when the vehicle reaches the automatic lane change opportunity. The preset safe lane changing time is the safe time required by the vehicle to complete lane changing. The predicted collision time period is a time period that is predicted to be required for the lost target vehicle to catch up with the host vehicle.

Therefore, when the lost time is equal to the predicted collision time, which indicates that the host vehicle reaches the automatic lane change timing, the lost vehicle just catches up with the host vehicle, and the lane change is very dangerous, so the lane change needs to be delayed. When the lost time is longer than the sum of the predicted collision time and the preset safe time, the lost target vehicle is shown to run forwards after overtaking the vehicle and run ahead of the vehicle, so that the lane change safety of the vehicle is not influenced.

When the lost time is less than or equal to the sum of the predicted collision time and the preset safety time, the lost target vehicle is located near the vehicle when the vehicle reaches the automatic lane changing opportunity, and therefore the lane changing safety of the vehicle is influenced.

Such as: the expected collision time is 20 seconds, the preset safe lane change time is 12 seconds, and the loss time is 32 seconds. When the target vehicle confirms loss, it is predicted that it takes 20 seconds to catch up with the host vehicle, and it takes 12 seconds for the host vehicle to complete lane change after 32 seconds has elapsed and reaches the automatic lane change timing of the host vehicle. Therefore, the lost target vehicle has already run for 32 seconds from the time when the lost target vehicle is determined to be lost to the time when the host vehicle reaches the automatic lane change timing, and thus has already run ahead of the host vehicle, and the lane change safety of the host vehicle is not affected. If the loss time is 20 seconds, the lost target vehicle only runs for 20 seconds and is likely to be located near the vehicle when the vehicle reaches the automatic lane change time from the time when the lost target vehicle is determined to be lost, so that the lane change safety of the vehicle is influenced, the automatic lane change needs to be cancelled or delayed, and the lane change is executed after the lost target vehicle passes.

judging whether the loss time length is less than the sum of the predicted collision time length and the preset safe lane-changing time length;

when the loss time length is less than the sum of the predicted collision time length and the preset safe lane changing time length, judging that the lane changing safety is influenced by the lost target vehicle;

and when the loss time length is equal to the sum of the expected collision time length and the preset safe lane changing time length, resetting the timer.

The principle of this solution is basically similar to that of the above-described solution, with a slight difference in the control of the timer. In the scheme, when the loss time length is equal to the sum of the predicted collision time length and the preset safe lane changing time length, the time is continuously counted backwards, and the lane changing safety of the vehicle cannot be influenced by the lost target vehicle, so that the loss time length of the lost target vehicle can be reset, continuous recording through the time is not needed, and the occupation of a memory can be reduced.

In an exemplary embodiment, the preset safe lane-changing time period is equal to the product of the automatic lane-changing time and the safety factor.

The value of the safety coefficient can be adjusted as required.

Illustratively, the safety factor is greater than or equal to 1.

The time for automatic lane changing is the time required for executing automatic lane changing, and is multiplied by the safety factor of more than or equal to 1, so that the total movement time from the time when the lost target vehicle is determined to be lost to the time when the vehicle reaches the automatic lane changing time can be increased, more time is reserved for the lost target vehicle to exceed the vehicle, and the safety of automatic lane changing is further improved.

In an exemplary embodiment, the driving parameters include a lateral distance between the target vehicle and the host vehicle, and a lateral speed of the target vehicle. The safety factor is positively correlated with the lateral speed within the set speed range, as shown in fig. 5.

For drivers with aggressive driving styles, rapid and large accelerations are usually observed during lane changes. If the acceleration is large, the vehicle approaches the own vehicle at a faster time than expected. Therefore, the lane change speed is measured by the transverse speed, and the safety factor is adjusted according to the magnitude of the transverse speed.

If the transverse speed of the lost target vehicle before being lost is relatively high, the fact that the lost target vehicle accelerates to change the lane is indicated, and the actual time required for catching up with the vehicle is correspondingly reduced. Then, after the loss time length and the preset safe lane changing time length, the position of the lost target vehicle is closer to the front, and the lane changing safety of the vehicle is not influenced.

The safety factor is designed in the range of more than or equal to 1.2 and less than or equal to 2.0, so that the safety of automatic lane changing is improved, and the sensitivity of automatic lane changing is improved.

Of course, the range of the safety factor is not limited to the above range, and can be reasonably adjusted as required.

In an exemplary embodiment, as shown in FIG. 5, let transverse velocity be x in m/s, and safety factor be y, with y having the following relationship to x: when 0 < y < 0.5, y is 1.2; when y is more than or equal to 0.5 and less than or equal to 2.0, 3y is 1.6x + 2.8; when y > 2.0, y is 2.0.

Of course, the relationship between the safety factor and the transverse speed is not limited to the above formula, and can be reasonably adjusted according to different vehicle types and different requirements.

It is understood that, in the formula 3y ═ 1.6x +2.8, 3y means 3 × y, and 1.6x means 1.6 × x.

In one exemplary embodiment, a method for determining whether a non-missing target vehicle affects lane change safety according to driving parameters of the non-missing target vehicle includes:

calculating the collision duration of the target vehicle which is not lost according to the driving parameters of the target vehicle which is not lost;

when the collision duration of the target vehicle that is not lost is the safe collision duration, it is determined that the lane change safety is not affected by the target vehicle that is not lost.

For the target vehicle which is not lost, because the target vehicle is always in the detectable range of the vehicle, the collision duration with the vehicle can be directly calculated through the driving parameters, and whether the collision duration is safe collision duration when the vehicle reaches the automatic lane changing opportunity is judged, namely whether the vehicle can safely complete automatic lane changing in the collision duration is judged, and whether the lane changing safety is influenced by the target vehicle which is not lost is further judged. When the collision duration of the target vehicle that is not lost is the safe collision duration, it is determined that the lane change safety is not affected by the target vehicle that is not lost. When the non-loss target vehicle is not a safe collision duration, it is determined that the non-loss target vehicle affects lane change safety.

Whether the collision duration of the target vehicle which is not lost is safe or not can be reasonably designed according to technical experience and the like. For example, it is determined whether the collision duration of the unreleased target vehicle is longer than 3 seconds, and it is determined to be safe when the collision duration is longer than 3 seconds, and it is determined to be unsafe when the collision duration is equal to or shorter than 3 seconds.

Alternatively, it may be determined whether the collision duration of the non-lost target vehicle is greater than the safe lane change duration (or the product of the safe lane change duration and the safety factor). When the collision duration of the target vehicle which is not lost is longer than the safe lane changing duration (or the product of the safe lane changing duration and the safety factor), determining the safe collision duration; when the collision duration of the target vehicle that is not lost is less than or equal to the safe lane change duration (or the product of the safe lane change duration and the safety factor), it is determined as an unsafe collision duration.

In the embodiment of the present application, the collision duration of the target vehicle may be denoted as TTC (time to collision, which indicates the time of collision with the target vehicle).

In an exemplary embodiment, the driving parameters include: the longitudinal distance between the target vehicle and the host vehicle, and the relative speed of the target vehicle and the host vehicle. And dividing the longitudinal distance between the target vehicle and the host vehicle which are not lost by the relative speed of the target vehicle and the host vehicle which are not lost to obtain the collision duration of the target vehicle which is not lost.

Alternatively, the collision duration without losing the target vehicle may be replaced with a safe headway. The safe headway is the distance between the target vehicle and the host vehicle which is not lost/the vehicle speed of the target vehicle which is not lost.

In an exemplary embodiment, the steps of detecting the target vehicle and recording the driving parameters of the target vehicle are performed periodically. That is, the vehicle behind the own vehicle is periodically detected before the own vehicle performs the automatic lane change, so as to ensure that the latest target vehicle information is grasped. Therefore, for the original target vehicle, the state (whether the target vehicle is lost) and the driving parameters can be updated through periodic detection, and a new target vehicle can be captured in time.

When the automatic lane changing time is reached, determining that the lane changing safety is influenced by the lost target vehicle according to the driving parameters and the loss duration of the lost target vehicle, and canceling or postponing the step of the lane changing, wherein the driving parameters are the driving parameters recorded last time before the target vehicle is lost.

Because the vehicle and the target vehicle are always in the process of dynamic change, the detection and recording steps are periodically executed, the state of the target vehicle can be periodically updated, the latest data used when the automatic lane changing time is reached is ensured, and the safety of automatic lane changing is favorably improved.

In an exemplary embodiment, the automatic lane change method further comprises:

and when the target vehicle is not detected, clearing the driving parameters of the target vehicle recorded at the last lane change.

When the automatic lane changing is carried out, if the target vehicle is not detected, the driving parameters recorded during the last lane changing can be cleared in time, the system memory is prevented from being excessively occupied, the interference on the lane changing is also avoided, and the sensitivity of the automatic lane changing function is favorably improved.

One embodiment is described below with reference to the drawings.

The specific embodiment provides an automatic lane change method, which comprises a target vehicle monitoring process, an automatic lane change control process and a lane change time judgment process.

As shown in fig. 3, the target vehicle monitoring process includes the following steps:

step S202: detecting whether a target vehicle higher than the speed of the vehicle exists within 200 meters behind the vehicle for the first time, if so, executing a step S204, and if not, executing a step S206;

step S204: marking the target vehicle as an existing state, recording driving parameters of the target vehicle, and calculating the collision duration of the target vehicle;

step S206: clearing the driving parameters of the target vehicle recorded during the last lane change;

step S208: after the initial detection, periodically detecting whether a target vehicle higher than the speed of the vehicle exists within the range of 200 meters behind the vehicle, if so, executing step S210, and if not, executing step S212;

step S210: recording driving parameters of the target vehicle, and calculating the collision duration of the target vehicle;

step S212: and marking the target vehicle as a disappearance state, starting a timer, and calculating the predicted collision duration according to the recorded driving parameters.

In step S204 and step S208, the driving parameters include: the longitudinal distance and the transverse distance between the target vehicle and the host vehicle, the relative speed between the target vehicle and the host vehicle, and the transverse speed of the target vehicle.

As shown in fig. 4, the automatic lane change control process includes:

step S302: judging whether the automatic lane change time is reached, if so, executing step S304, otherwise, returning to execute step S302;

step S304: judging whether the target vehicle affects lane change safety or not; if yes, go to step S306; if not, go to step S308;

step S306: executing automatic lane changing;

step S308: cancel or push this lane change.

The state of the target vehicle may be represented by a target vehicle present state bit and a target vehicle absent state bit. When the target vehicle is detected for the first time, the existing state bit of the target vehicle is turned to ON, the disappearing state bit of the target vehicle is turned to OFF, and when the target vehicle is not detected again in the periodic detection process, the disappearing state bit of the target vehicle is turned to ON. After the automatic lane change is performed, the target vehicle-present-state bit is turned OFF.

In step S304, it is determined whether the lane change safety is affected by the lost target vehicle according to the lost time and the expected collision time of the lost target vehicle, and it is determined whether the lane change safety is affected by the unreleased target vehicle according to the collision time of the unreleased target vehicle.

When the collision duration of the target vehicle that is not lost is the safe collision duration, it is determined that the lane change safety is not affected by the target vehicle that is not lost. When the collision duration for which the target vehicle is not lost is not the safe collision duration, it is determined that the lane change safety is affected by the target vehicle being not lost.

When the loss time length is greater than the sum of the predicted collision time length and the preset safe lane changing time length, judging that the lane changing safety is not influenced by the lost target vehicle; and when the loss time length is less than or equal to the sum of the predicted collision time length and the preset safe lane changing time length, judging that the lane changing safety is influenced by the lost target vehicle.

The preset safe lane changing time length is equal to the product of the automatic lane changing time and the safety factor. Let the transverse speed be x in m/s and the safety factor be y, y having the following relationship with x:

when 0 < y < 0.5, y is 1.2;

when y is more than or equal to 0.5 and less than or equal to 2.0, 3y is 1.6x + 2.8;

when y > 2.0, y is 2.0.

Fig. 6 is a lane change timing diagram.

At time a, a vehicle higher than the vehicle speed of the vehicle in the rear 200m is detected. At this time, the target vehicle present state bit is turned ON. At time B, the rear vehicle detection signal disappears, and at this time, the target vehicle disappearance state bit turns ON.

And calculating the time Tra (namely the predicted collision time length) when the lost target vehicle approaches the self vehicle according to the inter-vehicle distance and the relative speed at the moment B, and starting timing. When the timer time is less than or equal to Tra + Ts, the rear vehicle is highly likely to be located near the own vehicle, and automatic lane change is prohibited. At time C, when the timer reaches Tra + Ts, the missing target vehicle has run ahead of the vehicle, allowing automatic lane change, and the timer returns to zero.

Wherein Ts is the product of the automatic lane change duration (e.g., 10 seconds) and the safety factor (e.g., 1.2).

Before the time B, because the target vehicle is not lost, only the time length of the safe collision is needed to be judged whether Tra is in the safe collision time length. In fig. 6, before time B, Tra is relatively large enough for the host vehicle to complete the automatic lane change.

Therefore, before time B, the target vehicle does not affect lane change safety, allowing automatic lane change; between the time B and the time C, the target vehicle influences lane change safety and prohibits automatic lane change; after time C, the target vehicle does not affect lane change safety, allowing automatic lane change.

The judgment process about the lane change time comprises the following steps:

the method is used for judging whether lane changing intention of a driver is detected (such as whether the driver dials a steering lamp lever and a lane changing instruction is given by voice) or whether overtaking is to be achieved through automatic lane changing because the speed of a front vehicle is low in the process of using the ACC.

When the lane change intention is detected or the purpose of overtaking is achieved through automatic lane change is determined, the lane change time is judged to arrive; when no lane change intention or no lane change purpose is detected and the purpose of overtaking is achieved through automatic lane change, the lane change time is judged not to be reached.

As shown in fig. 7, an automatic lane changing device is further provided in the embodiment of the present application, which includes a processor 402 and a memory 404 storing a computer program, and when the processor 402 executes the computer program, the steps of the automatic lane changing method in any of the above embodiments are implemented, so that all the advantages of any of the above embodiments are achieved, and are not described herein again.

The processor 402 may be an integrated circuit chip having signal processing capabilities. The Processor 402 may be a general-purpose Processor, and includes a Central Processing Unit (CPU), a Network Processor (NP), and the like; but may also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components. The various methods, steps and logic blocks disclosed in the embodiments of the present invention may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.

The embodiment of the present application further provides an automatic lane changing system, which includes the automatic lane changing control device according to the above-mentioned embodiment, so that all the advantages of any of the above-mentioned embodiments are achieved, and details are not described herein again.

As shown in fig. 8, an embodiment of the present application further provides an automatic lane change system, including: driving environment condition detection means 500 and automatic lane change control means 600.

The driving environment condition detection means 500 is provided to detect a driving environment condition; the automatic lane change control device 600 is configured to control automatic lane change according to the driving environment condition.

Wherein, automatic lane change controlling means 600 includes: a target vehicle monitoring module 602 and a lane change control module 604.

The target vehicle monitoring module 602 is configured to: monitoring the state of a target vehicle according to the driving environment condition, recording the driving parameters of the target vehicle, and starting a timer 606 to record the loss duration of the lost target vehicle when the target vehicle is determined to be lost;

the lane-change control module 604 is configured to: and when the automatic lane changing time is reached, canceling or postponing the automatic lane changing when the lane changing safety is influenced by the lost target vehicle based on the driving parameters and the lost time of the lost target vehicle.

In an exemplary embodiment, the lane-change control module 604 is further configured to: and when the automatic lane changing time is reached, the automatic lane changing is executed based on the fact that the lane changing safety is not influenced by the target vehicle which is lost according to the driving parameters and the loss duration of the target vehicle which is lost, and the lane changing safety is not influenced by the target vehicle which is not lost according to the driving parameters of the target vehicle which is not lost.

In an exemplary embodiment, as shown in FIG. 8, the target vehicle monitoring module 602 includes: a vehicle status monitoring module 6021 and a vehicle parameter monitoring module 6022.

The vehicle condition monitoring module 6021 is configured to: the status of the target vehicle is marked and a timer 606 is started to record the length of time the target vehicle is lost when it is determined that there is a loss of the target vehicle.

The vehicle parameter monitoring module 6022 is configured to: and recording the driving parameters of the target vehicle.

The driving parameters and the loss period of the target vehicle may be recorded in the memory 404.

The target vehicle monitoring module 602 and lane change control module 604 are implemented by the processor 402 executing computer programs.

In an exemplary embodiment, as shown in fig. 8 and 9, the lane-change control module 604 includes a lane-change-control-calculation module 6041 and a lane-change-prohibition-calculation module 6042.

The lane change control calculation module 6041 is configured to: when the automatic lane change time is reached, the automatic lane change is executed based on the fact that the lane change safety is not influenced by the target vehicle which is lost according to the driving parameters and the loss duration of the target vehicle which is lost, and the lane change safety is not influenced by the target vehicle which is not lost according to the driving parameters of the target vehicle which is not lost

The lane change prohibition control calculation module 6042 is configured to: when the automatic lane changing time is reached, determining that the lane changing safety is influenced by the lost target vehicle based on the driving parameters and the lost time of the lost target vehicle, and canceling or deducing the lane changing; and when the automatic lane changing time is reached, canceling or postponing the lane changing when the lane changing safety is influenced by the target vehicle which is not lost based on the driving parameters of the target vehicle which is not lost.

In an exemplary embodiment, the driving environment condition detection means 500 includes, but is not limited to: radar sensor 507, camera sensor 508, lidar sensor, ultrasonic sensor, and the like.

In one example, as shown in fig. 10, the driving environment condition detection apparatus 500 includes: a first radar sensor 5071 for sensing a running environment right in front, a second radar sensor 5072 for sensing a running environment right in front, a third radar sensor 5073 for sensing a running environment left in front, a first camera sensor 5081 for detecting a running environment right in front, a second camera sensor 5082 for detecting a running environment right in left in vehicle, a third camera sensor 5083 for detecting a running environment right in vehicle, a fourth radar sensor 5074 for detecting a running environment right in rear, a fifth radar sensor 5075 for detecting a running environment right in rear, and a sixth radar sensor 5076 for detecting a running environment left in rear.

As long as the driving environment can be detected, the type of sensor (radar, lidar, ultrasonic sensor, camera sensor 508, etc.) is not required. The sensor for detecting the driving environment can detect and identify the speed, relative speed, position, angle, size and the like of a three-dimensional object around the vehicle.

The vehicle further comprises a signal input system, a signal output system and an execution system.

The signal input system is arranged as follows: and inputting a signal to an automatic parking control device of the automatic parking system. The signal output system is set as follows: and receiving an output signal of the automatic parking control device, and controlling an execution system to execute corresponding operation according to the output signal.

As shown in fig. 9, the signal input system may include: a turn signal switch 501 that can detect the operation of a turn signal of a driver, an accelerator pedal sensor 502 that detects the operation of an accelerator of a driver, a brake pedal sensor 503 that detects the operation of a brake of a driver, a rotation angle sensor 504 that detects the operation of a turn of a driver, a hand moment sensor 505 that detects the force of a turn operation of a driver, a vehicle speed sensor 506 that detects the speed of a vehicle, a yaw rate sensor 509 that detects the moving state of a vehicle, a longitudinal acceleration sensor 510, a lateral acceleration sensor 511, and the aforementioned driving environment condition detection means 400 (such as a camera sensor 508, a radar sensor 507 for detecting the surrounding environment).

The signal output system may include: an engine ECU 701, a brake ECU 702, a steering ECU 703, and an information display ECU 704.

The execution system 700 may include: an engine 711, a braking system 712, a steering system 713, and an information display device 714. The engine ECU 701 controls the engine 711 based on the output signal, and mainly executes acceleration control. The brake ECU 702 controls the brake system 712, mainly performing deceleration control. The steering ECU 703 controls a steering system 713, and mainly performs lateral steering control. The information display ECU704 controls the information display device 714 to mainly provide the driver with display of vehicle state and function control state information.

In any one or more of the exemplary embodiments described above, the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software, the functions may be stored on or transmitted over as one or more instructions or code on a computer-readable medium and executed by a hardware-based processing unit. Computer-readable media may comprise computer-readable storage media corresponding to tangible media, such as data storage media, or communication media including any medium that facilitates transfer of a computer program from one place to another, such as according to a communication protocol. In this manner, the computer-readable medium may generally correspond to a non-transitory tangible computer-readable storage medium or a communication medium such as a signal or carrier wave. A data storage medium may be any available medium that can be accessed by one or more computers or one or more processors to retrieve instructions, code and/or data structures for implementing the techniques described in this disclosure. The computer program product may include a computer-readable medium.

By way of example, and not limitation, such computer-readable storage media can comprise RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, flash memory, or any other medium that can be used to store desired program code in the form of instructions or data structures and that can be accessed by a computer. Also, any connection may be termed a computer-readable medium, and if instructions are transmitted from a website, server, or other remote source using a coaxial cable, fiber optic cable, twisted pair, Digital Subscriber Line (DSL), or wireless technologies such as infrared, radio, and microwave, for example, the coaxial cable, fiber optic cable, twisted pair, Digital Subscriber Line (DSL), or wireless technologies such as infrared, radio, and microwave are included in the definition of medium. It should be understood, however, that computer-readable storage media and data storage media do not include connections, carrier waves, signals, or other transitory (transitory) media, but are instead directed to non-transitory tangible storage media. Disk and disc, as used herein, includes Compact Disc (CD), laser disc, optical disc, Digital Versatile Disc (DVD), floppy disk or blu-ray disc where disks usually reproduce data magnetically, while discs reproduce data optically with lasers. Combinations of the above should also be included within the scope of computer-readable media.

For example, the instructions may be executed by one or more processors, such as one or more Digital Signal Processors (DSPs), general purpose microprocessors, Application Specific Integrated Circuits (ASICs), field programmable logic arrays (FPGAs), or other equivalent integrated or discrete logic circuitry. Thus, the term "processor," as used herein may refer to any of the foregoing structure or any other structure suitable for implementation of the techniques described herein. In addition, in some aspects, the functionality described herein may be provided within dedicated hardware and/or software modules configured for encoding and decoding, or incorporated in a combined codec. Also, the techniques may be fully implemented in one or more circuits or logic elements.

The techniques of the embodiments of the present disclosure may be implemented in a wide variety of devices or apparatuses, including a wireless handset, an Integrated Circuit (IC), or a set of ICs (e.g., a chipset). Various components, modules, or units are described in embodiments of the disclosure to emphasize functional aspects of devices configured to perform the described techniques, but do not necessarily require realization by different hardware units. Rather, as noted above, the various units may be combined in a codec hardware unit or provided by a collection of interoperating hardware units (including one or more processors as noted above) in conjunction with suitable software and/or firmware.

The present application describes embodiments, but the description is illustrative rather than limiting and it will be apparent to those of ordinary skill in the art that many more embodiments and implementations are possible within the scope of the embodiments described herein. Although many possible combinations of features are shown in the drawings and discussed in the detailed description, many other combinations of the disclosed features are possible. Any feature or element of any embodiment may be used in combination with or instead of any other feature or element in any other embodiment, unless expressly limited otherwise.

The present application includes and contemplates combinations of features and elements known to those of ordinary skill in the art. The embodiments, features and elements disclosed in this application may also be combined with any conventional features or elements to form a unique inventive concept as defined by the claims. Any feature or element of any embodiment may also be combined with features or elements from other inventive aspects to form yet another unique inventive aspect, as defined by the claims. Thus, it should be understood that any of the features shown and/or discussed in this application may be implemented alone or in any suitable combination. Accordingly, the embodiments are not limited except as by the appended claims and their equivalents. Furthermore, various modifications and changes may be made within the scope of the appended claims.

Further, in describing representative embodiments, the specification may have presented the method and/or process as a particular sequence of steps. However, to the extent that the method or process does not rely on the particular order of steps set forth herein, the method or process should not be limited to the particular sequence of steps described. Other orders of steps are possible as will be understood by those of ordinary skill in the art. Therefore, the particular order of the steps set forth in the specification should not be construed as limitations on the claims. Further, the claims directed to the method and/or process should not be limited to the performance of their steps in the order written, and one skilled in the art can readily appreciate that the sequences may be varied and still remain within the spirit and scope of the embodiments of the present application.

Claims

1. An automatic lane change method, comprising:

detecting a target vehicle and recording driving parameters of the target vehicle;

when the target vehicle is determined to be lost, timing is started to record the lost time of the lost target vehicle;

when the automatic lane changing time is reached, determining that the lost target vehicle influences lane changing safety based on the driving parameters and the loss duration of the lost target vehicle, and canceling or deducing the lane changing.

2. The automatic lane change method according to claim 1, further comprising:

3. The automatic lane-changing method according to claim 2, wherein the method for determining whether the lost target vehicle affects lane-changing safety according to the driving parameters and the loss duration of the lost target vehicle comprises the following steps:

4. The automatic lane change method according to claim 3,

the driving parameters comprise: the longitudinal distance between the target vehicle and the host vehicle and the relative speed of the target vehicle and the host vehicle;

and dividing the longitudinal distance between the lost target vehicle and the vehicle before the lost target vehicle is lost by the relative speed between the lost target vehicle and the vehicle before the lost target vehicle is lost to obtain the predicted collision duration of the lost target vehicle.

5. The automatic lane-changing method according to claim 3, wherein said determining whether the lost target vehicle affects lane-changing safety according to the lost time period and the predicted collision time period of the lost target vehicle comprises:

judging whether the loss time length is greater than the sum of the estimated collision time length and a preset safe lane changing time length;

when the loss time length is greater than the sum of the predicted collision time length and a preset safe lane changing time length, judging that the lane changing safety is not influenced by the lost target vehicle;

and when the loss time length is less than or equal to the sum of the predicted collision time length and a preset safe lane changing time length, judging that the lane changing safety is influenced by the lost target vehicle.

6. The automatic lane change method according to claim 5,

the preset safe lane changing time length is equal to the product of the automatic lane changing time and the safety factor.

7. The automatic lane change method according to claim 6,

the driving parameters comprise: a lateral distance between a target vehicle and a host vehicle, and a lateral speed of the target vehicle;

the safety factor is positively correlated with the transverse speed within a set speed range.

8. The automatic lane change method according to claim 7,

the safety factor is more than or equal to 1.2 and less than or equal to 2.0.

9. The automatic lane change method according to claim 7, wherein a transverse speed is recorded as x, the unit is m/s, a safety factor is recorded as y, and the y has the following relationship with the x:

when 0 < y < 0.5, y is 1.2;

when y > 2.0, y is 2.0.

10. The automatic lane-changing method according to claim 2, wherein the method for determining whether the target vehicle without loss affects lane-changing safety according to the driving parameters of the target vehicle without loss comprises:

and when the collision duration of the target vehicle which is not lost is safe collision duration, determining that the target vehicle which is not lost does not influence lane change safety.

11. The automatic lane change method according to claim 10,

the driving parameters comprise: the longitudinal distance between the target vehicle and the host vehicle, and the relative speed of the target vehicle and the host vehicle;

and dividing the longitudinal distance between the target vehicle and the vehicle by the relative speed of the target vehicle and the vehicle to obtain the collision duration of the target vehicle.

12. The automatic lane change method according to any one of claims 1 to 11,

periodically executing the detection of the target vehicle and recording the driving parameters of the target vehicle;

and when the automatic lane change opportunity is reached, determining that the lost target vehicle influences lane change safety according to the driving parameters and the loss duration of the lost target vehicle, and canceling or postponing the lane change step, wherein the driving parameters are the driving parameters recorded last time before the target vehicle is lost.

13. The automatic lane change method according to any one of claims 1 to 11, further comprising:

14. An automatic lane-changing control apparatus comprising a processor and a memory storing a computer program, the processor implementing the steps of the automatic lane-changing method according to any one of claims 1 to 13 when executing the computer program.

15. A driving assistance system characterized by comprising:

driving environment condition detection means configured to detect a driving environment condition;

an automatic lane change control device configured to control an automatic lane change according to a driving environment condition;

wherein, the automatic lane change control device includes:

a target vehicle monitoring module configured to: monitoring the state of a target vehicle according to the driving environment condition, recording the driving parameters of the target vehicle, and starting a timer to record the loss duration of the lost target vehicle when the target vehicle is determined to be lost;

the lane change control module is arranged as follows: and when the automatic lane changing time is reached, canceling or postponing the automatic lane changing when the lane changing safety is influenced by the lost target vehicle based on the driving parameters and the lost time of the lost target vehicle.