CN116674536A - Vehicle lane changing obstacle avoidance method and vehicle - Google Patents

Vehicle lane changing obstacle avoidance method and vehicle Download PDF

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Publication number
CN116674536A
CN116674536A CN202310709281.7A CN202310709281A CN116674536A CN 116674536 A CN116674536 A CN 116674536A CN 202310709281 A CN202310709281 A CN 202310709281A CN 116674536 A CN116674536 A CN 116674536A
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CN
China
Prior art keywords
vehicle
lane
interval
variable
intervals
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Pending
Application number
CN202310709281.7A
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Chinese (zh)
Inventor
庄儒洪
李力耘
黄熠文
张惠康
廖俊潺
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Guangzhou Xiaopeng Autopilot Technology Co Ltd
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Guangzhou Xiaopeng Autopilot Technology Co Ltd
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Priority to CN202310709281.7A priority Critical patent/CN116674536A/en
Publication of CN116674536A publication Critical patent/CN116674536A/en
Pending legal-status Critical Current

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Classifications

    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0953—Predicting travel path or likelihood of collision the prediction being responsive to vehicle dynamic parameters
    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18163—Lane change; Overtaking manoeuvres
    • 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
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Abstract

The application relates to a lane-changing obstacle avoidance method for a vehicle and the vehicle. The method comprises the following steps: when the need of lane changing of the own vehicle is detected, obtaining a variable lane interval of the adjacent lane according to the position of the vehicle on the adjacent lane and the position of the obstacle on the current lane where the own vehicle is positioned; determining corresponding lane change areas according to the positions of the preceding vehicles and/or the positions of the following vehicles of the lane change intervals; according to the speed information of the vehicle and the vehicle position on the adjacent lane, respectively obtaining a speed planning curve of the vehicle reaching the corresponding lane area; and screening the variable track intervals according to a preset screening rule, and determining corresponding target track changing intervals in the variable track intervals so that the own vehicle changes tracks to corresponding target track changing areas according to the corresponding speed planning curves. According to the scheme provided by the application, a more suitable target lane change interval can be actively found, and lane change is performed according to the corresponding speed planning curve, so that the lane change process is safe and comfortable.

Description

Vehicle lane changing obstacle avoidance method and vehicle
Technical Field
The application relates to the technical field of automatic driving, in particular to a lane changing obstacle avoidance method for a vehicle and the vehicle.
Background
In the running process of the vehicle, if static obstacles such as ice cream cones, faulty vehicles and the like or dynamic obstacles moving at a low speed exist along the running direction of the current lane, the vehicle needs to avoid collision with the obstacles by means of decelerating, stopping or changing lanes.
In the related art, when the vehicle adopts automatic driving, the vehicle often decides whether to avoid the front obstacle by changing the lane according to the current position, whether the side lane has a gap or not, and whether the lane change at the current moment has collision danger or not; if the current position cannot avoid the obstacle through lane changing, only a deceleration brake can be selected until the vehicle is stopped to avoid the obstacle.
However, the lane changing mode is passive, lane changing can be successfully performed only when the nearest gap beside the lane changing mode just meets the conditions, and proper lane changing positions of the side lanes cannot be found through active acceleration and deceleration, so that the success rate of lane changing of the vehicle is low, and the passing efficiency and the riding experience of a user are affected.
Disclosure of Invention
In order to solve or partially solve the problems in the related art, the application provides a lane changing obstacle avoidance method for a vehicle and the vehicle, which can actively find a more suitable target lane changing interval and change lanes according to a corresponding speed planning curve, so that the lane changing process is safe and comfortable.
The first aspect of the application provides a vehicle lane-changing obstacle avoidance method, which comprises the following steps:
when the need of lane changing of the own vehicle is detected, obtaining a variable lane interval of the adjacent lane according to the position of the vehicle on the adjacent lane and the position of an obstacle on the current lane where the own vehicle is positioned; determining corresponding lane change areas according to the positions of the preceding vehicles and/or the positions of the following vehicles of the lane change intervals; respectively obtaining a speed planning curve of the own vehicle reaching the corresponding lane change area according to the speed information of the own vehicle and the vehicles on the adjacent lanes and the positions of the vehicles; and screening the variable channel intervals according to a preset screening rule, and determining a corresponding target channel changing interval in the variable channel intervals so that the own vehicle changes channels to a corresponding target channel changing area according to the corresponding speed planning curve.
In some embodiments, when it is detected that there is a lane change requirement of the own vehicle, the obtaining the variable lane interval of the adjacent lane according to the vehicle position on the adjacent lane and the obstacle position on the current lane where the own vehicle is located includes:
when the static obstacle or the dynamic obstacle with the moving speed smaller than the preset speed threshold value exist on the current lane along the running direction of the self-vehicle, determining that the self-vehicle has a lane changing requirement; determining the interval on the corresponding adjacent lane according to the vehicle position on the adjacent lane and the obstacle position of the current lane; and when the interval is larger than a preset distance threshold value, determining the interval as a variable channel interval.
In some embodiments, the determining the corresponding lane-changing area according to the position of the preceding vehicle and/or the position of the following vehicle of each lane-changing interval includes:
when the variable lane interval is positioned between a front vehicle and a rear vehicle, acquiring a front boundary and a rear boundary of the corresponding lane change area according to the positions of the front vehicle and the rear vehicle and a preset safety distance; and/or when the variable lane interval is positioned in front of the rear vehicle and no front vehicle exists, acquiring the rear boundary of the corresponding lane change area according to the position of the rear vehicle and the preset safety distance; and/or when the variable lane interval is positioned behind the preceding vehicle and no following vehicle, acquiring the front boundary of the corresponding lane change area according to the position of the preceding vehicle and the preset safety distance.
In some embodiments, the preset safety distance includes a safety following distance and/or a safety overtaking distance; the front boundary of the lane change area is positioned at a position where the tail of the preceding vehicle extends backwards by the safety following distance; the rear boundary of the lane-change area is located at a position where the head of the following vehicle extends forward by the safe overtaking distance.
In some embodiments, when the variable lane-spacing is between a preceding vehicle and a following vehicle, the end point of the speed planning curve is located at a specified location within the corresponding lane-change area; and/or, when the variable lane-spacing is located before a following vehicle and there is no preceding vehicle, the end point of the speed planning curve is located at the rear boundary of the corresponding lane-change area; and/or, when the variable lane-spacing is located behind a preceding vehicle and there is no following vehicle, the end point of the speed planning curve is located at the front boundary of the corresponding lane-change area.
In some embodiments, the screening the variable channel intervals according to a preset screening rule, and determining the corresponding target variable channel interval in the variable channel intervals includes:
respectively obtaining the residual distance between the vehicle and the obstacle when the vehicle reaches the reference area of the corresponding road area; sorting the variable channel intervals according to the corresponding residual intervals; and screening the variable channel interval corresponding to the maximum residual interval as a target variable channel interval.
In some embodiments, the method further comprises: and when the residual distances corresponding to all the variable road distances are smaller than 0, decelerating according to the current distance between the vehicle and the obstacle.
A second aspect of the application provides a vehicle comprising:
the interval acquisition module is used for acquiring the variable road interval of the adjacent lane according to the vehicle position on the adjacent lane and the obstacle position on the current lane where the own vehicle is located when the own vehicle is monitored to have the road changing requirement;
the area determining module is used for determining corresponding lane changing areas according to the positions of the preceding vehicles and/or the positions of the following vehicles of the lane changing intervals respectively;
the speed planning module is used for respectively obtaining speed planning curves of the vehicle reaching the corresponding lane change area according to the speed information and the positions of the vehicle on the vehicle and the adjacent lane;
and the target screening module is used for screening the variable channel intervals according to a preset screening rule, and determining corresponding target channel changing intervals in the variable channel intervals so that the own vehicle changes channels to corresponding target channel changing areas according to the corresponding speed planning curves.
A third aspect of the application provides a vehicle comprising:
a processor; and
a memory having executable code stored thereon which, when executed by the processor, causes the processor to perform the method as described above.
A fourth aspect of the application provides a computer readable storage medium having stored thereon executable code which, when executed by a processor of a vehicle, causes the processor to perform a method as described above.
The technical scheme provided by the application can comprise the following beneficial effects:
according to the lane changing obstacle avoidance method for the vehicle, through fully utilizing information such as the position, the speed and the like of each vehicle on the adjacent lanes, the appropriate target lane changing interval can be timely and actively screened out in each variable lane interval to change the lane, so that the obstacle is avoided more safely and flexibly, and more sufficient time and distance are reserved for the vehicle to adjust the speed due to the fact that the more appropriate target lane changing interval is actively screened out, and the lane changing in the automatic driving process is more comfortable and safe. Compared with the prior art that only the nearest gap can be passively selected for lane changing, the lane changing obstacle avoidance method for the vehicle is more flexible and mobile, and the experience of passengers is improved. In addition, when no safe variable road interval exists, the own vehicle can also make a deceleration braking decision earlier, and a longer braking distance can ensure comfortable braking, so that the own vehicle can avoid the obstacle in time.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application as claimed.
Drawings
The foregoing and other objects, features and advantages of the application will be apparent from the following more particular descriptions of exemplary embodiments of the application as illustrated in the accompanying drawings wherein like reference numbers generally represent like parts throughout the exemplary embodiments of the application.
FIG. 1 is a schematic flow chart of a lane-changing obstacle avoidance method for a vehicle of the present application;
FIG. 2 is a schematic illustration of spacing on adjacent lanes around a host vehicle;
FIG. 3 is another flow chart of the lane-changing obstacle avoidance method of the vehicle of the present application;
FIG. 4 is a schematic diagram of relevant parameters based on the lane change process of FIG. 2;
fig. 5 is a schematic structural view of a vehicle according to the present application;
FIG. 6 is another schematic structural view of the vehicle of the present application;
fig. 7 is a schematic structural view of a vehicle according to the present application.
Detailed Description
Embodiments of the present application will be described in more detail below with reference to the accompanying drawings. While embodiments of the present application are illustrated in the drawings, it should be understood that the present application may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the application to those skilled in the art.
The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in this specification and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any or all possible combinations of one or more of the associated listed items.
It should be understood that although the terms "first," "second," "third," etc. may be used herein to describe various information, these information should not be limited by these terms. These terms are only used to distinguish one type of information from another. For example, the first information may also be referred to as third information, and similarly, the third information may also be referred to as first information, without departing from the scope of the application. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present application, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.
In the related art, when a vehicle automatically driven changes lanes, the lane change can be successfully performed only when the traffic flow condition of a side lane just meets the condition, and the proper lane change position of the side lane cannot be actively found, so that the success rate of the lane change of the vehicle is very low, and the passing efficiency and the riding experience of a user are affected.
Aiming at the problems, the application provides the lane changing obstacle avoidance method for the vehicle, which can actively find a more suitable target lane changing interval and change lanes according to a corresponding speed planning curve, so that the lane changing process is safe and comfortable.
The technical scheme of the present application is described in detail below with reference to the accompanying drawings.
FIG. 1 is a schematic flow chart of a lane-changing obstacle avoidance method for a vehicle of the present application; fig. 2 is a schematic diagram of the spacing on adjacent lanes around a host vehicle.
Referring to fig. 1 and 2, the lane-changing obstacle avoidance method for a vehicle according to the present application includes:
s110, when the need of lane changing of the own vehicle is detected, obtaining the variable lane interval of the adjacent lane according to the position of the vehicle on the adjacent lane and the position of the obstacle on the current lane where the own vehicle is located.
When the vehicle runs on the current lane, the environment around the vehicle can be monitored in real time through various monitoring devices such as cameras, laser radars, millimeter wave radars and the like arranged on the vehicle, for example, the road condition information on the current lane and adjacent lanes can be monitored. It will be appreciated that if there is a static obstacle (i.e. a stationary obstacle) in the direction of travel of the own vehicle or an obstacle with a movement speed less than a preset speed threshold, the preset speed threshold may for example be selected from 5Km/h to 20Km/h, for example 5Km/h, 10Km/h, 15Km/h, 20Km/h, the own vehicle may be at risk of collision with the preceding obstacle if it continues to travel in the current lane at the current speed. Based on the above, if the own vehicle can safely change the lane to the adjacent lane in time, the collision with the obstacle can be avoided.
In the step, when the own vehicle has the lane change requirement, the monitoring equipment on the own vehicle can monitor the road condition information of the adjacent lanes in real time, so that the relative positions of the vehicles on the adjacent lanes in the monitoring range can be obtained, and meanwhile, the positions of the obstacles in the monitoring range can be also obtained. Wherein adjacent lanes may be present to the left or right of the current lane, or to both the left and right. The vehicle can acquire the vehicle positions on the adjacent lanes in the whole monitoring range, and the distribution of the variable lane intervals on the corresponding adjacent lanes can be further determined.
It will be appreciated that on the same lane there is a space between two adjacent vehicles in front and behind, the area where the space is located forming a space, i.e. the two ends of the space are formed by the division of a preceding vehicle and a following vehicle. Limited by the monitoring range of the vehicle, when a certain interval is monitored to only have the preceding vehicle, the blank road section behind the preceding vehicle is also regarded as a certain interval; or a blank road section in front of the rear vehicle is also regarded as a section of the interval when it is monitored that the section of the interval has only the rear vehicle. The blank road section refers to a road section where no object exists on the road surface in the corresponding range.
In some embodiments, it is determined whether the interval is a variable track interval according to a preset condition. For example, the preset condition may be that the length of the single-segment interval needs to be greater than a preset distance threshold. The preset distance threshold can be designed according to the length of the vehicle body and the safety distance. The length of the variable lane interval needs to meet the length of a vehicle body for accommodating the vehicle, and a safety distance needs to be reserved at the same time so as to avoid rear-end collision with other vehicles after the vehicle changes lanes. In the step, the specific length of the distance between the front and rear adjacent vehicles can be determined according to the positions of the vehicles on the adjacent lanes, so that the variable road interval is screened out from the intervals.
S120, respectively determining corresponding lane areas according to the position of the preceding vehicle and/or the vehicle position of the following vehicle of each variable lane interval.
After the variable track intervals on the corresponding adjacent lanes are determined, the variable track area in each section of variable track interval is further determined. The lane change area refers to a driving area after the own vehicle changes lanes from a current lane to a variable lane interval. It will be appreciated that prior to lane change, each vehicle on the host vehicle and adjacent lanes continues to travel on its respective lane; when the own vehicle finishes lane changing, the own vehicle continuously runs on the corresponding adjacent lane, and the running area from the lane changing of the own vehicle to the adjacent lane is the lane changing area of the lane changing interval. For convenience of description below, in the present embodiment, classification is made according to the division end points of the single-segment intervals, for example, intervals having only the following vehicle, having no preceding vehicle are regarded as first-type intervals, intervals having both the preceding vehicle and the following vehicle are regarded as second-type intervals, intervals having only the preceding vehicle, having no following vehicle are regarded as third-type intervals. It will be appreciated that the same vehicle acts as a split point at different types of intervals, with different definitions, for example a vehicle may be a following vehicle at a first type of interval and belong to a preceding vehicle at a second type of interval. In this step, according to different types of variable track intervals, the respective variable track areas may be divided according to a preset rule based on specific positions of the preceding vehicle and/or the following vehicle.
S130, obtaining speed planning curves of the own vehicle reaching the corresponding lane areas according to the speed information of the own vehicle and the vehicles on the adjacent lanes and the positions of the vehicles respectively.
In this step, the speed information of the own vehicle and the speed information of other vehicles within the monitoring range can be obtained in real time according to the monitoring device and the computing device installed on the own vehicle. The speed information includes, but is not limited to, a corresponding speed, acceleration, jerk, etc. of the vehicle. According to the speed planning curve algorithm in the related art, the speed planning curves of the self-vehicle driving from the current lane to different lane change areas can be respectively obtained. That is, when step S110 acquires, for example, 4 variable track intervals, the 4 variable track intervals determine the respective variable track areas according to step S120, and the corresponding 4 speed planning curves can be obtained in this step. Each speed planning curve refers to the speed planning from the current lane to the corresponding lane change area, so that the own vehicle can safely and timely complete lane change.
And S140, screening the variable track intervals according to a preset screening rule, and determining a corresponding target track changing interval in the variable track intervals so that the own vehicle changes tracks to a corresponding target track changing area according to a corresponding speed planning curve.
It will be appreciated that when the number of lane change intervals is greater than 1, 1 is selected as the target lane change interval. The method can screen according to preset screening rules, and a better target lane change interval can be screened from the lane change intervals so as to be used for the vehicle to implement lane change. After the target lane change interval is determined, the corresponding lane change area is the target lane change area. The vehicle can automatically drive according to the corresponding speed planning curve, and reaches the target lane change area of the target lane change interval in time through proper acceleration or deceleration, so that lane change from the current lane to the adjacent lane is completed, and the vehicle continues to run on the adjacent lane.
According to the vehicle lane changing obstacle avoidance method, the information of the positions, the speeds and the like of the vehicles on the adjacent lanes is fully utilized, and the appropriate target lane changing intervals can be timely and actively screened out from the variable lane intervals to change the lanes, so that the obstacles are avoided more safely and flexibly, and more sufficient time and distance are reserved for the self-vehicle to adjust the speed due to the fact that the more appropriate target lane changing intervals are actively screened out, and the lane changing in the automatic driving process is more comfortable and safer. Compared with the prior art that only the nearest gap can be passively selected for lane changing, the lane changing obstacle avoidance method for the vehicle is more flexible and mobile, and the experience of passengers is improved.
Fig. 3 is another flow chart of the lane-changing obstacle avoidance method of the vehicle according to the present application. Fig. 4 is a schematic diagram of relevant parameters based on the lane change process of fig. 2. For convenience of description, the azimuth and the traveling direction of each relevant vehicle are set, respectively, with the traveling direction of the own vehicle in fig. 2 as a reference. In other embodiments, when the direction of travel of the host vehicle changes, the direction of travel and the direction of travel of the other vehicles are adjusted accordingly.
Referring to fig. 2 to 4, the lane-changing obstacle avoidance method for a vehicle according to the present application includes:
s210, acquiring environmental information around the own vehicle, and determining that the own vehicle has a lane changing requirement when a static obstacle or a dynamic obstacle with a moving speed smaller than a preset speed threshold value exist on the current lane along the running direction of the own vehicle.
It can be understood that, as shown in fig. 2, various monitoring devices on the vehicle monitor the surrounding road condition information in real time along the driving direction of the vehicle in the process that the vehicle is continuously driven on the current lane. When it is monitored that an obstacle exists in the current lane in the traveling direction, the distance between the obstacle and the own vehicle and the moving speed of the current obstacle can be acquired. When the moving speed of the obstacle is 0, the obstacle is a static obstacle; when the moving speed of the obstacle is greater than 0, it means that the obstacle is a dynamic obstacle. It will be appreciated that based on the speed of the vehicle, the real-time spacing change between the vehicle and the obstacle, and the speed of movement of the obstacle, it may be determined whether there is a risk of collision of the vehicle with the obstacle in the future. Based on this, when it is determined that there is a risk of collision from the correlation calculation, it can be determined that there is a lane change demand of the own vehicle. It will be appreciated that when it is determined that there is no risk of collision, then the host vehicle may continue to travel in the current lane.
S220, determining the interval on the corresponding adjacent lane according to the vehicle position on the adjacent lane and the obstacle position of the current lane; and when the interval is larger than the preset distance threshold value, determining the corresponding interval as a variable channel interval.
As shown in fig. 2, for example, the right side of the current lane where the own vehicle is traveling has an adjacent lane, the two lanes are clearly separated by a lane line, and the own vehicle monitors that 3 vehicles traveling on the adjacent lanes are present, namely, a vehicle, B vehicle and C vehicle. According to the above description of step S110, the adjacent lanes of the current frame may be divided into 4 intervals, where the 4 intervals are the first interval G1, the second interval G2, the third interval G3, and the fourth interval G4 in the order of the preceding and following. According to the description in step S120, the first interval belongs to the first type of interval, the second interval and the third interval belong to the second type of interval, and the fourth interval belongs to the third type of interval.
Further, the vehicle located in front of the single interval is a preceding vehicle and the vehicle located behind the interval is a following vehicle according to the traveling direction of the own vehicle. For example, the first interval G1 is divided by a blank road section and a following vehicle a; the second interval G2 is divided by the preceding vehicle a and the following vehicle B, the fourth interval G4 is divided by the preceding vehicle C and the blank road section, and so on. The length of the second interval can be determined by measuring the interval between the tail of the vehicle A and the head of the vehicle B along the running direction of the vehicle as the length direction; the length of the third interval can be measured in the same manner. The first interval and the fourth interval are shaped like rays, and the corresponding length is infinite.
And comparing the length of each interval with a preset distance threshold value respectively to judge whether the interval can be selected as a variable channel interval or not. The preset distance threshold may be a sum of a preset safety distance and a vehicle body length. For example, the safety distance may be 4 to 6 meters, and the length of the vehicle body may be 2 to 4 meters, and the preset distance threshold may be 6 to 10 meters, which is merely illustrative and not limiting.
It will be appreciated that if all the intervals are not variable track intervals, then no further steps are performed and step S210 is re-performed to await the appropriate track change timing; or when a preset emergency braking situation is triggered, the vehicle can timely perform emergency braking.
Step S230, determining corresponding lane regions according to the position of the preceding vehicle and/or the position of the following vehicle of each variable lane interval.
In this step, the corresponding lane change areas are determined according to the different types of lane change intervals. It can be understood that the lane change end point of the own vehicle can be more accurately judged by respectively determining the range of the lane change area in each lane change interval. Base groupHere, it is necessary to judge the boundary of the corresponding lane change area according to different types of lane change intervals in order to determine the actual range of the lane change area. Wherein the zone boundary of the lane change zone B has a front boundary J 1 And/or rear boundary J 2 . It will be appreciated that the variable track areas of the variable track intervals belonging to the first class of intervals have only a rear boundary, the variable track areas of the variable track intervals belonging to the second class of intervals have both a front boundary and a rear boundary, and the variable track areas of the variable track intervals belonging to the third class of intervals have only a front boundary.
In some embodiments, a single variable lane interval may be divided into a safety protection area and a lane change area. The boundary between the safety protection area and the lane change area is the boundary of the lane change area. In some embodiments, the single variable lane interval safety protection area includes a safe following area S1 and/or a safe overtaking area S2, depending on the corresponding interval type. The safe following area S1 is positioned in front of the lane change area B, and has a front boundary J between the safe following area S1 and the lane change area B 1 The method comprises the steps of carrying out a first treatment on the surface of the The safe overtaking region S2 is positioned behind the lane change region B with a rear boundary J therebetween 2 。
In some embodiments, the total length of the safety protection area needs to meet a preset safety distance. The safety following area is positioned behind the preceding vehicle, has a corresponding safety following distance, and is used for preventing the following vehicle from being overtaken after the own vehicle finishes lane change by setting the safety following distance; the length of the safe following area may be, for example, 2 meters to 3 meters, with specific lengths being exemplified herein only. The safety overtaking area is positioned in front of the rear vehicle and has a corresponding safety overtaking distance, and the safety overtaking distance is set to prevent the rear vehicle from being overtaken after the lane change of the own vehicle is completed; the length of the safe overtaking area may be, for example, 2 meters to 3 meters, with specific lengths being only exemplified herein. That is, the total length of the safety protection area includes the safe following distance and/or the safe overtaking distance according to the corresponding interval type. Correspondingly, the front boundary of the lane change area is positioned at a position of extending the rear of the front vehicle backwards by a safe following distance; the rear boundary of the lane-change area is located at a position extending forward the head of the rear vehicle by a safe overtaking distance.
In summary, the safety protection area is used as an area for preventing the collision between the own vehicle and other vehicles, and the lane change area is an area outside the safety protection area. When the own vehicle changes lanes to adjacent lanes, the own vehicle should travel in the lane change area, and the safety protection area is used as a gap to respectively keep the safety distance between the own vehicle and the preceding vehicle and between the own vehicle and the following vehicle.
The method of determining the front boundary and/or the rear boundary of the corresponding track-changing region will be described below for different interval types of the track-changing interval, respectively.
In some embodiments, when the variable lane keeping interval is located between the preceding vehicle and the following vehicle, the front boundary and the rear boundary of the corresponding lane-keeping region are acquired according to the positions of the preceding vehicle and the following vehicle and the preset safety distance. It will be appreciated that the variable track interval of this example has both a front boundary and a rear boundary for the variable track region when it belongs to the second class of intervals. A second interval G2 as shown in FIG. 4, the lane change area B thereof has a front boundary J 1 And rear boundary J 2 . The front boundary of the corresponding lane region can be found by extending the safety following distance, for example, 3 meters, to the rear of the vehicle a from the rear position of the front vehicle a. Similarly, the rear boundary of the lane-change area at the second interval can be found by extending the safe overtaking distance, for example, 2 meters, to the front of the B-car from the head position of the B-car of the rear car.
In some embodiments, when the variable lane keeping interval is located before the following vehicle and there is no preceding vehicle, the rear boundary of the corresponding lane keeping area is obtained according to the position of the following vehicle and the preset safety distance. The first interval G1 as shown in fig. 4 belongs to the first type of interval, and the first interval G1 has only the rear boundary J provided that the first interval is a variable track interval 2 There is no front boundary. Accordingly, in order to quickly determine the position of the rear boundary, the rear boundary J of the lane-change area B of the first interval G1 can be found by extending the safe overtaking distance, for example, 2 meters, ahead of the vehicle a from the head position of the vehicle a 2 。
In some embodiments, when the variable lane spacing is located behind a preceding vehicle and there is no following vehicle, the safety is preset according to the position of the preceding vehicleAnd obtaining the front boundary of the corresponding track area. The fourth interval G4 as shown in fig. 4 belongs to the third class of intervals, and has only the front boundary J provided that the fourth interval is a variable track interval 1 There is no trailing boundary. Accordingly, in order to quickly determine the position of the front boundary, the front boundary of the lane-changing area of the fourth interval may be found by extending the safety following distance, for example, 3 meters, to the rear of the C-car from the rear position of the C-car of the rear vehicle.
Step S240, according to the speed information and the position of the vehicle on the own vehicle and the adjacent lane, the speed planning curves of the own vehicle reaching the corresponding lane change area are respectively obtained.
After the lane change areas in each lane change interval are respectively determined according to the steps, the end positions in each lane change area can be further respectively determined, so that the speed planning curves of the own vehicle, which respectively reach the end points, can be conveniently planned from the current position to be used as the starting point, for example, the center of the body of the own vehicle is used as the starting point. As shown in fig. 4, a curve Q1 is a speed planning curve of a lane change area from a vehicle reaching a first interval G1, a curve Q2 is a speed planning curve of a lane change area from a vehicle reaching a second interval G2, a curve Q3 is a speed planning curve of a lane change area from a vehicle reaching a third interval G3, and a curve Q4 is a speed planning curve of a lane change area from a vehicle reaching a fourth interval G4.
In some embodiments, the end point of the corresponding lane change area is set according to different types of intervals. For example, for the second type of interval, in one particular embodiment, when the variable track interval is located between a preceding vehicle and a following vehicle, the end point of the speed planning curve is located at a designated location of the corresponding lane-change area, such as the midpoint of the lane-change area. Or when the variable track interval is positioned in front of the vehicle, the end point of the speed planning curve is positioned at a designated position of the corresponding track changing area, such as the rear boundary of the track changing area; when the variable track interval is positioned at the rear of the vehicle, the end point of the speed planning curve is positioned at a designated position of the corresponding variable track area, such as the front boundary of the variable track area; by the design, the terminal point is arranged at a position which is closer to the vehicle as much as possible, so that the vehicle can finish lane change quickly.
For example, for a first type of interval, in a particular embodiment, when the variable track interval is located before a following vehicle and there is no preceding vehicle, the end point of the speed planning curve is located at the rear boundary of the corresponding variable track region. For example, for the third class of intervals, in a particular embodiment, when the variable track interval is located behind a preceding vehicle and there is no following vehicle, the end point of the speed planning curve is located at the front boundary of the corresponding variable track region.
Step S250, respectively obtaining the residual distance between the vehicle and the obstacle when reaching the reference area of the corresponding road area; sorting the variable channel intervals according to the corresponding residual intervals; and screening the variable channel interval corresponding to the maximum remaining interval as a target channel changing interval, so that the own vehicle changes channels to corresponding target channel changing areas according to the corresponding speed planning curve.
It will be appreciated that for each lane change area, the center of the reference area C on the current lane can be obtained by extending horizontally along the corresponding end point to the current lane where the own vehicle is located, respectively. That is, the lane-change area is an area located in an adjacent lane, and the reference area is an area located in a current lane. Alternatively, the length of the reference area may be designed as the average length of the vehicle body.
The remaining pitch L corresponding to the third interval G3 is shown in fig. 4. After determining the reference area C corresponding to the lane change area B in the third interval G3, the remaining distance L is the interval distance between the edge of the single reference area and the edge of the obstacle. For example, the position of the edge of the obstacle may be subtracted from the position of the edge of the single reference area to obtain a specific remaining distance.
It should be noted that the reference area may cover an obstacle, for example, the edge of the reference area is in front of the edge of the obstacle. At this time, according to the above calculation method, the value of the remaining space may be smaller than 0, that is, negative. Obviously, the situation that the remaining distance is negative represents that the vehicle collides with the obstacle in the lane change process, i.e. the corresponding lane change area does not belong to the area for actual lane change. Therefore, it is necessary to screen the target lane change interval among the lane change intervals of which the remaining pitches are positive. That is, by further screening the variable track intervals according to the remaining pitch in this step, the safety of the selected target variable track interval can be ensured.
The step may sort the corresponding variable track intervals according to the value of the remaining space. It is apparent that the greater the remaining distance, the further away the vehicle is from the obstacle, having sufficient length for the vehicle to adjust speed, and accordingly, the safer and more comfortable the lane change. Based on the above, the variable track interval corresponding to the maximum remaining pitch can be selected as the final target variable track interval. Correspondingly, the lane change area in the target lane change interval is the target lane change area.
After the target lane change area is determined, the own vehicle firstly reaches the reference area along the current lane according to the speed planning curve, and then changes lanes to the corresponding target lane change area. The speed of the vehicle can be adjusted according to the corresponding speed planning curve, so that the vehicle smoothly changes the lane from the current lane to the adjacent lane, and the lane changing process is comfortable while safely avoiding the obstacle.
Step S260, when the remaining space corresponding to all the variable road spaces is smaller than 0, decelerating according to the current space between the vehicle and the obstacle.
It will be appreciated that although the length of the variable track interval is greater than the preset distance threshold, if the corresponding remaining spacing is negative, it is indicative of a collision with an obstacle. Based on this, when the remaining pitches corresponding to all the variable track intervals are smaller than 0, it is indicated that there is no target variable track interval suitable for the variable track at present.
In order to prevent collision with the front obstacle, the self-vehicle runs in the current lane in a decelerating way, and stops according to actual conditions. Of course, in the process of decelerating running, the own vehicle can repeatedly and circularly execute the steps, and the lane changing time is actively obtained according to the road condition information monitored in real time, so that the vehicle can safely avoid the obstacle through the lane changing mode.
In other embodiments, it may also be determined whether the corresponding lane-changing distance is suitable for the lane-changing of the vehicle according to whether each of the speed planning curves obtained in step S240 passes the obstacle position. When the speed planning curve passes the obstacle position, the corresponding variable track distance is not suitable for the self-vehicle track change, otherwise, the speed planning curve is not suitable for the self-vehicle track change. For example, the speed planning curve Q1 shown in fig. 4 obviously passes through the obstacle position, and the corresponding first interval G1 does not participate in the sorting at step S250, and the step of calculating the corresponding remaining interval may be omitted.
That is, when the safe variable road interval exists, the own vehicle can actively run into the safe variable road interval through acceleration or deceleration, thereby finishing the road change and avoiding the obstacle of the current lane; and when the safe variable road interval is not available, the self-vehicle can also make a deceleration braking decision earlier, and the longer braking distance can ensure comfortable braking.
According to the vehicle lane change obstacle avoidance method, when a vehicle is required to change lanes, the lane change intervals can be screened out according to the preset distance threshold value, and lane change areas corresponding to the lane change intervals are respectively determined so as to accurately plan a corresponding speed planning curve; and finally, screening out the optimal target lane change interval according to the residual interval for lane change. By the design, the self-vehicle can actively screen more suitable lane change targets in a diversified manner, lane change is not required to be performed by limiting the nearest gap of a side lane, and therefore more comfortable lane change paths can be screened while safety is ensured, and user experience is improved. In addition, when no proper target lane change interval exists at present, the speed reduction can be selected as an emergency obstacle avoidance mode, so that the driving safety of automatic driving is ensured.
Corresponding to the embodiment of the application function implementation method, the application also provides a vehicle and corresponding embodiments.
Fig. 5 is a schematic structural view of a vehicle according to the present application.
Referring to fig. 5, the vehicle of the present application includes an interval acquisition module 510, a region determination module 520, a speed planning module 530, and a target screening module 540, wherein:
the interval obtaining module 510 is configured to obtain, when it is detected that the own vehicle has a lane change requirement, a variable lane interval of an adjacent lane according to a vehicle position on the adjacent lane and an obstacle position on a current lane where the own vehicle is located.
The region determination module 520 is configured to determine a corresponding lane region according to a position of a preceding vehicle and/or a vehicle position of a following vehicle of each variable lane interval, respectively.
The speed planning module 530 is configured to obtain a speed planning curve of the own vehicle reaching the corresponding lane change area according to the speed information and the position of the own vehicle and the vehicles on the adjacent lanes.
The target screening module 540 is configured to screen each variable lane interval according to a preset screening rule, and determine a corresponding target lane change interval in each variable lane interval, so that the own vehicle changes lanes to a corresponding target lane change area according to a corresponding speed planning curve.
Referring to fig. 6, in a specific embodiment, the vehicle further includes a road condition monitoring module 550, where the road condition monitoring module 550 is configured to monitor road condition information of the current lane and the adjacent lane to obtain a corresponding vehicle position and speed, and an obstacle position and a moving speed. When the monitoring module monitors that a static obstacle exists on the current lane along the running direction of the own vehicle or a dynamic obstacle with the moving speed smaller than a preset speed threshold value, the own vehicle is determined to have a lane changing requirement.
In a specific embodiment, the interval obtaining module 510 is configured to determine an interval on a corresponding adjacent lane according to a vehicle position on the adjacent lane and an obstacle position of a current lane; and when the interval is larger than a preset distance threshold value, determining the interval as a variable channel interval.
In a specific embodiment, the area determining module 520 includes a boundary determining module 521, where the boundary determining module is configured to obtain, when the variable lane keeping gap is located between the preceding vehicle and the following vehicle, a front boundary and a rear boundary of the corresponding lane keeping area according to positions of the preceding vehicle and the following vehicle and a preset safety distance; and/or when the variable lane interval is positioned in front of the rear vehicle and no preceding vehicle is present, acquiring a rear boundary of the corresponding lane change area according to the position of the rear vehicle and a preset safety distance; and/or when the variable lane interval is positioned behind the preceding vehicle and no following vehicle, acquiring the front boundary of the corresponding lane change area according to the position of the preceding vehicle and the preset safety distance. The preset safety distance comprises a safety following distance and/or a safety overtaking distance; the front boundary of the lane change area is positioned at a position of extending the rear of the front vehicle by a safe following distance; the rear boundary of the lane-change area is located at a position extending forward the head of the rear vehicle by a safe overtaking distance.
In a specific embodiment, the speed planning module 530 is configured to obtain a speed planning curve according to the end point of the corresponding lane region, and the speed information of the own vehicle and the vehicles on the adjacent lanes and the vehicle position. When the variable track interval is positioned between the front vehicle and the rear vehicle, the end point of the speed planning curve is positioned at a designated position in the corresponding track changing area; and/or when the variable track interval is located before the following vehicle and there is no preceding vehicle, the end point of the speed planning curve is located at the rear boundary of the corresponding track area; and/or when the variable track interval is located behind a preceding vehicle and no following vehicle, the end point of the speed planning curve is located at the front boundary of the corresponding track region.
In a specific embodiment, the target screening module 540 further includes a distance calculating module 541 and a distance screening module 542, where the distance calculating module is configured to obtain a remaining distance between the vehicle and the obstacle when the vehicle reaches the reference area of the corresponding lane area; the interval screening module 542 is configured to sort the variable channel intervals according to the corresponding remaining intervals; and screening the variable channel interval corresponding to the maximum residual interval as a target variable channel interval.
In a specific embodiment, the vehicle further includes a driving control module 560, where the driving control module 560 is configured to change the lane to the corresponding target lane-change area according to the speed planning curve corresponding to the target lane-change interval. The driving control module 560 is further configured to perform deceleration according to a current distance between the vehicle and the obstacle when the remaining distance corresponding to the total variable lane intervals is less than 0. If necessary, the drive control module 560 may slow down to a stop.
In summary, the vehicle provided by the application can autonomously select a more suitable target lane change interval to change lanes, ensure safety obstacle avoidance, and simultaneously, the selected target lane change interval is more suitable for more comfortable speed adjustment of the vehicle, so that passengers experience more comfort. In addition, the vehicle can also be braked slowly to stop when the proper target lane change interval does not exist, so that obstacle avoidance is completed.
The specific manner in which the respective modules perform the operations in relation to the vehicle in the above-described embodiments has been described in detail in relation to the embodiments of the method, and will not be explained in detail here.
Fig. 7 is a schematic structural view of a vehicle according to the present application.
Referring to fig. 7, a vehicle 1000 includes a memory 1010 and a processor 1020.
The processor 1020 may be a central processing unit (Central Processing Unit, CPU), but may also be other general purpose processors, digital signal processors (Digital Signal Processor, DSP), application specific circuits (Application Specific Integrated Circuit, ASIC), field programmable gate arrays (Field-Programmable Gate Array, FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
Memory 1010 may include various types of storage units, such as system memory, read Only Memory (ROM), and persistent storage. Where the ROM may store static data or instructions that are required by the processor 1020 or other modules of the computer. The persistent storage may be a readable and writable storage. The persistent storage may be a non-volatile memory device that does not lose stored instructions and data even after the computer is powered down. In some embodiments, the persistent storage device employs a mass storage device (e.g., magnetic or optical disk, flash memory) as the persistent storage device. In other embodiments, the persistent storage may be a removable storage device (e.g., diskette, optical drive). The system memory may be a read-write memory device or a volatile read-write memory device, such as dynamic random access memory. The system memory may store instructions and data that are required by some or all of the processors at runtime. Furthermore, memory 1010 may comprise any combination of computer-readable storage media including various types of semiconductor memory chips (e.g., DRAM, SRAM, SDRAM, flash memory, programmable read-only memory), magnetic disks, and/or optical disks may also be employed. In some implementations, memory 1010 may include readable and/or writable removable storage devices such as Compact Discs (CDs), digital versatile discs (e.g., DVD-ROMs, dual-layer DVD-ROMs), blu-ray discs read only, super-density discs, flash memory cards (e.g., SD cards, min SD cards, micro-SD cards, etc.), magnetic floppy disks, and the like. The computer readable storage medium does not contain a carrier wave or an instantaneous electronic signal transmitted by wireless or wired transmission.
The memory 1010 has stored thereon executable code that, when processed by the processor 1020, can cause the processor 1020 to perform some or all of the methods described above.
Furthermore, the method according to the application may also be implemented as a computer program or computer program product comprising computer program code instructions for performing part or all of the steps of the above-described method of the application.
Alternatively, the application may also be embodied as a computer-readable storage medium (or non-transitory machine-readable storage medium or machine-readable storage medium) having stored thereon executable code (or a computer program or computer instruction code) which, when executed by a processor of an electronic device (or a server, etc.), causes the processor to perform part or all of the steps of the above-described method according to the application.
The foregoing description of embodiments of the application has been presented for purposes of illustration and description, and is not intended to be exhaustive or limited to the embodiments disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the various embodiments described. The terminology used herein is chosen in order to best explain the principles of the embodiments, the practical application, or the improvement of technology in the marketplace, or to enable others of ordinary skill in the art to understand the embodiments disclosed herein.

Claims (10)

1. A lane-changing obstacle avoidance method for a vehicle, comprising:
when the need of lane changing of the own vehicle is detected, obtaining a variable lane interval of the adjacent lane according to the position of the vehicle on the adjacent lane and the position of an obstacle on the current lane where the own vehicle is positioned;
determining corresponding lane change areas according to the positions of the preceding vehicles and/or the positions of the following vehicles of the lane change intervals;
respectively obtaining a speed planning curve of the own vehicle reaching the corresponding lane change area according to the speed information of the own vehicle and the vehicles on the adjacent lanes and the positions of the vehicles;
and screening the variable channel intervals according to a preset screening rule, and determining a corresponding target channel changing interval in the variable channel intervals so that the own vehicle changes channels to a corresponding target channel changing area according to the corresponding speed planning curve.
2. The method according to claim 1, wherein when it is detected that there is a lane change demand of the own vehicle, obtaining a lane change interval of the adjacent lane according to a vehicle position on the adjacent lane and an obstacle position on a current lane where the own vehicle is located, includes:
when the static obstacle or the dynamic obstacle with the moving speed smaller than the preset speed threshold value exist on the current lane along the running direction of the self-vehicle, determining that the self-vehicle has a lane changing requirement;
Determining the interval on the corresponding adjacent lane according to the vehicle position on the adjacent lane and the obstacle position of the current lane;
and when the interval is larger than a preset distance threshold value, determining the interval as a variable channel interval.
3. The method according to claim 1, wherein the determining the corresponding lane-change area based on the position of the preceding vehicle and/or the vehicle position of the following vehicle of each of the lane-change intervals, respectively, comprises:
when the variable lane interval is positioned between a front vehicle and a rear vehicle, acquiring a front boundary and a rear boundary of the corresponding lane change area according to the positions of the front vehicle and the rear vehicle and a preset safety distance;
when the variable lane interval is positioned in front of a rear vehicle and no front vehicle exists, acquiring a rear boundary of the corresponding lane change area according to the position of the rear vehicle and a preset safety distance;
and when the variable lane interval is positioned behind the preceding vehicle and no following vehicle exists, acquiring the front boundary of the corresponding lane change area according to the position of the preceding vehicle and the preset safety distance.
4. A method according to claim 3, characterized in that:
the preset safety distance comprises a safety following distance and/or a safety overtaking distance;
The front boundary of the lane change area is positioned at a position where the tail of the preceding vehicle extends backwards by the safety following distance;
the rear boundary of the lane-change area is located at a position where the head of the following vehicle extends forward by the safe overtaking distance.
5. A method according to claim 3, characterized in that:
when the variable lane interval is positioned between a preceding vehicle and a following vehicle, the end point of the speed planning curve is positioned at a specified position in the corresponding lane change area; and/or
When the variable lane-spacing is located before a following vehicle and no preceding vehicle, the end point of the speed planning curve is located at the rear boundary of the corresponding lane-change area; and/or
When the variable lane-spacing is located behind a preceding vehicle and there is no following vehicle, the end point of the speed planning curve is located at the front boundary of the corresponding lane-change area.
6. The method of claim 1, wherein the screening each of the variable lane intervals according to a preset screening rule, and determining a corresponding target lane interval in each of the variable lane intervals comprises:
respectively obtaining the residual distance between the vehicle and the obstacle when the vehicle reaches the reference area of the corresponding road area;
Sorting the variable channel intervals according to the corresponding residual intervals;
and screening the variable channel interval corresponding to the maximum residual interval as a target variable channel interval.
7. The method of claim 6, wherein the method further comprises:
and when the residual distances corresponding to all the variable road distances are smaller than 0, decelerating according to the current distance between the vehicle and the obstacle.
8. A vehicle, characterized by comprising:
the interval acquisition module is used for acquiring the variable road interval of the adjacent lane according to the vehicle position on the adjacent lane and the obstacle position on the current lane where the own vehicle is located when the own vehicle is monitored to have the road changing requirement;
the area determining module is used for determining corresponding lane changing areas according to the positions of the preceding vehicles and/or the positions of the following vehicles of the lane changing intervals respectively;
the speed planning module is used for respectively obtaining speed planning curves of the vehicle reaching the corresponding lane change area according to the speed information and the positions of the vehicle on the vehicle and the adjacent lane;
and the target screening module is used for screening the variable channel intervals according to a preset screening rule, and determining corresponding target channel changing intervals in the variable channel intervals so that the own vehicle changes channels to corresponding target channel changing areas according to the corresponding speed planning curves.
9. A vehicle, characterized by comprising:
a processor; and
a memory having executable code stored thereon, which when executed by the processor, causes the processor to perform the method of any of claims 1-7.
10. A computer readable storage medium having executable code stored thereon, which when executed by a processor of a vehicle causes the processor to perform the method of any of claims 1-7.
CN202310709281.7A 2023-06-15 2023-06-15 Vehicle lane changing obstacle avoidance method and vehicle Pending CN116674536A (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117261903A (en) * 2023-11-21 2023-12-22 杭州鉴智机器人科技有限公司 Lane changing method and device for automatic driving vehicle
CN117681879A (en) * 2024-02-04 2024-03-12 上海鉴智其迹科技有限公司 Vehicle lane changing method and device, electronic equipment and storage medium

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN117261903A (en) * 2023-11-21 2023-12-22 杭州鉴智机器人科技有限公司 Lane changing method and device for automatic driving vehicle
CN117681879A (en) * 2024-02-04 2024-03-12 上海鉴智其迹科技有限公司 Vehicle lane changing method and device, electronic equipment and storage medium

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