CN114379557B - Automatic lane changing method, automatic lane changing control device and automatic lane changing system - Google Patents

Abstract

An automatic lane changing method, an automatic lane changing control device and an automatic lane changing system. The automatic lane changing method comprises the following steps: detecting a target vehicle and recording driving parameters of the target vehicle; when the loss of the target vehicle is determined, starting timing so as to record the loss duration of the lost target vehicle; when the automatic lane change time is reached, the lane change safety is influenced by the lost target vehicle based on the driving parameter and the lost time length of the lost target vehicle, and the lane change is canceled or delayed. The automatic lane change method can estimate the position of the lost target vehicle, and further judge whether the lost target vehicle affects lane change safety when the automatic lane change time is reached. When the lost target vehicle is determined to influence the lane changing safety, the lane changing is canceled or carried out later so as to prevent the lost target vehicle from colliding with the vehicle, thereby improving the automatic lane changing safety.

Description

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

Technical Field

The present disclosure relates to driving assistance, and more particularly to an automatic lane changing method, an automatic lane changing control apparatus, and an automatic lane changing system.

Background

Driving assistance (ADAS, advanced Driving Assistance System, advanced driving assistance system) includes an automatic lane change function. The functions are to detect the lane changing intention of the driver (such as turning a steering lamp deflector rod, giving a lane changing instruction by voice, and the like), so that the driver can automatically control the steering system to realize lane changing by the driving auxiliary control device without steering operation. Alternatively, during the use of the adaptive cruise apparatus (Adaptive Cruise Control, ACC for short), the overtaking is achieved by automatic lane change when the speed of the preceding vehicle is low. In the automatic lane changing process, sensors (such as radar sensors, camera sensors, ultrasonic sensors and the like) capable of detecting the surrounding environment are utilized to monitor the surrounding conditions, so that no vehicle approach or contact is ensured behind the vehicle during lane changing.

However, from the actual traffic situation, when there are a plurality of vehicles traveling in the rear, the sensor cannot stably monitor the rear vehicle situation, so that a part of rear vehicles having a higher vehicle speed than the own vehicle may not be detected and identified due to shielding of other vehicles or the like, as shown in fig. 1. Thus, some vehicles with relatively high relative speeds may change lane from an unexpected location to the vicinity of the host vehicle (e.g., eventually approach the host vehicle through multiple lane changes, as shown in FIG. 1), with a high risk of collision.

Disclosure of Invention

The embodiment of the application provides an automatic lane changing method, which can judge whether a target vehicle behind enters a dead zone detected by a vehicle sensor and cannot be identified, and cancel or push back the automatic lane changing when determining that the target vehicle influences the lane changing safety of the vehicle, so that the lost target vehicle is prevented from colliding with the vehicle, and the safety of the automatic lane changing is improved.

The embodiment of the application provides an automatic lane changing method, which comprises the following steps: detecting a target vehicle and recording driving parameters of the target vehicle; when the loss of the target vehicle is determined, starting timing so as to record the loss duration of the lost target vehicle; when the automatic lane change time is reached, the lane change safety is influenced by the lost target vehicle based on the driving parameter and the lost time length of the lost target vehicle, and the lane change is canceled or delayed.

The automatic lane changing method provided by the embodiment of the application starts timing when the target vehicle is determined to be lost (namely, the own vehicle sensor cannot detect the original target vehicle, so that the original target vehicle enters a detection blind area of the own vehicle and cannot be detected and identified), and thus the loss duration of the lost target vehicle can be recorded. According to the loss duration and the driving parameters of the lost target vehicle, the position of the lost target vehicle can be estimated, and then whether the lost target vehicle affects the lane change safety can be judged when the automatic lane change time is reached. When the lost target vehicle is determined to influence the lane changing safety, the lane changing is canceled or carried out later so as to prevent the lost target vehicle from colliding with the vehicle, thereby improving the automatic lane changing safety.

In an exemplary embodiment, the automatic lane changing method further includes: and when the automatic lane changing time is reached, the automatic lane changing is executed based on the fact that the lost target vehicle does not influence the lane changing safety according to the driving parameters and the lost time length of the lost target vehicle and the fact that the non-lost target vehicle does not influence the lane changing safety according to the driving parameters of the non-lost target vehicle.

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

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

In an exemplary embodiment, the determining whether the lost target vehicle affects lane change safety according to the lost duration and the predicted collision duration of the lost target vehicle includes: judging whether the lost time length is greater than the sum of the predicted collision time length and a preset safe lane change time length; when the lost time length is greater than the sum of the predicted collision time length and the preset safe lane change time length, judging that the lost target vehicle does not influence lane change safety; and when the lost time length is smaller than or equal to the sum of the predicted collision time length and the preset safe lane change time length, judging that the lost target vehicle affects lane change safety.

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

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

In an exemplary embodiment, the safety factor is 1.2 or more and 2.0 or less.

In an exemplary embodiment, the transverse velocity is denoted as x, the unit is m/s, the safety factor is denoted as y, and the y has the following relation with the x: when 0 < y < 0.5, y=1.2; when y is more than or equal to 0.5 and less than or equal to 2.0, 3y=1.6x+2.8; when y > 2.0, y=2.0.

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

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

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

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

The embodiment of the application also provides an automatic lane changing device, which comprises a processor and a memory storing a computer program, wherein the processor realizes the steps of the automatic lane changing method according to any one of the above embodiments when executing the computer program.

The embodiment of the application also provides an automatic lane changing system, which comprises: a driving environment condition detection device configured to detect a driving environment condition; an automatic lane change control device configured to control automatic lane change in accordance with a driving environment condition; wherein, the automatic lane change control apparatus includes: the target vehicle monitoring module is configured to: monitoring the state of a target vehicle according to the driving environment condition, recording driving parameters of the target vehicle, and starting a timer to record the lost duration of the lost target vehicle when the loss of the target vehicle is determined; the lane change control module is set as follows: when the automatic lane changing time is reached, the automatic lane changing is canceled or delayed based on the condition that the lane changing safety is influenced by the lost target vehicle according to the driving parameters and the lost time length of the lost target vehicle.

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

Drawings

The accompanying drawings are included to provide an understanding of the principles of the application, and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain, without limitation, the principles of the application.

FIG. 1 is a schematic illustration of a rear vehicle having a relatively high relative speed changing lane from an unexpected position to the vicinity of a host vehicle (the shaded portion of the figure illustrates the sensor detectable range of the host vehicle);

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

FIG. 3 is a schematic diagram of a target vehicle monitoring process according to an embodiment of the present application;

FIG. 4 is a schematic diagram of a lane change control flow according to an embodiment of the present application;

FIG. 5 is a diagram illustrating the relationship between the safety factor and the lateral velocity according to an embodiment of the present application;

FIG. 6 is a lane change timing diagram according to an embodiment of the present application;

FIG. 7 is a schematic diagram of an automatic lane change control apparatus according to an embodiment of the present application;

FIG. 8 is a schematic diagram of an automatic lane change system according to an embodiment of the present application;

FIG. 9 is a schematic illustration of a vehicle according to one embodiment of the present application;

fig. 10 is a schematic view of a vehicle according to an embodiment of the present application.

Detailed Description

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

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

step S104: when the loss of the target vehicle is determined, starting timing so as to record the loss duration of the lost target vehicle;

step S106: when the automatic lane change time is reached, the lane change safety is influenced by the lost target vehicle based on the driving parameter and the lost time length of the lost target vehicle, and the lane change is canceled or delayed.

The automatic lane changing method provided by the embodiment of the application starts timing when the target vehicle is determined to be lost (namely, the own vehicle sensor cannot detect the original target vehicle, so that the original target vehicle enters a detection blind area of the own vehicle and cannot be detected and identified), and thus the loss duration of the lost target vehicle can be recorded. According to the loss duration and the driving parameters of the lost target vehicle, the position of the lost target vehicle can be estimated, and then whether the lost target vehicle affects the lane change safety can be judged when the automatic lane change time is reached. When the lost target vehicle is determined to influence the lane changing safety, the lane changing is canceled or carried out later so as to prevent the lost target vehicle from colliding with the vehicle, thereby improving the automatic lane changing safety.

In one example, the target vehicle refers to a vehicle having a vehicle speed higher than the own vehicle speed in a set range (e.g., in a range of 200 meters) behind the own vehicle.

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

and when the automatic lane changing time is reached, the automatic lane changing is executed based on the fact that the lost target vehicle does not influence the lane changing safety according to the driving parameters and the lost time length of the lost target vehicle and the fact that the non-lost target vehicle does not influence the lane changing safety according to the driving parameters of the non-lost target vehicle.

The scheme defines the safe lane change condition, and the automatic lane change is executed only when the lane change safety is not affected by both the lost target vehicle and the non-lost target vehicle, namely, all the target vehicles do not affect the lane change safety, so that the automatic lane change safety is ensured.

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

calculating the estimated collision time length of the lost target vehicle according to the driving parameters before the lost target vehicle is lost;

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

Because the driving parameters of the lost target vehicle are recorded before the target vehicle is lost, the estimated collision time of the lost target vehicle and the vehicle (namely, how long the lost target vehicle is estimated to reach the vicinity of the vehicle) can be estimated according to the driving parameters memorized before the target vehicle is lost. And then combining the lost duration of the lost target vehicle, the approximate position of the lost target vehicle when the vehicle reaches the automatic lane change time can be approximately determined, and whether the lost target vehicle influences the lane change safety of the vehicle or not is further determined.

In an exemplary embodiment, the driving parameters include: the longitudinal distance between the target vehicle and the host vehicle, and the relative speed of the target vehicle and the host vehicle. The longitudinal distance between the lost target vehicle and the own vehicle is divided by the relative speed between the lost target vehicle and the own vehicle before the lost target vehicle is lost, so as to obtain the estimated collision duration of the lost target vehicle.

In an exemplary embodiment, determining whether the lost target vehicle affects lane change safety based on a lost duration and an expected collision duration of the lost target vehicle includes:

judging whether the lost time length is greater than the sum of the predicted collision time length and the preset safe lane change time length;

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

And when the lost time length is smaller than or equal to the sum of the predicted collision time length and the preset safe lane change time length, judging that the lost target vehicle affects lane change safety.

In the embodiment of the application, the predicted collision time length can be recorded as Tra, the safe lane change time length can be recorded as Ts, and the lost time length of the lost target vehicle can be recorded as Ttop, and when Ttop > Tra+Ts is established, the lost target vehicle is judged not to influence lane change safety; when Ttop > Tra+Ts is not established, the influence of the lost target vehicle on lane change safety is judged.

The lost duration is the movement duration of the lost target vehicle from the moment of determining the lost target vehicle to the moment when the vehicle reaches the automatic lane change time. The preset safe lane change time length is the safe time length required by the host vehicle to finish lane change. The estimated time to collision is the estimated time required for the missing target vehicle to catch up with the host vehicle.

Therefore, when the lost time length is equal to the predicted collision time length, the lost vehicle just catches up with the vehicle when the vehicle reaches the automatic lane change time, and the lane change is very dangerous, so that the lane change needs to be delayed. When the loss time is longer than the sum of the predicted collision time and the preset safety time, the lost target vehicle is indicated to travel forward after the lost target vehicle catches up with the vehicle, and the lost target vehicle runs in front of the vehicle, so that the lane change safety of the vehicle is not affected.

When the lost time length is smaller than or equal to the sum of the predicted collision time length and the preset safety time length, the lost target vehicle is positioned nearby the vehicle when the vehicle reaches the automatic lane change time, so that lane change safety of the vehicle is affected.

Such as: the predicted collision duration was 20 seconds, the preset safe lane change duration was 12 seconds, and the loss duration was 32 seconds. When the target vehicle confirms loss, it is expected that 20 seconds are required to catch up with the vehicle, and the vehicle needs 12 seconds to finish lane change after 32 seconds of automatic lane change time of the vehicle. Therefore, when the lost target vehicle determines to be lost and the vehicle reaches the automatic lane change time, the lost target vehicle is already operated for 32 seconds, so that the lost target vehicle is already moved to the front of the vehicle, and lane change safety of the vehicle is not affected. If the loss duration is 20 seconds, the lost target vehicle only runs for 20 seconds from the time when the lost target vehicle determines to be lost to the time when the vehicle reaches the automatic lane change opportunity, and is likely to be positioned nearby the vehicle, so that lane change safety of the vehicle is affected, the automatic lane change needs to be canceled or delayed, and the lane change is executed after the lost target vehicle passes.

In an exemplary embodiment, determining whether the lost target vehicle affects lane change safety based on a lost duration and an expected collision duration of the lost target vehicle includes:

Judging whether the lost time length is smaller than the sum of the predicted collision time length and the preset safe lane change time length;

when the lost time length is smaller than the sum of the predicted collision time length and the preset safe lane change time length, judging that the lost target vehicle affects lane change safety;

and when the lost time length is equal to the sum of the predicted collision time length and the preset safe lane change time length, resetting the timer.

The principle of this scheme is basically similar to that of the scheme described above, except for a slight difference in the control of the timer. In the scheme, when the lost duration is equal to the sum of the predicted collision duration and the preset safe lane change duration, the time is continued to be counted backwards, and the lane change safety of the vehicle cannot be affected by the lost target vehicle, so that the lost duration of the lost target vehicle can be cleared, continuous recording is not needed through the time counting, and the occupation of a memory can be reduced.

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

Wherein, the value of the safety coefficient can be adjusted according to the requirement.

Illustratively, the safety factor is 1 or greater.

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

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

For drivers with aggressive driving style, it is common to accelerate rapidly and substantially during lane changes. If the acceleration is large, the vehicle may approach the host vehicle faster than expected. Thus, the track speed is measured by the lateral speed, and the safety factor is adjusted according to the magnitude of the lateral speed.

If the lateral speed of the lost target vehicle before being lost is relatively large, the actual time required for the lost target vehicle to catch up with the vehicle is correspondingly reduced. Then, after the lost time length and the preset safe lane change time length, the position of the lost target vehicle is more forward, and lane change safety of the vehicle is not affected.

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

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

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

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

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

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

In an exemplary embodiment, a method for determining whether an undestroyed target vehicle affects lane change safety according to driving parameters of the undestroyed target vehicle includes:

according to the driving parameters of the non-lost target vehicle, calculating the collision time length of the non-lost target vehicle;

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

For the target vehicle which is not lost, as the target vehicle is always in the detectable range of the vehicle, the collision time length with the vehicle can be directly calculated through the driving parameters of the target vehicle, and whether the collision time length is safe collision time length or not is judged when the vehicle reaches the automatic lane change time, namely whether the vehicle can safely complete automatic lane change within the collision time length or not is judged, and whether the target vehicle which is not lost affects lane change safety is further judged. And when the collision duration of the non-lost target vehicle is the safe collision duration, judging that the non-lost target vehicle does not influence lane change safety. And when the non-lost target vehicle is not safe collision duration, judging that the non-lost target vehicle affects lane change safety.

Whether the collision duration of the target vehicle which is not lost is safe or not can be reasonably designed according to technical experience and the like. For example, it is determined whether the collision time period of the non-lost target vehicle is greater than 3 seconds, and it is determined to be safe when it is greater than 3 seconds, and it is determined to be unsafe when it is 3 seconds or less.

Alternatively, it may be determined whether the collision time period of the non-lost target vehicle is longer than the safe lane-change time period (or the product of the safe lane-change time period and the safety coefficient). The collision time length of the target vehicle is longer than the safe lane change time length (or the product of the safe lane change time length and the safety coefficient) when the target vehicle is not lost, and the safe collision time length is judged; and when the collision duration of the non-lost target vehicle is less than or equal to the safe lane change duration (or the product of the safe lane change duration and the safety coefficient), judging as unsafe collision duration.

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

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

Alternatively, the collision time of the target vehicle is not lost, and the safe headway can be used instead. Safe headway = distance between the non-missing target vehicle and the host vehicle/speed of the non-missing target vehicle.

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

When the automatic lane change time is reached, determining that the lost target vehicle affects lane change safety according to the driving parameter and the lost time length of the lost target vehicle, wherein the driving parameter is the last recorded driving parameter before the target vehicle is lost in the step of canceling or pushing the lane change.

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

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

and when the target vehicle is not detected, the driving parameters of the target vehicle recorded in the last lane change are cleared.

When the automatic lane change is performed, if the target vehicle is not detected, the driving parameters recorded in the lane change of the last time can be cleared in time, excessive occupation of system memory is avoided, interference to the lane change is avoided, and the sensitivity of the automatic lane change function is improved.

A specific embodiment is described below with reference to the accompanying drawings.

The embodiment provides an automatic lane changing method which comprises a target vehicle monitoring flow, an automatic lane changing control flow and a lane changing time judging flow.

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

step S202: whether a target vehicle higher than the speed of the own vehicle exists within a range of 200 meters behind the own vehicle is detected for the first time, if yes, the step S204 is executed, and if not, the step S206 is executed;

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

step S206: the driving parameters of the target vehicle recorded in the last lane change are cleared;

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

Step S210: recording driving parameters of the target vehicle, and calculating the collision time of the target vehicle;

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

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

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

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

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

step S306: executing automatic lane changing;

step S308: cancel or push the lane change.

The state of the target vehicle may be represented in a manner of a target vehicle presence state bit and a target vehicle disappearance state bit. When the target vehicle is detected for the first time, the target vehicle presence state bit is turned ON, the target vehicle disappearance state bit is turned OFF, and when the target vehicle is not detected in the periodic detection process, the target vehicle disappearance state bit is turned ON. When the automatic lane change is performed, the target vehicle presence status bit is turned OFF.

In step S304, whether the lost target vehicle affects lane change safety is determined according to the lost time length and the predicted collision time length of the lost target vehicle, and whether the non-lost target vehicle affects lane change safety is determined according to the collision time length of the non-lost target vehicle.

And when the collision duration of the non-lost target vehicle is the safe collision duration, judging that the non-lost target vehicle does not influence lane change safety. And when the collision duration of the non-lost target vehicle is not the safe collision duration, judging that the non-lost target vehicle affects lane change safety.

When the loss time length is larger than the sum of the predicted collision time length and the preset safe lane change time length, judging that the lane change safety is not affected by the lost target vehicle; and when the lost time length is smaller than or equal to the sum of the predicted collision time length and the preset safe lane change time length, judging that the lost target vehicle affects lane change safety.

The preset safe lane change duration is equal to the product of the automatic lane change time and the safety coefficient. The transverse speed is recorded as x, the unit is m/s, the safety coefficient is recorded as y, and the relationship between y and x is as follows:

when 0 < y < 0.5, y=1.2;

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

when y > 2.0, y=2.0.

Fig. 6 is a lane change timing diagram.

At time a, a vehicle having a speed higher than the own vehicle speed in the rear 200m is detected. At this time, the target vehicle presence state bit is turned ON. At time B, the rear vehicle detection signal disappears, and at this time, the target vehicle disappearing state bit is turned ON.

And calculating the time Tra (namely the expected collision duration) of the lost target vehicle approaching the own vehicle according to the inter-vehicle distance and the relative speed at the moment B, and starting timing. When the timer time is smaller than or equal to Tra+Ts, the possibility that the rear vehicle is positioned near the own vehicle is high, and automatic lane changing is forbidden. At time C, when the timer time reaches tra+ts, the missing target vehicle has run ahead of the host vehicle, automatic lane change is allowed, and the timer returns to zero.

Where ts=the product of the automatic lane change duration (e.g. 10 seconds) and the safety factor (e.g. 1.2).

Before the time B, since the target vehicle is not lost, it is only necessary to determine whether Tra is a safe collision duration. In fig. 6, tra is relatively large enough for the host vehicle to complete the automatic lane change before time B.

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

The judging flow of the lane change time comprises the following steps:

whether the driver is detected to change the lane intention (such as whether the driver is detected to stir a steering lamp deflector rod or give a lane change instruction by voice) or whether the passing purpose is to be achieved through automatic lane change due to lower speed of a front vehicle in the ACC using process.

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

As shown in fig. 7, the embodiment of the present application further provides an automatic track-changing device, which includes a processor 402 and a memory 404 storing a computer program, wherein the processor 402 implements the steps of the automatic track-changing method according to any one of the above embodiments when executing the computer program, so that the method has all the advantages of any one of the above embodiments, and is not described herein.

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

The embodiment of the application also provides an automatic lane changing system, which comprises the automatic lane changing control device according to the embodiment, so that the automatic lane changing system has all the beneficial effects of any one of the embodiments, and the description is omitted herein.

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

The driving environment condition detection means 500 is provided to detect a driving environment condition; the automatic lane change control apparatus 600 is configured to control automatic lane change in accordance with the driving environment condition.

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

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

the lane change control module 604 is configured to: when the automatic lane changing time is reached, the automatic lane changing is canceled or delayed based on the condition that the lane changing safety is influenced by the lost target vehicle according to the driving parameters and the lost time length of the lost target vehicle.

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

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

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

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

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

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

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

The lane change control calculation module 6041 is provided to: and when the automatic lane changing time is reached, the automatic lane changing is executed based on the fact that the lost target vehicle does not influence the lane changing safety according to the driving parameters and the lost time length of the lost target vehicle and the fact that the non-lost target vehicle does not influence the lane changing safety according to the driving parameters of the non-lost target vehicle.

The lane change prohibition control calculation module 6042 is configured to: when the automatic lane change time is reached, determining that the lost target vehicle affects lane change safety based on the driving parameters and the lost time length of the lost target vehicle, and canceling or pushing the lane change; and when the automatic lane changing time is reached, the lane changing is canceled or delayed when the lane changing safety is influenced by the non-lost target vehicle based on the driving parameters of the non-lost target vehicle.

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

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

No requirement is made for the sensor type (radar, lidar, ultrasonic sensor, camera sensor 508, etc.) as long as the driving environment can be detected. The sensor for detecting the running environment can detect and identify the speed, the relative speed, the position, the angle, the size and the like of the three-dimensional objects around the bicycle.

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

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

As shown in fig. 9, the signal input system may include: a turn signal switch 501 capable of detecting a driver's turn signal operation, an accelerator pedal sensor 502 detecting a driver's accelerator operation, a brake pedal sensor 503 detecting a driver's brake operation, a steering angle sensor 504 detecting a driver's steering operation, a hand moment sensor 505 detecting a driver's steering operation force, a vehicle speed sensor 506 detecting a vehicle speed, a yaw rate sensor 509 detecting a vehicle motion state, a longitudinal acceleration sensor 510, a lateral acceleration sensor 511, and the aforementioned driving environment condition detection device 400 (e.g., a camera sensor 508 for detecting a surrounding environment, a radar sensor 507).

The signal output system may include: an engine ECU 701, a brake ECU 702, a steering ECU 703, and an information display ECU704.

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

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

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

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

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

The present application has been described in terms of several embodiments, but the description is illustrative and not restrictive, and it will be apparent to those of ordinary skill in the art that many more embodiments and implementations are possible within the scope of the described embodiments. Although many possible combinations of features are shown in the drawings and discussed in the detailed description, many other combinations of the disclosed features are possible. Any feature or element of any embodiment may be used in combination with or in place of any other feature or element of any other embodiment unless specifically limited.

The present application includes and contemplates combinations of features and elements known to those of ordinary skill in the art. The disclosed embodiments, features and elements of the present application may also be combined with any conventional features or elements to form a unique inventive arrangement as defined by the claims. Any feature or element of any embodiment may also be combined with features or elements from other inventive arrangements to form another unique inventive arrangement as defined in the claims. It is therefore to be understood that any of the features shown and/or discussed in the present application may be implemented alone or in any suitable combination. Accordingly, the embodiments are not to be restricted except in light of the attached claims and their equivalents. Further, various modifications and changes may be made within the scope of the appended claims.

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

Claims (13)

1. An automatic lane-changing method, comprising:

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

when the loss of the target vehicle is determined, starting timing so as to record the loss duration of the lost target vehicle;

when the automatic lane changing time is reached, determining that the lost target vehicle affects lane changing safety based on the driving parameters and the lost time length of the lost target vehicle, and canceling or pushing the lane changing;

The method for determining whether the lost target vehicle affects lane change safety or not according to the driving parameters and the lost time length of the lost target vehicle comprises the following steps:

calculating the estimated collision time length of the lost target vehicle according to the driving parameters before the lost target vehicle is lost;

judging whether the lost time length is greater than the sum of the predicted collision time length and a preset safe lane change time length;

when the lost time length is greater than the sum of the predicted collision time length and the preset safe lane change time length, judging that the lost target vehicle does not influence lane change safety;

and when the lost time length is smaller than or equal to the sum of the predicted collision time length and the preset safe lane change time length, judging that the lost target vehicle affects lane change safety.

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

and when the automatic lane changing time is reached, the automatic lane changing is executed based on the fact that the lost target vehicle does not influence the lane changing safety according to the driving parameters and the lost time length of the lost target vehicle and the fact that the non-lost target vehicle does not influence the lane changing safety according to the driving parameters of the non-lost target vehicle.

3. The automatic lane-changing method as claimed in claim 1, wherein,

The driving parameters include: the longitudinal distance between the target vehicle and the host vehicle, and the relative speed between the target vehicle and the host vehicle;

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

4. The automatic lane-changing method as claimed in claim 1, wherein,

the preset safe lane change duration is equal to the product of the automatic lane change time and the safety coefficient.

5. The automatic lane-changing method as claimed in claim 4, wherein,

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

the safety factor is positively correlated with the lateral velocity over a set velocity range.

6. The automatic lane-changing method as claimed in claim 5, wherein,

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

7. The automatic lane-changing method according to claim 6, wherein the transverse velocity is denoted as x, the unit is m/s, the safety factor is y, and the y and the x have the following relationship:

when 0 < y < 0.5, y=1.2;

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

when y > 2.0, y=2.0.

8. The automatic lane-changing method according to claim 2, wherein the method for determining whether the non-lost target vehicle affects lane-changing safety according to the driving parameters of the non-lost target vehicle comprises:

according to the driving parameters of the non-lost target vehicle, calculating the collision time length of the non-lost target vehicle;

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

9. The automatic lane-changing method as claimed in claim 8, wherein,

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

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

10. The automatic lane changing method according to any one of claims 1 to 9, wherein,

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

and when the automatic lane change time is reached, determining that the lost target vehicle influences lane change safety according to the driving parameter and the lost time length of the lost target vehicle, wherein the driving parameter is the last recorded driving parameter before the target vehicle is lost in the step of canceling or pushing the lane change.

11. The automatic lane changing method according to any one of claims 1 to 9, further comprising:

and when the target vehicle is not detected, the driving parameters of the target vehicle recorded in the last lane change are cleared.

12. An automatic lane change control apparatus comprising a processor and a memory storing a computer program, the processor implementing the steps of the automatic lane change method of any one of claims 1 to 11 when executing the computer program.

13. A driving assistance system, characterized by comprising:

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

an automatic lane change control device configured to control automatic lane change in accordance with a driving environment condition;

wherein, the automatic lane change control apparatus includes:

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

lane change control module, set up as: when the automatic lane changing time is reached, cancelling or pushing the automatic lane changing when the lane changing safety is influenced by the lost target vehicle based on the driving parameter and the lost time length of the lost target vehicle;

Wherein, the lane change control module is set as:

calculating the estimated collision time length of the lost target vehicle according to the driving parameters before the lost target vehicle is lost;

judging whether the lost time length is greater than the sum of the predicted collision time length and a preset safe lane change time length;

when the lost time length is greater than the sum of the predicted collision time length and the preset safe lane change time length, judging that the lost target vehicle does not influence lane change safety;

and when the lost time length is smaller than or equal to the sum of the predicted collision time length and the preset safe lane change time length, judging that the lost target vehicle affects lane change safety.