CN114919580A - Method and system for realizing lane change management of automatic driving vehicle in crowded road scene - Google Patents
Method and system for realizing lane change management of automatic driving vehicle in crowded road scene Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18163—Lane change; Overtaking manoeuvres
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W60/00—Drive control systems specially adapted for autonomous road vehicles
- B60W60/001—Planning or execution of driving tasks
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
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Abstract
A method and system for lane change management of an autonomous vehicle. The method comprises the following steps: initiating a lane change request to a target vehicle located on a target lane; receiving a lane change request response from the target vehicle, wherein the lane change request response includes a negotiated condition, the negotiated condition being determined by the target vehicle based at least in part on an energy consumption increased by performance of a courier by the target vehicle; determining whether the negotiation condition can be satisfied; and in response to the negotiation condition being able to be satisfied, sending a negotiation success message to the target vehicle and performing a lane change. The system includes a lane-change management module configured to perform the above-described method and a vehicle control module configured to control an autonomous vehicle to perform a lane-change. Numerous other aspects are also included.
Description
Technical Field
The invention relates to the technical field of automatic driving, in particular to a method and a system for realizing automatic driving vehicle lane change management in a crowded road scene.
Background
Under the scene of road congestion in the peak time of a large city, the automatic driving vehicles run in a queue at a relatively low speed in a state of keeping a relatively short safe distance from the front and rear vehicles, and meanwhile, the situation of vehicle lane change inevitably exists due to the complex road environment of the city.
In the automatic driving vehicle lane changing management under the crowded scene of the road, the following vehicles on the target lane need to be subjected to speed reduction operation for keeping the safe distance, so that the fuel/electric quantity loss is increased, the time cost is increased, and the comfort of passengers is reduced, therefore, the following vehicles on the target lane show selfishness and do not want to give way to the lane changing vehicles actively.
The invention discloses a method and a system for realizing automatic driving vehicle lane change management in a crowded road scene, and provides a parameter for representing the selfishness of subsequent vehicles on a target lane, and a compensation mechanism based on the selfishness parameter of the subsequent vehicles on the target lane, so that the enthusiasm of the subsequent vehicle gifts on the target lane is improved, and the overall performance of an automatic driving management system is improved.
The invention content is as follows:
the following presents a simplified summary of one or more aspects in order to provide a basic understanding of such aspects. This summary is not an extensive overview of all contemplated aspects, and is intended to neither identify key or critical elements of all aspects nor delineate the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that is presented later.
The invention provides a method for lane change management of an autonomous vehicle, the method comprising: initiating a lane change request to a target vehicle located on a target lane; receiving a lane change request response from the target vehicle, wherein the lane change request response includes a negotiation condition determined by the target vehicle based at least in part on an energy consumption increased by performance of a gift by the target vehicle; determining whether the negotiation condition can be satisfied; and in response to the negotiation condition being able to be satisfied, sending a negotiation success message to the target vehicle and performing lane change.
According to a further embodiment of the invention, the method further comprises: receiving a lane change request from a lane change vehicle; determining a negotiation condition based at least in part on the increased energy consumption to perform a gifting for the lane change request; sending a lane change request response to the lane change vehicle, wherein the lane change request response comprises the negotiation condition; and executing the give-up in response to receiving the negotiation success message from the lane-change vehicle.
According to a further embodiment of the invention, the negotiation condition is further determined based on an affected time and comfort of the target vehicle.
According to a further embodiment of the present invention, the negotiated conditions are expressed in the form of a compensated integration value, and determining whether the negotiated conditions can be met includes determining whether a lane-change vehicle has an integration balance greater than or equal to the compensated integration value for compensation to the target vehicle.
According to a further embodiment of the present invention, the compensated integration value is determined based on the following calculation method: determining a selfishness factor γ ═ γ for the target vehicle E+ γ T+ γ C Wherein: an energy selfishness factor gamma of the target vehicle E ＝k E Δ v · | ln (p) |; a time selfishness factor gamma of the target vehicle T ＝k T ·Δv -1 (ii) a A comfort selfishness factor γ of the target vehicle C ＝k C Δ v, where the selfishness factor weights the coefficient k E 、k T 、k C Is constant, av is the magnitude of deceleration of the target vehicle, p is the percentage of fuel and/or charge remaining in the target vehicle, and the compensated integration value is determined based on a selfishness factor γ.
According to a further embodiment of the invention, the selfishness factor is usedMinimum value of gamma min Is determined as the compensated integration value.
According to a further embodiment of the invention, the target vehicle is arranged to take the minimum value γ of the selfishness factor γ min The corresponding magnitude of deceleration deltav performs the give-up.
The present invention also provides a system for lane change management implemented on an autonomous vehicle, the system comprising: a lane change management module configured to: initiating a lane change request to a target vehicle located on a target lane; receiving a lane change request response from the target vehicle, wherein the lane change request response includes a negotiation condition determined by the target vehicle based at least in part on an energy consumption increased by performance of a gift by the target vehicle; determining whether the negotiation condition can be satisfied; and in response to the negotiation condition being able to be met, sending a negotiation success message to the target vehicle; and a vehicle control module configured to: controlling the autonomous vehicle to perform a lane change after the negotiation success message is sent.
According to a further embodiment of the invention, the lane change management module is further configured to: receiving a lane change request from a lane change vehicle; determining a negotiation condition based at least in part on the increased energy consumption to perform a courtesy for the lane-change request; and sending a lane change request response to the lane change vehicle, wherein the lane change request response comprises the negotiation condition; and the vehicle control module is further configured to: controlling the autonomous vehicle to execute a give-away in response to receiving a negotiation success message from a lane-change vehicle.
According to a further embodiment of the invention, the negotiation condition is represented in the form of a compensation integration value, and the compensation integration value is determined according to the following method: determining a selfishness factor γ ═ γ for the target vehicle E+ γ T+ γ C Wherein: an energy selfishness factor γ of the target vehicle E ＝k E Δ v · | ln (p) |; a time selfishness factor γ of the target vehicle T ＝k T ·Δv -1 (ii) a A comfort selfishness factor γ of the target vehicle C ＝k C Δ v, where the selfishness factor weights the coefficient k E 、k T 、k C Is constant, av is a magnitude of deceleration of the target vehicle, p is a percentage of fuel and/or charge remaining for the target vehicle, and the compensation integration value is determined based on a selfish factor γ, and the lane change management module is further configured to manage an integration balance of the autonomous vehicle.
This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter. Additional aspects, features and/or advantages of various embodiments will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the disclosure.
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So that the manner in which the above recited features of the present invention can be understood in detail, a more particular description of the invention, briefly summarized above, may be had by reference to embodiments, some of which are illustrated in the appended drawings. It is to be noted, however, that the appended drawings illustrate only some typical aspects of this invention and are therefore not to be considered limiting of its scope, for the description may admit to other equally effective aspects. In the drawings, like reference numerals are used to designate like elements throughout. It is noted that the drawings described are only schematic and are non-limiting. In the drawings, the size of some of the elements may be exaggerated and not drawn on scale for illustrative purposes.
FIG. 1 illustrates an example of an autonomous vehicle lane change in a road congestion scenario, according to an embodiment of the present invention.
2a-2d illustrate example diagrams of various vehicle selfishability factors, according to an embodiment of the invention.
FIG. 3 illustrates an example of a method for implementing lane change management for an autonomous vehicle in accordance with an embodiment of the present invention.
FIG. 4 illustrates an example of a system for implementing lane change management for an autonomous vehicle in accordance with an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail with reference to the following embodiments and the accompanying drawings. In the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of the described exemplary embodiments. It will be apparent, however, to one skilled in the art, that the described embodiments may be practiced without some or all of these specific details. In other exemplary embodiments, well-known structures or processing steps have not been described in detail in order to avoid unnecessarily obscuring the concepts of the present disclosure.
In this specification, unless otherwise specified, the term "a or B" used by this specification means "a and B" and "a or B", and does not mean that a and B are exclusive.
FIG. 1 illustrates an example of an autonomous vehicle lane change in a road congestion scenario, according to an embodiment of the present invention.
In the automatic driving vehicle lane changing management under the crowded scene of the road, the follow-up vehicles on the target lane can adopt deceleration operation for keeping safe distance, thereby increasing fuel/electric quantity loss, increasing time cost and reducing passenger comfort, leading the follow-up vehicles on the lane changing target lane to show selfishness and being unwilling to give way to the lane changing vehicles actively.
For the purpose of analysis and presentation, the present invention ignores the influence of the subsequent second vehicle and subsequent vehicles on the target lane, and only discusses selfishness of the subsequent first vehicle on the target lane. In the present invention, a vehicle that needs lane changing is referred to as a lane changing vehicle, and a first vehicle following the target lane is referred to as a target vehicle.
As shown in fig. 1, the lane-change vehicle 115k is traveling normally on the first lane, and wants to leave the first lane and go to the second lane (i.e., the target lane) due to a steering demand at the next intersection, an emergency, or other reasons. At this time, the target vehicle 115i is traveling normally on the target lane, and the lane-change vehicle 115k issues a lane-change request to the target vehicle 115 i.
In embodiments of the present application, the target vehicle 115i may, after receiving the lane change request, calculate a current vehicle selfishness factor (e.g., as described in detail below with reference to fig. 2a-2 c) of the target vehicle 115i in response to the lane change request, and may determine a desired compensation integral for the target vehicle based at least in part on the current vehicle selfishness factor. For example, the desired compensation integral for the target vehicle may be equal to the vehicle selfishness factor, may be an up/down integer value of the vehicle selfishness factor, or may be a function of or a mapping associated with the vehicle selfishness factor. The target vehicle 115i may transmit to the lane-change vehicle 115k a negotiation condition determined by the target vehicle 115i based at least in part on the increased energy consumption of its commissions. For example, the negotiation condition may be a signal indicating that compensation integration is desired. For example, the desired compensation integral may be included in the vehicle-interacted V2V signal or in a response message sent to the lane-change vehicle (as indicated by the arrow in fig. 1). On the other hand, vehicles on the lane may broadcast their negotiated conditions to surrounding vehicles in real time/periodically. Additionally or alternatively, vehicles on the lane may communicate the negotiation conditions to a roadside unit and/or base station, eNB, or like access point, and lane change vehicles may indirectly obtain the negotiation conditions from the roadside unit and/or base station, eNB, or like access point.
In the embodiment of the present application, the lane-change vehicle 115k determines whether to perform a lane change depending on its own compensation point balance after receiving the negotiation condition of the target vehicle 115 i. In an embodiment of the present application, the compensation integration balance of the lane-change vehicle may have an initial value. In an embodiment of the present application, the target vehicle may receive the gifted compensation points and use for its payment of the gifted compensation points when a lane change occurs during subsequent vehicle travel.
In an embodiment of the application, if the compensation point balance of the lane-change vehicle 115k is greater than the desired compensation point indicated in the negotiation condition, the negotiation condition can be satisfied, and the lane-change vehicle 115k may send a negotiation success message to the target vehicle 115i and perform lane change. Additionally or alternatively, if the compensation credit balance of the lane-change vehicle 115k is greater than or equal to the desired compensation credit of the target vehicle 115i, the lane-change vehicle 115k may make a lane change to the second lane (target lane) and pay the desired compensation credit to the target vehicle 115 k; if the compensation credit balance of the lane-change vehicle 115k is less than the desired compensation credit of the target vehicle 115i, the lane-change vehicle 115k cannot make a lane change to the second lane (target lane), and the lane-change vehicle 115k may initiate a lane change request to another target vehicle 115j on the target lane, and the above process is repeated until the compensation credit balance of the lane-change vehicle 115k is greater than or equal to the desired compensation credit of the other target vehicle to perform the lane change and pay the corresponding compensation credit.
In embodiments of the present application, the target vehicle 115i, upon receiving the negotiation message sent by the lane-change vehicle 115k, may decelerate accordingly (e.g., with the minimum value γ of the selfish factor γ as discussed below) min Corresponding magnitude of deceleration deltav) to execute the give-away.
It should be understood that although three vehicles are shown in fig. 1 for illustrative purposes, in autonomous vehicle lane changing management in an actual road congestion scenario, there may be more vehicles traveling on each lane. The method and the system for realizing the lane change management of the automatic driving vehicle in the crowded road scene provide a parameter for representing the selfishness of subsequent vehicles of a lane change target lane, and can improve the enthusiasm of vehicle gifts and the overall performance of the system based on a compensation mechanism of the selfishness parameter of the subsequent vehicles of the lane change target lane. As illustrated in detail in fig. 2a-2d below.
2a-2d illustrate example diagrams of various vehicle selfishness factors in accordance with an embodiment of the present invention.
FIG. 2a illustrates an energy selfishness factor γ according to an embodiment of the present invention E Followed by an example of a change in vehicle fuel and/or charge loss.
In an embodiment of the application, the energy selfishness factor γ E Can characterizeFuel and/or electrical charge loss of the target vehicle. For example, when the vehicle is a fuel vehicle, the energy selfishness factor γ E Can represent the fuel loss of a target vehicle, and when the vehicle is an electric vehicle, the energy selfishness factor gamma E The electric quantity loss of the target vehicle can be represented, and when the vehicle is a hybrid vehicle, the energy selfish factor gamma is E The fuel and charge losses of the target vehicle may be characterized. It should be noted that the present application is not limited to the above examples, and may also include vehicles or vehicles using other power. In an embodiment of the application, the energy selfishness factor γ E May be related to the magnitude of vehicle deceleration Δ V (e.g., Δ V ═ V) 1 -V 2 ，V 1 Is the current running speed, V, of the target vehicle 2 Is the speed at which the target vehicle is driven after being affected and decelerated) and, at the same time, rises exponentially as the percentage p of remaining fuel and/or electric quantity decreases, i.e., the energy selfishness factor γ E Can be represented by the following formula:
γ E ＝k E ·Δv·|ln(p)|，
wherein k is E Is a constant, weighted coefficient of the energy selfishness factor. As shown in FIG. 2a, when Δ v is constant, the energy selfishness factor γ E Increasing exponentially as the percentage p of remaining fuel/charge decreases.
In the embodiment of the present application, the weighting coefficient k of the energy selfishness factor E May be set by a vehicle user (e.g., owner, user, passenger, driver, etc.). For example, the weighting coefficient k of the energy selfishness factor can be set on the display screen of the center console of the vehicle E . Additionally or alternatively, the energy selfishness factor weighting coefficient k may be displayed on a vehicle center console display screen E For selection by the user. For example, if the vehicle user can apply the weighting factor k on the vehicle center console display for more intentional reasons such as a remaining energy value, a distance from the gas station or charging post, or a distance from the destination T The setting is higher.
FIG. 2b illustrates a temporal selfishness factor γ according to an embodiment of the invention T Examples of variation with deceleration amplitude。
In an embodiment of the application, the temporal selfishness factor γ T The affected time of the target vehicle may be characterized. Wherein the temporal selfishness factor γ T Inversely proportional to the vehicle deceleration amplitude av, i.e. the temporal selfishness factor gamma T Can be represented by the following formula:
γ T ＝k T ·Δv -1 ，
wherein k is T Is a constant, weighted coefficient of the temporal selfishness factor. As shown in fig. 2b, S is the safe distance reserved for the lane-change vehicle by the lane-change target lane following vehicle, and Δ T is the affected time of the lane-change target lane following vehicle. When Δ v increases, Δ T may vary with the safety distance S.
In the embodiment of the present application, the weighting coefficient k of the temporal selfishness factor T May be set by the owner of the vehicle and/or the user of the vehicle. For example, if the vehicle owner and/or passenger is anxious to go to the destination, the weighting factor k may be displayed on the vehicle center console display T The setting is higher.
FIG. 2c illustrates a comfort selfishness factor γ according to an embodiment of the invention E Example of variation with deceleration amplitude.
Comfort selfishness factor gamma C The target vehicle may be characterized for passenger comfort. Wherein the comfort selfishness factor gamma C Proportional to the magnitude of vehicle deceleration Δ v, i.e. comfort selfishness factor γ C Can be represented by the following formula:
γ C ＝k C ·Δv，
wherein k is C Is a constant, weighted coefficient of the comfort selfishness factor. For example, if the vehicle owner and/or passenger do not want to slow themselves forward due to vehicle intrusion, the comfort weighting factor k may be applied to the vehicle center console display C The setting is higher.
As described above, for the convenience of analysis and expression, the following second vehicle and its following vehicle influence on the target lane are ignored in the present invention, and the selfishness of the following first vehicle (i.e., the target vehicle) on the target lane is only discussed, i.e., the selfishness factor thereof can be expressed by the following formula:
γ＝k E ·Δv·|ln(p)|+k T ·Δv -1 +k C ·Δv
when the lane change vehicle initiates the lane change, the remaining fuel/electric quantity percentage (wherein, p is more than or equal to 0 and less than or equal to 1) of the target vehicle is a fixed value, and at the moment:
γ＝(k E ·|ln(p)|+k C )Δv+k T ·Δv -1 ，
wherein, when Δ v ═ sqrt (k) T /(k E ·|ln(p)|+k C ) In time, γ takes a minimum value γ as shown in FIG. 2d min ＝sqrt(k T ·(k E ·|ln(p)|+k C ))。
In an embodiment of the present application, the benifit expected compensation integral of the target vehicle may be simplified to Δ C — γ min . The target vehicle may take the minimum value γ of the selfishness factor γ min The corresponding magnitude of deceleration deltav to execute the give-up. It should be appreciated that, as described above, the desired compensation integral for the target vehicle may be equal to the minimum value of the vehicle selfishness factor, may be an upper/lower rounded integer value of the vehicle selfishness factor minimum value, or may be a function of the vehicle selfishness factor minimum value or a mapping associated with the vehicle selfishness factor.
FIG. 3 illustrates an example of a method of implementing lane change management for an autonomous vehicle in accordance with an embodiment of the present invention.
The actions specified in the methods of the present application may be performed by a computing device (e.g., a processor, processing circuitry, and/or other suitable components) of a lane-change vehicle or a target vehicle, such as vehicle 115i, vehicle 115j, vehicle 115k, etc., described in fig. 1. As illustrated, while the methods of the present application include only a few enumeration steps, embodiments of the methods of the present application may include additional steps before, after, and between the enumeration steps. In some embodiments, one or more of these enumeration steps may be omitted or performed in a different order.
In an embodiment of the present application, for example, in FIG. 3, a method 300 of automated vehicle lane change management may include the steps of:
at step 305, the lane-change vehicle may initiate a lane-change request to a target vehicle located on a target lane, where the target vehicle is the first vehicle to follow the lane-change vehicle after the lane-change vehicle is expected to merge into the target lane. In the embodiment of the present application, as described with reference to fig. 1, the lane-change vehicle 115k is traveling normally on the first lane, and wants to leave the first lane and go to the second lane (i.e., the target lane) due to a steering demand at the next intersection, an emergency, or other reasons. At this time, the target vehicle 115i is traveling normally in the target lane, and the lane-change vehicle 115k issues a lane-change request to the target vehicle 115 i.
At step 310, the target vehicle may determine a desired compensation integral for the target vehicle based at least in part on a current vehicle selfish factor of the target vehicle in response to the lane change request. In an embodiment of the present application, as described with reference to fig. 1, the target vehicle 115i may, after receiving the lane change request, calculate a current vehicle selfishness factor (e.g., described in detail below with reference to fig. 2a-2 c) for the target vehicle 115i in response to the lane change request, and may determine a desired compensation integral for the target vehicle based at least in part on the current vehicle selfishness factor. For example, the desired compensation integral for the target vehicle may be equal to the vehicle selfishness factor, may be an up/down integer value of the vehicle selfishness factor, or may be a function of or a mapping associated with the vehicle selfishness factor.
At step 315, the target vehicle may transmit a lane-change request response to the lane-change vehicle, where the lane-change request response includes a negotiation condition that is determined by the target vehicle based at least in part on the energy consumption added by the target vehicle performing the gifting. For example, the negotiation conditions may include a desired compensation integral or be expressed in the form of a compensation integral value. For example, the compensation integration value is determined based on the following calculation method: determining a selfish factor γ ═ γ for a target vehicle E+ γ T+ γ C Wherein: energy selfishness factor gamma of target vehicle E ＝k E Δ v · | ln (p) |; targetTime selfishness factor gamma of vehicle T ＝k T ·Δv -1 (ii) a Comfort selfishness factor gamma of target vehicle C ＝k C Δ v, where the selfishness factor weights the coefficient k E 、k T 、k C Is constant, av is the deceleration amplitude of the target vehicle, p is the percentage of fuel and/or charge remaining in the target vehicle, and the compensation integration value is determined based on the selfishness factor γ. For example, the minimum value γ of the selfishness factor γ may be set min Determined as the compensated integration value. In an embodiment of the present application, the negotiation condition may be included in the vehicle-interacted V2V signal (as indicated by the arrow in fig. 1), as described with reference to fig. 1. On the other hand, the vehicles on the lane may broadcast their negotiation conditions to surrounding vehicles in real time/periodically. Additionally or alternatively, vehicles on the lane may communicate signals to the roadside unit and/or base station, eNB, etc. access point that are merely conditions to negotiate, and lane-change vehicles may indirectly obtain signals from the roadside unit and/or base station, eNB, etc. that indicate conditions to negotiate.
At step 320, the lane-change vehicle may determine whether the negotiation conditions of the target vehicle can be satisfied; and sending a negotiation success message to the target vehicle in response to the negotiation condition being able to be satisfied. For example, the lane-change vehicle may perform a lane-change and pay the desired compensation integral to the target vehicle in response to its compensation integral balance being greater than or equal to the desired compensation integral, i.e., determining whether the negotiation condition can be met may include determining whether the lane-change vehicle has an integral balance greater than or equal to the compensation integral value for compensation to the target vehicle. In an embodiment of the present application, as described with reference to fig. 1, if the compensation integral balance of the lane-change vehicle 115k is equal to or greater than the desired compensation integral of the target vehicle 115i, the lane-change vehicle 115k may make a lane change to the second lane (target lane) and pay the desired compensation integral to the target vehicle 115 k. If the compensation credit balance of the lane-change vehicle 115k is less than the desired compensation credit of the target vehicle 115i, the lane-change vehicle 115k is unable to make a lane change to the second lane (target lane), and the lane-change vehicle 115k may initiate a lane change request to another target vehicle 115j on the target lane and the process is repeated until the lane-change vehicle 115 k's compensation credit balance is less than the desired compensation credit of the target vehicle 115iThe penalty point balance is greater than or equal to the desired penalty points for the other target vehicles before a lane change can be performed. In addition, the target vehicle may, in response to receiving the negotiation success message from the lane change vehicle, take a minimum value γ of the selfishness factor γ min The corresponding magnitude of deceleration deltav to execute the give-up.
FIG. 4 illustrates an example of a system implementing automated vehicle lane change management according to an embodiment of the present invention.
As shown in fig. 4, the lane change management system of the present application may include a road control module, a safety control module, and a vehicle control module.
In the embodiment of the application, the road control module can complete the driving route planning of the automatic driving vehicle and realize lane change management. The road control module comprises a route planning module and a lane change management module.
For example, the route planning module may plan a reasonable driving route according to the position information of the departure place and the destination of the vehicle. As described with reference to fig. 1-4, the vehicle 115i, 115j, 115k, etc. may input the vehicle's origin, destination location information, the route planning module calculates a reasonable driving route based at least in part on the inputs (as well as real-time traffic conditions, etc.), and the driving route may optionally be output via a human-machine interaction module (e.g., a display screen on a center console, a sound box, etc.).
For example, the lane change management module may implement the following functions: setting and managing selfish factor weighting coefficients, compensation score management, selfish factor calculation, lane change behavior negotiation and decision, determining lane change negotiation conditions (e.g., expressed in the form of compensation integral values), and the like. As described with reference to FIGS. 1-4, in each of the autonomous vehicles, the weighting coefficient k of the energy selfishness factor E Weighting factor k of the temporal selfishness factor T Comfort weighting coefficient k C May be set by the vehicle user and stored in the lane change management module. Additionally or alternatively, the lane change management module may also store and manage a compensation point balance, and a common weighting factor based at least in part on the selfishness factor and the current speed,The target vehicle remaining fuel/electricity percentage p, etc. is calculated from the selfishness factor minimum value gamma min ＝sqrt(k T ·(k E ·|ln(p)|+k C ))。
For example, the lane change management module may be configured to: initiating a lane change request to a target vehicle located on a target lane; receiving a lane change request response from the target vehicle, wherein the lane change request response includes a negotiation condition determined by the target vehicle based at least in part on the energy consumption increased by the execution of the gifts by the target vehicle; determining whether a negotiation condition can be satisfied; and sending a negotiation success message to the target vehicle in response to the negotiation condition being able to be satisfied. Additionally, the lane change management module may be further configured to: receiving a lane change request from a lane change vehicle; determining a negotiation condition based at least in part on the increased energy consumption to perform the gifting for the lane-change request; and sending a lane change request response to the lane change vehicle, the lane change request response including the negotiation condition.
For example, the safety control module may use video surveillance, body radar, and other devices to collect real-time road information and make safety decisions such as obstacle avoidance. As described with reference to fig. 1-4, if a vehicle in the current lane detects congestion ahead of the lane, an obstacle in the lane, etc., the safety control module may instruct the vehicle control module to make a lane change, e.g., control signaling to initiate the lane change, etc., may be generated.
In the embodiment of the application, the vehicle control module can execute the control function of the vehicle behavior based on road control decisions such as driving route planning and lane changing behavior decisions, obstacle avoidance behavior decisions of the safety control module and the like. As described with reference to fig. 1-4, the vehicle control module may receive driving routes, lane change decisions, lane change control signaling, etc. from the road control module and the safety control module and ultimately control the driving routes of the vehicle based at least in part on the factors described above. For example, the vehicle control module may be configured to: after the negotiation success message is sent, the autonomous vehicle is controlled to perform a lane change and/or to perform a give-away in response to receiving the negotiation success message from the lane change vehicle.
The method and the system for realizing the lane change management of the automatic driving vehicle in the crowded road scene have the advantages that compared with the prior art, the method has the following advantages:
(1) the parameter for representing the selfishness of the subsequent vehicles on the target lane is provided, the influence of the lane change of the vehicles on the subsequent vehicles on the target lane can be quantized, and the attention degree of the vehicle owners and the vehicles on different aspects is reflected in a personalized manner through the setting of the weighting coefficients, so that the satisfactory negotiation result of the lane change vehicle party and the target vehicle party is obtained;
(2) by carrying out integral compensation on the courtesy vehicle and using the integral to pay the courtesy compensation integral when lane change occurs in the subsequent vehicle running process, the courtesy enthusiasm of the vehicle can be effectively improved, and the overall performance of the system is improved;
(3) based on a courtesy vehicle compensation mechanism, an automatic driving vehicle lane change management system is constructed, and courtesy point transaction management in the vehicle lane change process is achieved.
Reference throughout this specification to "an embodiment" means that a particular described feature, structure, or characteristic is included in at least one embodiment. Thus, usage of such phrases may not refer to only one embodiment. Furthermore, the described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.
The various steps and modules of the methods and apparatus described above may be implemented in hardware, software, or a combination thereof. If implemented in hardware, the various illustrative steps, modules, and circuits described in connection with the present disclosure may be implemented or performed with a general purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA), or other programmable logic component, hardware component, or any combination thereof. A general purpose processor may be a processor, microprocessor, controller, microcontroller, or state machine, among others. If implemented in software, the various illustrative steps, modules, etc. described in connection with the present disclosure may be stored on or transmitted over as one or more instructions or code on a computer-readable medium. A software module implementing various operations of the present disclosure may reside in a storage medium such as RAM, flash memory, ROM, EPROM, EEPROM, registers, hard disk, a removable disk, a CD-ROM, cloud storage, and the like. A storage medium may be coupled to the processor such that the processor can read information from, and write information to, the storage medium, and execute the corresponding program modules to perform the various steps of the present disclosure. Furthermore, software-based embodiments may be uploaded, downloaded, or accessed remotely through suitable communication means. Such suitable communication means include, for example, the internet, the world wide web, an intranet, software applications, cable (including fiber optic cable), magnetic communication, electromagnetic communication (including RF microwave and infrared communication), electronic communication, or other such communication means.
The numerical values given in the embodiments are only examples and do not limit the scope of the present invention. In addition, other components or steps not recited in the claims or specification of the invention may be present as a whole. Moreover, the singular reference of a component does not exclude the plural reference of such components.
It is also noted that the embodiments may be described as a process which is depicted as a flowchart, a flow diagram, a structure diagram, or a block diagram. Although a flowchart may describe the operations as a sequential process, many of the operations can be performed in parallel or concurrently. In addition, the order of the operations may be rearranged.
The disclosed methods, apparatus, and systems should not be limited in any way. Rather, the present disclosure encompasses all novel and nonobvious features and aspects of the various disclosed embodiments, alone and in various combinations and subcombinations with one another. The disclosed methods, apparatus, and systems are not limited to any specific aspect or feature or combination thereof, nor do any of the disclosed embodiments require that any one or more specific advantages be present or that certain or all technical problems be solved.
The present invention is not limited to the above-mentioned embodiments, which are only illustrative and not restrictive, and those skilled in the art can make many modifications without departing from the spirit and scope of the invention as defined in the appended claims.
One skilled in the relevant art will recognize that the embodiments can be practiced without one or more of the specific details, or with other methods, resources, materials, etc. In other instances, well-known structures, resources, or operations have not been shown or described in detail merely to observe obscuring aspects of the embodiments.
While embodiments and applications have been illustrated and described, it is to be understood that the embodiments are not limited to the precise configuration and resources described above. Various modifications, substitutions, and improvements apparent to those skilled in the art may be made in the arrangement, operation, and details of the methods and systems disclosed herein without departing from the scope of the claimed embodiments.
The terms "and," "or," and/or "as used herein may include a variety of meanings that are also contemplated depending, at least in part, on the context in which such terms are used. In general, "or" if used to associate a list, such as A, B or C, is intended to mean A, B and C (used herein in an inclusive sense) and A, B or C (used herein in an exclusive sense). In addition, the term "one or more" as used herein may be used to describe any feature, structure, or characteristic in the singular or may be used to describe a plurality or some other combination of features, structures, or characteristics. However, it should be noted that this is merely an illustrative example and claimed subject matter is not limited to this example.
While there has been illustrated and described what are presently considered to be example features, it will be understood by those skilled in the art that various other modifications may be made, and equivalents may be substituted, without departing from claimed subject matter. Additionally, many modifications may be made to adapt a particular situation to the teachings of claimed subject matter without departing from the central concept described herein.
An implementation (1) may be a method for lane change management of an autonomous vehicle, the method comprising: initiating a lane change request to a target vehicle located on a target lane; receiving a lane change request response from the target vehicle, wherein the lane change request response includes a negotiation condition determined by the target vehicle based at least in part on an energy consumption increased by performance of a gift by the target vehicle; determining whether the negotiation condition can be satisfied; and in response to the negotiation condition being able to be satisfied, sending a negotiation success message to the target vehicle and performing lane change.
There may be some implementations (2) of the method (1) above, wherein the method further comprises: receiving a lane change request from a lane change vehicle; determining a negotiation condition based at least in part on the increased energy consumption to perform a gifting for the lane change request; sending a lane change request response to the lane change vehicle, wherein the lane change request response comprises the negotiation condition; and executing the give-up in response to receiving the negotiation success message from the lane-change vehicle.
There may be some implementations (3) of the method (1) above, where the negotiation condition is further determined based on an affected time and comfort of the target vehicle.
There may be some implementations (4) of the method (3) above, wherein the negotiation condition is expressed in terms of a compensation integration value, and determining whether the negotiation condition can be met includes determining whether a lane change vehicle has an integration balance greater than or equal to the compensation integration value for compensation to the target vehicle.
There may be some implementations (5) of the above method (4), the compensated integration value being determined based on the following calculation method: determining a selfishness factor γ ═ γ for the target vehicle E+ γ T+ γ C Wherein: an energy selfishness factor gamma of the target vehicle E ＝k E Δ v · | ln (p) |; a time selfishness factor γ of the target vehicle T ＝k T ·Δv -1 (ii) a A comfort selfishness factor γ of the target vehicle C ＝k C Δ v, where the selfishness factor weights the coefficient k E 、k T 、k C Is a constantΔ v is a deceleration amplitude of the target vehicle, p is a remaining fuel and/or electric quantity percentage of the target vehicle, and the compensation integration value is determined based on a selfishness factor γ.
There may be some implementations (6) of the above method (5) that include assigning a minimum value γ of the selfishness factor γ min And determining the compensation integral value.
There may be some implementations (7) of the method (6) above, the target vehicle to take a minimum value γ of the selfishness factor γ min The corresponding magnitude of deceleration deltav performs the give-up.
An implementation (8) may be a system for lane change management implemented on an autonomous vehicle, the system comprising: a lane change management module configured to: initiating a lane change request to a target vehicle located on a target lane; receiving a lane change request response from the target vehicle, wherein the lane change request response includes a negotiation condition determined by the target vehicle based at least in part on an energy consumption increased by performance of a gift by the target vehicle; determining whether the negotiation condition can be satisfied; and in response to the negotiation condition being able to be met, sending a negotiation success message to the target vehicle; and a vehicle control module configured to: controlling the autonomous vehicle to perform a lane change after the negotiation success message is sent.
There may be some implementations (9) of the method (8) above, the lane change management module being further configured to: receiving a lane change request from a lane change vehicle; determining a negotiation condition based at least in part on the increased energy consumption to perform a gifting for the lane change request; and sending a lane change request response to the lane change vehicle, wherein the lane change request response comprises the negotiation condition; and the vehicle control module is further configured to: controlling the autonomous vehicle to execute a give-away in response to receiving a negotiation success message from a lane-change vehicle.
There may be some implementations (10) of the method (8) described above, the negotiation condition being represented in the form of a compensation integration value, and the compensation integration value beingThe values are determined according to the following method: determining a selfishness factor γ ═ γ for the target vehicle E+ γ T+ γ C Wherein: an energy selfishness factor gamma of the target vehicle E ＝k E Δ v · | ln (p) |; a time selfishness factor γ of the target vehicle T ＝k T ·Δv -1 (ii) a A comfort selfishness factor γ of the target vehicle C ＝k C Δ v, where the selfishness factor weights the coefficient k E 、k T 、k C Is constant, av is a magnitude of deceleration of the target vehicle, p is a percentage of fuel and/or charge remaining for the target vehicle, and the compensation integration value is determined based on a selfish factor γ, and the lane change management module is further configured to manage an integration balance of the autonomous vehicle.
Claims (10)
1. A method for lane change management of an autonomous vehicle, the method comprising:
initiating a lane change request to a target vehicle located on a target lane;
receiving a lane change request response from the target vehicle, wherein the lane change request response includes a negotiation condition determined by the target vehicle based at least in part on an energy consumption increased by performance of a gifting by the target vehicle;
determining whether the negotiation condition can be satisfied; and
and responding to the meeting of the meeting condition, sending a meeting success message to the target vehicle, and executing lane change.
2. The method of claim 1, wherein the method further comprises:
receiving a lane change request from a lane change vehicle;
determining a negotiation condition based at least in part on the increased energy consumption to perform a gifting for the lane change request;
sending a lane change request response to the lane change vehicle, wherein the lane change request response comprises the negotiation condition; and
in response to receiving the negotiation success message from the lane change vehicle, a give-up is performed.
3. The method of claim 1, wherein the negotiation condition is determined further based on an affected time and comfort of the target vehicle.
4. The method of claim 3, wherein the negotiation condition is expressed in the form of a compensation integration value, and determining whether the negotiation condition can be met comprises determining whether a lane change vehicle has an integration balance greater than or equal to the compensation integration value for compensation to the target vehicle.
5. The method of claim 4, wherein the compensated integration value is determined based on the following calculation method:
determining a selfishness factor γ ═ γ for the target vehicle E +γ T +γ C Wherein:
an energy selfishness factor γ of the target vehicle E ＝k E ·Δv·|ln(p)|；
A time selfishness factor γ of the target vehicle T ＝k T ·Δv -1 ；
A comfort selfishness factor γ of the target vehicle C ＝k C ·Δv，
Wherein the selfishness factor weighting coefficient k E 、k T 、k C Is constant, av is the deceleration amplitude of the target vehicle, p is the percentage of fuel and/or charge remaining for the target vehicle, and the compensated integration value is determined based on a selfish factor γ.
6. The method of claim 5, characterized in that the minimum value γ of the selfishness factor γ is defined as min And determining the compensation integral value.
7. As claimed in claim 6The method as claimed in claim, characterized in that the target vehicle is arranged to take the minimum value γ of the selfishness factor γ min The corresponding deceleration magnitude av performs a courtesy.
8. A system for lane change management implemented on an autonomous vehicle, the system comprising:
a lane change management module configured to:
initiating a lane change request to a target vehicle located on a target lane;
receiving a lane change request response from the target vehicle, wherein the lane change request response includes a negotiation condition determined by the target vehicle based at least in part on an energy consumption increased by performance of a gifting by the target vehicle;
determining whether the negotiation condition can be satisfied; and
in response to the negotiation condition being able to be met, sending a negotiation success message to the target vehicle; and
a vehicle control module configured to:
controlling the autonomous vehicle to perform a lane change after the negotiation success message is sent.
9. The system of claim 8, wherein the lane change management module is further configured to:
receiving a lane change request from a lane change vehicle;
determining a negotiation condition based at least in part on the increased energy consumption to perform a gifting for the lane change request; and
sending a lane change request response to the lane change vehicle, wherein the lane change request response comprises the negotiation condition; and is
The vehicle control module is further configured to: controlling the autonomous vehicle to execute a courtesy in response to receiving a negotiation success message from a lane-change vehicle.
10. The system of claim 8, wherein the negotiation condition is represented in the form of a compensation integration value, and the compensation integration value is determined according to the method of claim 5, the lane change management module further configured to manage an integration balance of the autonomous vehicle.
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