CN117315938A - Expressway vehicle lane change risk estimation method, medium and equipment - Google Patents
Expressway vehicle lane change risk estimation method, medium and equipment Download PDFInfo
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Abstract
The invention discloses a highway vehicle lane change risk estimation method, medium and equipment, wherein the method comprises the following steps: determining a vehicle to be changed in a target area; constructing a lane change scene diagram based on the position relation between the lane change waiting vehicle and the adjacent vehicle; determining a lane change dangerous stage of the lane change vehicle according to the lane change scene schematic diagram; constructing a lane change risk estimation model based on the lane change dangerous stage and a pre-configured lane change minimum safety distance; the lane change risk estimation model is used for determining the risk of collision of the vehicle to be lane changed during lane change, and the minimum lane change safety distance is determined at least based on the lane change risk stage. The invention can estimate and obtain more accurate risk value when the vehicles on the expressway change the road.
Description
Technical Field
The invention relates to the field of driving risks, in particular to a method, medium and equipment for estimating lane change risks of expressway vehicles.
Background
When a vehicle runs on a road, there are mainly two driving behaviors: the vehicle following behavior and the lane changing behavior are more complex than the vehicle following behavior, have larger influence on the running of surrounding adjacent vehicles, and are easy to cause traffic jams and/or traffic accidents. In particular, in severe weather, visibility is reduced and road adhesion coefficient is reduced due to rain, fog and snow weather, so that the risk of changing lanes of vehicles on roads, particularly on highways, is greatly increased. Therefore, it is important to accurately estimate the expressway lane change behavior risk under different driving environments.
Currently, channel change behavior risk is estimated mainly by methods based on traffic collision and driving intention. Traffic collision based methods are divided into two categories: and firstly, a space distance index, such as a minimum safety distance (MSS) is used as an index of safe lane change, and the condition of vehicle collision is researched by combining the case position relation among lane change vehicles, so that the minimum safety distance of lane change is calculated. And secondly, a time safety distance index, namely using Time To Collision (TTC) and derivative variables as indexes, and calculating corresponding safety thresholds according to different types of collisions. However, in the prior art, the change of the intention of the driver in the lane change execution process of the vehicle is ignored, and the risk of the actual lane change process cannot be truly reflected, so that the risk estimation is inaccurate.
Disclosure of Invention
In order to solve the technical problems, the embodiment of the invention provides a highway vehicle lane change risk estimation method, medium and equipment, which can estimate and obtain a more accurate risk value when a vehicle changes lanes.
In order to achieve the above object, an embodiment of the present invention provides a method for estimating lane changing risk of a highway vehicle, including:
determining a vehicle to be changed in a target area;
Constructing a lane change scene diagram based on the position relation between the lane change waiting vehicle and the adjacent vehicle;
determining a lane change dangerous stage of the lane change vehicle according to the lane change scene schematic diagram;
constructing a lane change risk estimation model based on the lane change dangerous stage and a pre-configured lane change minimum safety distance; the lane change risk estimation model is used for determining the risk of collision of the vehicle to be lane changed during lane change, and the minimum lane change safety distance is determined at least based on the lane change risk stage;
wherein the lane change hazard phase comprises at least one of the following: a first dangerous stage of the vehicle to be changed relative to the first front vehicle, a second dangerous stage relative to the second front vehicle and a third dangerous stage relative to the first rear vehicle; the first front vehicle is positioned on the same lane as the vehicle to be changed, and the second front vehicle and the first rear vehicle are both positioned on a lane change target lane of the vehicle to be changed.
Further, the constructing a lane change scene schematic diagram based on the position relationship between the lane change waiting vehicle and the adjacent vehicle includes:
constructing a plane rectangular coordinate system by taking the running direction of the vehicle to be changed as the positive direction of the X axis; the positive direction of the Y axis of the plane rectangular coordinate system is the direction from the left side to the right side along the positive direction of the X axis;
Acquiring the abscissa, the ordinate, the speed, the acceleration and the transverse deviation angle of the vehicle to be changed and the adjacent vehicle in real time in the plane rectangular coordinate system; wherein, the coordinates of the vehicle are represented by the coordinates of the left rear corner of the vehicle body;
and constructing a lane change scene diagram based on the abscissa, the ordinate, the speed, the acceleration and the transverse deviation angle of the vehicle to be changed and the adjacent vehicle.
Further, the first dangerous phase includes:
taking the time when the vehicle to be changed starts to change the track as a first starting time;
taking the moment that the ordinate of the right front angle of the vehicle body of the vehicle to be changed is equal to the ordinate of the left rear angle of the vehicle body of the first front vehicle as a first ending moment; or taking the moment that the ordinate of the left front corner of the vehicle body of the vehicle to be changed is equal to the ordinate of the right rear corner of the vehicle body of the first front vehicle as a first ending moment;
the second dangerous phase includes:
taking the time when the vehicle to be changed finishes changing the lane as a second ending time;
taking the moment that the ordinate of the left front corner of the vehicle body of the vehicle to be changed is equal to the ordinate of the right rear corner of the vehicle body of the second front vehicle as a second starting moment; or taking the moment that the ordinate of the right front angle of the vehicle body of the vehicle to be changed is equal to the ordinate of the left rear angle of the vehicle body of the second front vehicle as a second starting moment;
The third dangerous phase includes:
taking the time when the vehicle to be changed finishes changing the track as a third ending time;
taking the moment that the ordinate of the left front angle of the vehicle body of the vehicle to be changed is equal to the ordinate of the right front angle of the vehicle body of the first rear vehicle as a third starting moment; or taking the moment that the ordinate of the right front angle of the vehicle body of the vehicle to be changed is equal to the ordinate of the left front angle of the vehicle body of the first rear vehicle as the third starting moment.
Further, in the case that the first ending time is the time when the ordinate of the front right corner of the vehicle body of the vehicle to be changed is equal to the ordinate of the rear left corner of the vehicle body of the first front vehicle, the condition that no collision occurs in the first dangerous stage is: y is Y M (t)―L M ·sinθ(t)+W M cosθ(t)<Y PO (t)；
In the case that the second starting time is the time when the ordinate of the front left corner of the vehicle body of the vehicle to be changed is equal to the ordinate of the rear right corner of the vehicle body of the second front vehicle, the condition that the collision risk exists in the second dangerous stage is that: y is Y M (t)―L M ·sinθ(t)―W PD <Y PD (t)；
In the case that the time point when the ordinate of the front left corner of the vehicle body of the lane-changing vehicle is equal to the ordinate of the front right corner of the vehicle body of the first rear vehicle is taken as the third starting time point, the condition that the collision risk exists in the third dangerous stage is that: y is Y M (t)―W FD <Y FD (t)；
Wherein Y is M (t) is the ordinate of the vehicle to be changed at the time t, L M For the length of the vehicle body of the vehicle to be changed, theta (t) is the transverse deviation angle of the vehicle to be changed at the moment t, W M For the width of the vehicle body of the vehicle to be changed, Y PO (t) is the ordinate of the first front truck at the moment t, W PD For the width of the second front vehicle body, Y PD (t) is the ordinate of the second front vehicle at the time t, W FD For the width of the body of the first rear vehicle, Y FD And (t) is the ordinate of the first rear vehicle at the time t.
Further, when the lane-changing dangerous stage is the first dangerous stage, the lane-changing minimum safe distance is determined by the following formula:
when the lane-changing dangerous stage is the second dangerous stage, the lane-changing minimum safe distance is determined by the following formula:
when the lane-changing dangerous stage is the third dangerous stage, the lane-changing minimum safe distance is determined by the following formula:
wherein S is MSS (M, PO) is the minimum safety distance for lane change in the first dangerous stage, M represents the vehicle to be lane changed, PO represents the first front vehicle, a M (tau) is the acceleration of the vehicle to be changed at the moment tau, a PO (τ) is the acceleration of the first preceding vehicle at τ, v M (0) For the initial speed of the vehicle to be changed, v PO (0) For the initial speed of the first front vehicle, L M For the length of the vehicle body of the vehicle to be changed, theta (t) is the transverse deviation angle of the vehicle to be changed at the moment t, W M The width of the vehicle body of the vehicle to be changed;
S MSS (M, PD) is the minimum safe distance for lane change in the second dangerous stage, PD represents the second front vehicle, a PD (τ) is the acceleration of the second preceding vehicle at τ, v PD (0) An initial speed for the second lead vehicle;
S MSS (FD, M) is the minimum safe distance for lane change in the third dangerous stage, FD represents the first rear vehicle, a FD (τ) is the acceleration of the first rear vehicle at τ, v FD (0) Is the initial speed of the first rear vehicle.
Further, the lane change risk estimation model LCSC is constructed by:
wherein lambda is an environmental adjustment coefficient, tanh is a hyperbolic tangent function, S IRS (i, j) is the initial distance between the rear vehicle i and the front vehicle j when the vehicle to be changed starts changing lanes, S MSS (i, j) is the minimum safe distance between the rear vehicle i and the front vehicle j when the vehicle to be changed starts to change the lane, L j Is the body length of the front vehicle j.
Further, the environment adjustment coefficient λ is determined by:
constructing an evaluation matrix of the current driving environment, and calculating an evaluation factor index value vector based on a preset environment adjustment coefficient grade and the evaluation matrix; the evaluation matrix is determined by evaluation factors in the target area and corresponding driving environment grades, wherein the evaluation factors comprise visibility, road surface conditions, lane conditions and road curvature;
Adopting an analytic hierarchy process to respectively determine weights corresponding to the visibility, the road surface condition, the lane condition and the road curvature, and constructing an evaluation factor weight vector according to the weights;
calculating a grade judgment value of the current driving environment based on the evaluation factor index value vector and the evaluation factor weight vector;
and determining a corresponding environment adjustment coefficient lambda according to the grade judgment value.
Further, the method further comprises:
screening a pre-acquired vehicle track data set based on a preset lane change rule to obtain a target track data set; wherein each data in the target track data set corresponds to a lane change behavior;
inputting a plurality of data in the target track data set into the lane change risk estimation model to obtain a plurality of lane change risk results which are output by the lane change risk estimation model and correspond to the plurality of data one by one;
performing cluster analysis on the channel change risk results to obtain a cluster result;
and determining the risk value of each lane change behavior based on the clustering result and the target track data set.
The embodiment of the invention also provides a computer readable storage medium, on which a computer program is stored, the computer program implementing the steps of the expressway vehicle lane change risk estimation method according to any one of the above.
The embodiment of the invention also provides computer equipment, which comprises a processor, a memory and a computer program stored in the memory and configured to be executed by the processor, wherein the processor realizes the steps of the expressway vehicle lane change risk estimation method according to any one of the above steps when executing the computer program.
In summary, the invention has the following beneficial effects:
by adopting the embodiment of the invention, the vehicles to be changed in the target area are determined; constructing a lane change scene diagram based on the position relation between the lane change waiting vehicle and the adjacent vehicle; determining a lane change dangerous stage of the lane change vehicle according to the lane change scene schematic diagram; constructing a lane change risk estimation model based on the lane change dangerous stage and a pre-configured lane change minimum safety distance; the lane change risk estimation model is used for determining the risk of collision of the vehicle to be lane changed during lane change, and the minimum lane change safety distance is determined at least based on the lane change risk stage; wherein the lane change hazard phase comprises at least one of the following: a first dangerous stage of the vehicle to be changed relative to the first front vehicle, a second dangerous stage relative to the second front vehicle and a third dangerous stage relative to the first rear vehicle; the first front vehicle is located on the same lane as the lane to be changed, and the second front vehicle and the first rear vehicle are both located on the lane change target lane of the lane to be changed, so that a risk value of the vehicle on the expressway in more accurate lane change can be estimated.
Drawings
FIG. 1 is a schematic flow chart of an embodiment of a highway vehicle lane change risk estimation method according to the present invention;
FIG. 2 is a schematic diagram of one embodiment of a computer device provided by the present invention;
FIG. 3 is a schematic diagram of one embodiment of a schematic diagram of an exchange scenario provided by the present invention;
FIG. 4 is a schematic view of one embodiment of a first hazard stage provided by the present invention;
FIG. 5 is a schematic diagram of an embodiment of a minimum safe distance for lane change according to the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In the description of this application, the terms "first," "second," "third," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first", "a second", "a third", etc. may explicitly or implicitly include one or more such feature. In the description of the present application, unless otherwise indicated, the meaning of "a plurality" is two or more.
In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art in a specific context.
In the description of the present application, it should be noted that all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art unless defined otherwise. The terminology used in the description of the present invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention, as the particular meaning of the terms described above in this application will be understood to those of ordinary skill in the art in the specific context.
Referring to fig. 1, a flow chart of an embodiment of a method for estimating lane change risk of a highway vehicle according to the present invention includes steps S1 to S4, specifically as follows:
S1, determining a vehicle to be changed in a target area;
s2, constructing a lane change scene diagram based on the position relation between the vehicle to be changed and the adjacent vehicle;
s3, determining a lane change dangerous stage of the vehicle to be lane changed according to the lane change scene schematic diagram;
s4, constructing a lane change risk estimation model based on the lane change dangerous stage and a pre-configured minimum lane change safety distance; the lane change risk estimation model is used for determining the risk of collision of the vehicle to be lane changed during lane change, and the minimum lane change safety distance is determined at least based on the lane change risk stage;
wherein the lane change hazard phase comprises at least one of the following: a first dangerous stage of the vehicle to be changed relative to the first front vehicle, a second dangerous stage relative to the second front vehicle and a third dangerous stage relative to the first rear vehicle; the first front vehicle is positioned on the same lane as the vehicle to be changed, and the second front vehicle and the first rear vehicle are both positioned on a lane change target lane of the vehicle to be changed.
It should be noted that, the risk determined by the lane change risk estimation model has multiple purposes, and an exemplary case is: and the risk determined by the lane change risk estimation model is used for carrying out vehicle collision early warning, and the vehicle collision early warning is to control the collision early warning sent by the vehicle-mounted system of the vehicle to be lane changed when the value of the risk is larger than a preset alarm threshold value.
It will be appreciated that the minimum safe lane change distance may be directly calibrated to a corresponding value, which may be obtained empirically or may be calculated, based on different lane change risk stages.
As an improvement of the above solution, the constructing a lane change scene schematic diagram based on the positional relationship between the lane change waiting vehicle and the adjacent vehicle includes:
constructing a plane rectangular coordinate system by taking the running direction of the vehicle to be changed as the positive direction of the X axis; the positive direction of the Y axis of the plane rectangular coordinate system is the direction from the left side to the right side along the positive direction of the X axis;
acquiring the abscissa, the ordinate, the speed, the acceleration and the transverse deviation angle of the vehicle to be changed and the adjacent vehicle in real time in the plane rectangular coordinate system; wherein, the coordinates of the vehicle are represented by the coordinates of the left rear corner of the vehicle body;
and constructing a lane change scene diagram based on the abscissa, the ordinate, the speed, the acceleration and the transverse deviation angle of the vehicle to be changed and the adjacent vehicle.
For example, referring to fig. 3, where vehicle M is a vehicle to be lane-changed, ready to change lanes to the left from the current driving lane, PO is a front vehicle in the same lane as vehicle M, PD is a front vehicle in the lane-change target lane, and FD is a rear vehicle in the lane-change target lane; a plane coordinate system is established with the vehicle traveling direction being the positive direction of the X axis and with the direction from the left side to the right side in the vehicle traveling direction being the positive direction of the Y axis, wherein the position coordinates of the vehicle are represented by coordinates of the upper left corner point of the vehicle body. The length and width of the vehicle i are respectively L i 、W i The travel speed, acceleration, ordinate, abscissa, and lateral deviation angle at time t are denoted by v i (t)、a i (t)、Y i (t)、X i (t)、θ i (t) i denotes an i-fetch M, PO, PD, FD.
As an improvement of the above solution, the first dangerous phase includes:
taking the time when the vehicle to be changed starts to change the track as a first starting time;
taking the moment that the ordinate of the right front angle of the vehicle body of the vehicle to be changed is equal to the ordinate of the left rear angle of the vehicle body of the first front vehicle as a first ending moment; or taking the moment that the ordinate of the left front corner of the vehicle body of the vehicle to be changed is equal to the ordinate of the right rear corner of the vehicle body of the first front vehicle as a first ending moment;
the second dangerous phase includes:
taking the time when the vehicle to be changed finishes changing the lane as a second ending time;
taking the moment that the ordinate of the left front corner of the vehicle body of the vehicle to be changed is equal to the ordinate of the right rear corner of the vehicle body of the second front vehicle as a second starting moment; or taking the moment that the ordinate of the right front angle of the vehicle body of the vehicle to be changed is equal to the ordinate of the left rear angle of the vehicle body of the second front vehicle as a second starting moment;
the third dangerous phase includes:
taking the time when the vehicle to be changed finishes changing the track as a third ending time;
Taking the moment that the ordinate of the left front angle of the vehicle body of the vehicle to be changed is equal to the ordinate of the right front angle of the vehicle body of the first rear vehicle as a third starting moment; or taking the moment that the ordinate of the right front angle of the vehicle body of the vehicle to be changed is equal to the ordinate of the left front angle of the vehicle body of the first rear vehicle as the third starting moment.
As an improvement of the above-described aspect, in the case where the first end time is the time when the ordinate of the front right corner of the vehicle body of the lane-changing vehicle is equal to the ordinate of the rear left corner of the vehicle body of the first front vehicle, the condition that no collision occurs in the first dangerous stage is: y is Y M (t)―L M ·sinθ(t)+W M ·cosθ(t)<Y PO (t)；
In the case that the second starting time is the time when the ordinate of the front left corner of the vehicle body of the vehicle to be changed is equal to the ordinate of the rear right corner of the vehicle body of the second front vehicle, the condition that the collision risk exists in the second dangerous stage is that: y is Y M (t)―L M ·sinθ(t)―W PD <Y PD (t)；
In the case that the time point when the ordinate of the front left corner of the vehicle body of the lane-changing vehicle is equal to the ordinate of the front right corner of the vehicle body of the first rear vehicle is taken as the third starting time point, the condition that the collision risk exists in the third dangerous stage is that: y is Y M (t)―W FD <Y FD (t)；
Wherein Y is M (t) is the ordinate of the vehicle to be changed at the time t, L M For the length of the vehicle body of the vehicle to be changed, theta (t) is the transverse deviation angle of the vehicle to be changed at the moment t, W M For the width of the vehicle body of the vehicle to be changed, Y PO (t) is the ordinate of the first front truck at the moment t, W PD For the width of the second front vehicle body, Y PD (t) is the ordinate of the second front vehicle at the time t, W FD For the width of the body of the first rear vehicle, Y FD And (t) is the ordinate of the first rear vehicle at the time t.
Specifically, this embodiment is described in conjunction with fig. 3:
in the first dangerous stage, since lane changing is performed from the lane-changing vehicle M to the time when the right front-angle ordinate thereof is equal to the left rear-angle ordinate of the first front vehicle PO, there is a possibility that the lane-changing vehicle M collides with the first front vehicle PO in a rear-end collision or an oblique collision. When the right front-angle ordinate of the vehicle M to be changed is smaller than the left rear-angle ordinate of the first front vehicle PO, the risk of vehicle collision is relieved, as shown in the following formula:
Y M (t)―L M ·sinθ(t)+W M ·cosθ(t)<Y PO (t)
in the second dangerous stage, since the lane change vehicle M starts from when the left front angle ordinate of the lane change vehicle M is equal to the right rear angle ordinate of the second front vehicle PD to when the lane change process ends, there is a possibility that the lane change vehicle M collides with the second front vehicle PD sideways or obliquely. When the left front-angle ordinate of the vehicle M to be changed is smaller than the right rear-angle ordinate of the second front vehicle PD, there is a risk of collision between the vehicles, as shown in the following formula:
Y M (t)―L M ·sinθ(t)―W PD <Y PD (t)
In the third dangerous stage, since the vehicle M to be changed may collide sideways or obliquely with the first rear vehicle FD from the time when the left front-angle ordinate of the vehicle M to be changed is equal to the right front-angle ordinate of the first rear vehicle FD to the time when the lane changing process is finished. When the left front-angle ordinate of the vehicle M to be changed is smaller than the right front-angle ordinate of the first rear vehicle FD, there is a risk of collision between the vehicles, as shown in the following formula:
Y M (t)―W FD <Y FD (t)
the above is an embodiment of lane changing to the left side of the driving direction of the vehicle M during driving, and the situation of lane changing to the right side of the driving direction of the vehicle M can be known in the same manner, and will not be described herein.
As an improvement of the above solution, when the lane change dangerous stage is the first dangerous stage, the lane change minimum safe distance is determined by the following formula:
when the lane-changing dangerous stage is the second dangerous stage, the lane-changing minimum safe distance is determined by the following formula:
when the lane-changing dangerous stage is the third dangerous stage, the lane-changing minimum safe distance is determined by the following formula:
wherein S is MSS (M, PO) is the minimum safety distance for lane change in the first dangerous stage, M represents the vehicle to be lane changed, PO represents the first front vehicle, a M (tau) is the acceleration of the vehicle to be changed at the moment tau, a PO (τ) is the acceleration of the first preceding vehicle at τ, v M (0) For the initial speed of the vehicle to be changed, v PO (0) For the initial speed of the first front vehicle, L M For the length of the vehicle body of the vehicle to be changed, theta (t) is the transverse deviation angle of the vehicle to be changed at the moment t, W M The width of the vehicle body of the vehicle to be changed;
S MSS (M, PD) is the minimum safe distance for lane change in the second dangerous stage, PD represents the second front vehicle, a PD (τ) is the acceleration of the second preceding vehicle at τ, v PD (0) An initial speed for the second lead vehicle;
S MSS (FD, M) is the minimum safe distance for lane change in the third dangerous stage, FD represents the first rear vehicle, a FD (τ) is the acceleration of the first rear vehicle at τ, v FD (0) Is the initial speed of the first rear vehicle.
Specifically, in conjunction with fig. 4, the present embodiment is directed to the minimum safe distance S for lane change in the first dangerous stage MSS (M, PO) gives the following specific derivation:
assuming that the vehicle M collides with the first preceding vehicle PO, the critical collision position is as shown as point p in FIG. 4 (M,PO) (t) is the contact point between the right front corner of the vehicle M to be changed and the left rear corner of the first front vehicle PO; and note the coordinates of the contact point as:
the analysis of the position relationship between the vehicle M to be changed and the first front vehicle PO shows that the two vehicles do not collide:
X PO (t)―X M (t)>L M cosθ(t)+W M sinθ(t)；
And (3) the following steps:
S (M,PO) (t)＝X PO (t)―X M (t)―L M cosθ(t)―W M sinθ(t),t∈[t start ,t (M,PO) ]，
from the lane change start point to the critical collision point p of the vehicle (M,PO) The time period of (t), i.e. at t start ≤t≤t (M,PO) In, S (M,PO) (t)>0 indicates that the vehicle M, PO will not collide；
From the above analysis, S (M,PO) (t) can be expressed as:
wherein S is (M,PO) (0)＝X PO (0)―X M (0)―L M Representing the initial distance between two vehicles;
thus, S (M,PO) (0) The minimum value of (2) is the minimum safe distance for channel change, so S MSS (M, PO) can be expressed as:
similarly, S can be derived MSS (M, PD) and S MSS (FD, M) are not described in detail herein.
It can be understood that the analyzed minimum safe distance for lane changing of three vehicles refers to the minimum distance between the lane changing vehicles in the microsystem and the three adjacent vehicles, namely the limit safe distance, which needs to be maintained in order to ensure the safety of lane changing, but the distance between the vehicles is generally maintained to be larger than the limit safe distance by the driver according to the state of the driver, road condition and weather condition during actual driving.
As an improvement of the above solution, the lane change risk estimation model LCSC is constructed by:
wherein lambda is an environmental adjustment coefficient, tanh is a hyperbolic tangent function, S IRS (i, j) is the initial distance between the rear vehicle i and the front vehicle j when the vehicle to be changed starts changing lanes, S MSS (i, j) is the minimum safe distance between the rear vehicle i and the front vehicle j when the vehicle to be changed starts to change the lane, L j Is the body length of the front vehicle j.
Specifically, the present inventionThe embodiment is described with reference to fig. 5, in which the vehicle M to be changed and the first preceding vehicle PO are taken as examples, and S is used MSS(M,PO) Represents the minimum safe distance of lane change, D (M,PO) And (3) representing the vehicle distance at the beginning of lane change, and constructing and obtaining the lane change risk estimation model LCSC based on the vehicle distance.
In this embodiment, by constructing the lane change risk evaluation model based on the hyperbolic tangent function, the technical problem that a certain difference exists between the safe initial lane change distance of the traditional minimum safe distance model and the initial lane change distance reserved in the actual driving process in the prior art can be solved.
As an improvement of the above-described scheme, the environment adjustment coefficient λ is determined by:
constructing an evaluation matrix of the current driving environment, and calculating an evaluation factor index value vector based on a preset environment adjustment coefficient grade and the evaluation matrix; the evaluation matrix is determined by evaluation factors in the target area and corresponding driving environment grades, wherein the evaluation factors comprise visibility, road surface conditions, lane conditions and road curvature;
adopting an analytic hierarchy process to respectively determine weights corresponding to the visibility, the road surface condition, the lane condition and the road curvature, and constructing an evaluation factor weight vector according to the weights;
Calculating a grade judgment value of the current driving environment based on the evaluation factor index value vector and the evaluation factor weight vector;
and determining a corresponding environment adjustment coefficient lambda according to the grade judgment value.
The vehicle driving environment mainly comprises road conditions and weather conditions, four evaluation factors are selected, the set of the four evaluation factors is set to be C= { visibility C1, road surface condition C2, lane condition C3 and road curvature C4}, driving environment grades of all the evaluation factors are respectively divided into five grades, and the set of each driving environment grade is set to be {1,2,3,4,5}, wherein the larger the value of the driving environment grade is, the worse the driving environment is represented. The method comprises the steps of integrating four evaluation factors, obtaining index weights of all the evaluation factors by using an AHP analytic hierarchy process, calculating to obtain a grade judgment value of the driving environment by using a fuzzy comprehensive evaluation process, and finally obtaining an environment adjustment coefficient under the current driving environment according to a table look-up of the judgment value, wherein the method comprises the following specific steps:
1. and determining an evaluation factor index value vector B by taking the environment adjustment coefficient grade V as a fuzzy evaluation standard of each evaluation factor. When the ith evaluation factor belongs to the jth driving environment grade, let r ij =1, the constituent evaluation matrix r= (R ij ) n×n The evaluation factor index vector calculation formula is as follows:
B＝R·V
2. the analysis-by-layer (AHP) method is utilized, the collected vehicle running information is combined, the importance degree of each evaluation factor is assigned, a judgment matrix and the weight coefficient of each evaluation factor are formed according to the assignment result, and the analysis-by-layer (AHP) method is specifically shown in the table 1:
| C i | C 1 | C 2 | C 3 | C 4 | ω i |
| C 1 | 1 | 3 | 9 | 5 | 0.6043 |
| C 2 | 1/3 | 1 | 3 | 2 | 0.2112 |
| C 3 | 1/9 | 1/3 | 1 | 1/2 | 0.0655 |
| C 4 | 1/5 | 1/2 | 2 | 1 | 0.1190 |
TABLE 1
Wherein, the consistency test lambda in the data of Table 1 max ＝4.008，CI＝0.003，CR＝0.003。
3. According to the obtained evaluation factor index vector B and the evaluation factor weight vector W, a grade judgment value U in the current driving environment can be obtained:
U＝B×W＝(b 1 ,b 2 ,b 3 ,b 4 )×(ω 1 ,ω 2 ,ω 3 ,ω 4 )
4. the corresponding environment adjustment coefficient lambda is determined according to the grade judgment value, specifically: searching an environment adjustment coefficient corresponding to the grade judgment value from a preset environment adjustment coefficient data table; wherein the environmental adjustment coefficients include 1, 0.9, 0.8, 0.7, 0.6;
specifically, the environmental adjustment coefficient data table is shown in table 2 below:
| comprehensive driving environment grade | Environmental adjustment coefficient | Judgment value U |
| V1 | 1 | 1≤U<2 |
| V2 | 0.9 | 2≤U<3 |
| V3 | 0.8 | 3≤U<4 |
| V4 | 0.7 | 4≤U<5 |
| V5 | 0.6 | 5 |
TABLE 2
In the embodiment, the influence of the driving environment such as weather, roads and the like on the lane changing behavior is supplemented, and the environment adjustment coefficient in the model is calibrated, so that the accuracy of lane changing risk estimation is effectively improved.
As an improvement of the above solution, the method further includes:
Screening a pre-acquired vehicle track data set based on a preset lane change rule to obtain a target track data set; wherein each data in the target track data set corresponds to a lane change behavior;
inputting a plurality of data in the target track data set into the lane change risk estimation model to obtain a plurality of lane change risk results which are output by the lane change risk estimation model and correspond to the plurality of data one by one;
performing cluster analysis on the channel change risk results to obtain a cluster result;
and determining the risk value of each lane change behavior based on the clustering result and the target track data set.
The track change rule is that the transverse deviation angle of the vehicle follows a rule that the transverse deviation angle of the vehicle is increased and then decreased in the track change process, so that the obtained target track data set is a complete track change track data set of the screened vehicle.
Exemplary, the performing cluster analysis on the multiple lane change risk results includes: and carrying out cluster analysis on the channel change risk results by adopting a K-means++ algorithm.
Specifically, in this embodiment, the lane change risk results of 373 vehicles are clustered, where the clustering results are shown in the following table 3, and the lane change safety coefficient range of the lane change behavior with high risk is [0.02,0.42 ], which accounts for 23% of the total sample, the lane change safety coefficient range of the lane change behavior with medium risk is [0.42,0.74 ], which accounts for 33% of the total sample, and the lane change safety coefficient range of the lane change behavior with low risk is [0.74, 1), which accounts for 44% of the total sample. Wherein the total of the low risk and the medium risk accounts for 77 percent, which indicates that most of the lane changing behaviors of the vehicle are safe.
| Target class | Range | Number of pieces | Duty ratio of |
| Low risk | [0.74,1.00) | 164 | 0.44 |
| Risk in | [0.42,0.74) | 123 | 0.33 |
| High risk | [0.02,0.42) | 86 | 0.23 |
TABLE 3 Table 3
In the embodiment, the validity of the model is checked and analyzed through the vehicle lane change track data extracted by the HighD data set, and the result shows that the model can truly and effectively reflect the risk of lane change behavior, so that theoretical and technical support can be provided for the evaluation after the lane change whole process and the lane change scheme of the automatic driving system.
The embodiment of the invention also provides a computer readable storage medium, on which a computer program is stored, the computer program implementing the steps of the expressway vehicle lane change risk estimation method according to any one of the above.
The embodiment of the invention also provides computer equipment, which comprises a processor, a memory and a computer program stored in the memory and configured to be executed by the processor, wherein the processor realizes the steps of the expressway vehicle lane change risk estimation method according to any one of the above steps when executing the computer program.
Illustratively, referring to FIG. 2, the computer device of this embodiment comprises: a processor 301, a memory 302 and a computer program stored in said memory 302 and executable on said processor 301, such as a highway vehicle lane change risk estimation program. The processor 301 executes the computer program to implement the steps of the embodiments of the method for estimating the risk of lane change of a highway vehicle, for example, steps S1 to S4 shown in fig. 1.
Illustratively, the computer program may be partitioned into one or more modules/units that are stored in the memory 302 and executed by the processor 301 to accomplish the present invention. The one or more modules/units may be a series of computer program instruction segments capable of performing the specified functions, which instruction segments describe the execution of the computer program in the computer device.
The computer equipment can be a desktop computer, a notebook computer, a palm computer, a cloud server and other computing equipment. The computer device may include, but is not limited to, a processor 301, a memory 302. It will be appreciated by those skilled in the art that the schematic diagram is merely an example of a computer device and is not limiting of the computer device, and may include more or fewer components than shown, or may combine some of the components, or different components, e.g., the computer device may also include input and output devices, network access devices, buses, etc.
The processor 301 may be a central processing unit (Central Processing Unit, CPU), but may also be other general purpose processors 301, digital signal processors 301 (Digital Signal Processor, DSP), application specific integrated circuits (Application Specific Integrated Circuit, ASIC), off-the-shelf 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. The general purpose processor 301 may be a microprocessor 301 or the processor 301 may be any conventional processor 301 or the like, the processor 301 being the control center of the computer device, with various interfaces and lines connecting the various parts of the overall computer device.
The memory 302 may be used to store the computer programs and/or modules, and the processor 301 may implement various functions of the computer device by executing or executing the computer programs and/or modules stored in the memory 302, and invoking data stored in the memory 302. The memory 302 may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program (such as a sound playing function, an image playing function, etc.) required for at least one function, and the like; the storage data area may store data (such as audio data, phonebook, etc.) created according to the use of the handset, etc. In addition, the memory 302 may include a high-speed random access memory 302, and may also include a non-volatile memory 302, such as a hard disk, memory, plug-in hard disk, smart Media Card (SMC), secure Digital (SD) Card, flash Card (Flash Card), at least one disk memory 302 device, flash memory device, or other volatile solid-state memory 302 device.
Wherein the computer device integrated modules/units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the present invention may implement all or part of the flow of the method of the above embodiment, or may be implemented by a computer program to instruct related hardware, where the computer program may be stored in a computer readable storage medium, and the computer program may implement the steps of each method embodiment described above when executed by the processor 301. Wherein the computer program comprises computer program code which may be in source code form, object code form, executable file or some intermediate form etc. The computer readable medium may include: any entity or device capable of carrying the computer program code, a recording medium, a U disk, a removable hard disk, a magnetic disk, an optical disk, a computer Memory 302, a Read-Only Memory 302, a random access Memory 302 (RAM, random Access Memory), an electrical carrier wave signal, a telecommunication signal, a software distribution medium, and so forth.
In summary, the invention has the following beneficial effects:
by adopting the embodiment of the invention, the vehicles to be changed in the target area are determined; constructing a lane change scene diagram based on the position relation between the lane change waiting vehicle and the adjacent vehicle; determining a lane change dangerous stage of the lane change vehicle according to the lane change scene schematic diagram; constructing a lane change risk estimation model based on the lane change dangerous stage and a pre-configured lane change minimum safety distance; the lane change risk estimation model is used for determining the risk of collision of the vehicle to be lane changed during lane change, and the minimum lane change safety distance is determined at least based on the lane change risk stage; wherein the lane change hazard phase comprises at least one of the following: a first dangerous stage of the vehicle to be changed relative to the first front vehicle, a second dangerous stage relative to the second front vehicle and a third dangerous stage relative to the first rear vehicle; the first front vehicle is located on the same lane as the lane to be changed, and the second front vehicle and the first rear vehicle are both located on the lane change target lane of the lane to be changed, so that a risk value of the vehicle on the expressway in more accurate lane change can be estimated.
From the above description of the embodiments, it will be clear to those skilled in the art that the present invention may be implemented by means of software plus necessary hardware platforms, but may of course also be implemented entirely in hardware. With such understanding, all or part of the technical solution of the present invention contributing to the background art may be embodied in the form of a software product, which may be stored in a storage medium, such as ROM/RAM, a magnetic disk, an optical disk, etc., including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform the method described in the embodiments or some parts of the embodiments of the present invention.
While the foregoing is directed to the preferred embodiments of the present invention, it will be appreciated by those skilled in the art that changes and modifications may be made without departing from the principles of the invention, such changes and modifications are also intended to be within the scope of the invention.
Claims (10)
1. The highway vehicle lane change risk estimation method is characterized by comprising the following steps of:
determining a vehicle to be changed in a target area;
constructing a lane change scene diagram based on the position relation between the lane change waiting vehicle and the adjacent vehicle;
Determining a lane change dangerous stage of the lane change vehicle according to the lane change scene schematic diagram;
constructing a lane change risk estimation model based on the lane change dangerous stage and a pre-configured lane change minimum safety distance; the lane change risk estimation model is used for determining the risk of collision of the vehicle to be lane changed during lane change, and the minimum lane change safety distance is determined at least based on the lane change risk stage;
wherein the lane change hazard phase comprises at least one of the following: a first dangerous stage of the vehicle to be changed relative to the first front vehicle, a second dangerous stage relative to the second front vehicle and a third dangerous stage relative to the first rear vehicle; the first front vehicle is positioned on the same lane as the vehicle to be changed, and the second front vehicle and the first rear vehicle are both positioned on a lane change target lane of the vehicle to be changed.
2. The expressway vehicle lane change risk estimation method according to claim 1, wherein the constructing a lane change scene map based on the positional relationship between the vehicle to be lane-changed and the adjacent vehicle includes:
constructing a plane rectangular coordinate system by taking the running direction of the vehicle to be changed as the positive direction of the X axis; the positive direction of the Y axis of the plane rectangular coordinate system is the direction from the left side to the right side along the positive direction of the X axis;
Acquiring the abscissa, the ordinate, the speed, the acceleration and the transverse deviation angle of the vehicle to be changed and the adjacent vehicle in real time in the plane rectangular coordinate system; wherein, the coordinates of the vehicle are represented by the coordinates of the left rear corner of the vehicle body;
and constructing a lane change scene diagram based on the abscissa, the ordinate, the speed, the acceleration and the transverse deviation angle of the vehicle to be changed and the adjacent vehicle.
3. The method for estimating a lane-change risk of a highway vehicle according to claim 2, wherein,
the first dangerous phase includes:
taking the time when the vehicle to be changed starts to change the track as a first starting time;
taking the moment that the ordinate of the right front angle of the vehicle body of the vehicle to be changed is equal to the ordinate of the left rear angle of the vehicle body of the first front vehicle as a first ending moment; or taking the moment that the ordinate of the left front corner of the vehicle body of the vehicle to be changed is equal to the ordinate of the right rear corner of the vehicle body of the first front vehicle as a first ending moment;
the second dangerous phase includes:
taking the time when the vehicle to be changed finishes changing the lane as a second ending time;
taking the moment that the ordinate of the left front corner of the vehicle body of the vehicle to be changed is equal to the ordinate of the right rear corner of the vehicle body of the second front vehicle as a second starting moment; or taking the moment that the ordinate of the right front angle of the vehicle body of the vehicle to be changed is equal to the ordinate of the left rear angle of the vehicle body of the second front vehicle as a second starting moment;
The third dangerous phase includes:
taking the time when the vehicle to be changed finishes changing the track as a third ending time;
taking the moment that the ordinate of the left front angle of the vehicle body of the vehicle to be changed is equal to the ordinate of the right front angle of the vehicle body of the first rear vehicle as a third starting moment; or taking the moment that the ordinate of the right front angle of the vehicle body of the vehicle to be changed is equal to the ordinate of the left front angle of the vehicle body of the first rear vehicle as the third starting moment.
4. A method for estimating a risk of a lane change of a highway vehicle as claimed in claim 3 wherein,
in the case that the first end time is the time when the ordinate of the right front corner of the vehicle body of the vehicle to be changed is equal to the ordinate of the left rear corner of the vehicle body of the first front vehicle, the condition that no collision occurs in the first dangerous stage is: y is Y M (t)-L M ·sinθ(t)+W M ·cosθ(t)＜Y PO (t)；
In the case that the second starting time is the time when the ordinate of the front left corner of the vehicle body of the vehicle to be changed is equal to the ordinate of the rear right corner of the vehicle body of the second front vehicle, the condition that the collision risk exists in the second dangerous stage is that: y is Y M (t)―L M ·sinθ(t)―W PD ＜Y PD (t)；
In the case that the time point when the ordinate of the front left corner of the vehicle body of the lane-changing vehicle is equal to the ordinate of the front right corner of the vehicle body of the first rear vehicle is taken as the third starting time point, the condition that the collision risk exists in the third dangerous stage is that: y is Y M (t)―W FD <Y FD (t)；
Wherein Y is M (t) is the ordinate of the vehicle to be changed at the time t, L M For the length of the vehicle body of the vehicle to be changed, theta (t) is the transverse deviation angle of the vehicle to be changed at the moment t, W M For the width of the vehicle body of the vehicle to be changed, Y PO (t) is the ordinate of the first front truck at the moment t, W PD For the width of the second front vehicle body, Y PD (t) is the ordinate of the second front vehicle at the time t, W FD For the width of the body of the first rear vehicle, Y FD And (t) is the ordinate of the first rear vehicle at the time t.
5. The method for estimating a lane-change risk of a highway vehicle according to claim 2, wherein,
when the lane-changing dangerous stage is the first dangerous stage, the lane-changing minimum safe distance is determined by the following formula:
when the lane-changing dangerous stage is the second dangerous stage, the lane-changing minimum safe distance is determined by the following formula:
when the lane-changing dangerous stage is the third dangerous stage, the lane-changing minimum safe distance is determined by the following formula:
wherein S is MSS (M, PO) is the minimum safety distance for lane change in the first dangerous stage, M represents the vehicle to be lane changed, PO represents the first front vehicle, a M (tau) is the acceleration of the vehicle to be changed at the moment tau, a PO (tau) is the acceleration of the first lead vehicle at time tau, v M (0) For the initial speed of the vehicle to be changed, v PO (0) For the initial speed of the first front vehicle, L M For the length of the vehicle body of the vehicle to be changed, theta (t) is the transverse deviation angle of the vehicle to be changed at the moment t, W M The width of the vehicle body of the vehicle to be changed;
S MSS (M, PD) is the minimum safe distance for lane change in the second dangerous stage, PD represents the second front vehicle, a PD (τ) is the acceleration of the second preceding vehicle at τ, v PD (0) An initial speed for the second lead vehicle;
S MSS (FD, M) is the minimum safe distance for lane change in the third dangerous stage, FD represents the first rear vehicle, a FD (τ) is the acceleration of the first rear vehicle at τ, v FD (0) Is the initial speed of the first rear vehicle.
6. The highway vehicle lane change risk estimation method according to claim 1, wherein the lane change risk estimation model LCSC is constructed by:
wherein lambda is an environmental adjustment coefficient, tanh is a hyperbolic tangent function, S IRS (i, j) is the initial distance between the rear vehicle i and the front vehicle j when the vehicle to be changed starts changing lanes, S MSS (i, j) is the minimum safe distance between the rear vehicle i and the front vehicle j when the vehicle to be changed starts to change the lane, L j Is the body length of the front vehicle j.
7. The expressway vehicle lane change risk estimation method according to claim 6, wherein the environment adjustment coefficient λ is determined by:
Constructing an evaluation matrix of the current driving environment, and calculating an evaluation factor index value vector based on a preset environment adjustment coefficient grade and the evaluation matrix; the evaluation matrix is determined by evaluation factors in the target area and corresponding driving environment grades, wherein the evaluation factors comprise visibility, road surface conditions, lane conditions and road curvature;
adopting an analytic hierarchy process to respectively determine weights corresponding to the visibility, the road surface condition, the lane condition and the road curvature, and constructing an evaluation factor weight vector according to the weights;
calculating a grade judgment value of the current driving environment based on the evaluation factor index value vector and the evaluation factor weight vector;
and determining a corresponding environment adjustment coefficient lambda according to the grade judgment value.
8. The highway vehicle lane change risk estimation method according to any one of claims 1 to 7, wherein the method further comprises:
screening a pre-acquired vehicle track data set based on a preset lane change rule to obtain a target track data set; wherein each data in the target track data set corresponds to a lane change behavior;
inputting a plurality of data in the target track data set into the lane change risk estimation model to obtain a plurality of lane change risk results which are output by the lane change risk estimation model and correspond to the plurality of data one by one;
Performing cluster analysis on the channel change risk results to obtain a cluster result;
and determining the risk value of each lane change behavior based on the clustering result and the target track data set.
9. A computer readable storage medium having stored thereon a computer program, which when executed by a processor implements the highway vehicle lane change risk estimation method according to any one of claims 1 to 8.
10. A computer device comprising a processor, a memory and a computer program stored in the memory and configured to be executed by the processor, the processor implementing the method of highway vehicle lane change risk estimation according to any one of claims 1 to 8 when the computer program is executed.
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