CN116279489A

CN116279489A - Vehicle lane change control method, device, equipment and storage medium

Info

Publication number: CN116279489A
Application number: CN202310478660.XA
Authority: CN
Inventors: 肖开兴; 邱利宏; 黎万洪; 孙正海
Original assignee: Chongqing Changan Automobile Co Ltd
Current assignee: Chongqing Changan Automobile Co Ltd
Priority date: 2023-04-28
Filing date: 2023-04-28
Publication date: 2023-06-23

Abstract

The invention provides a vehicle lane change control method, device, equipment and storage medium, which are used for determining a lane change state of a current vehicle based on the current driving speed, the adjacent driving speed and the relative distance by acquiring the current driving speed, the adjacent driving speed and the relative distance between the current vehicle and the adjacent vehicle, calculating predicted positions of the current vehicle at a plurality of future moments based on the current driving speed and the relative distance when the lane change state is not allowed, generating a drivable predicted track, constructing constraint conditions, converting the drivable predicted track into a planned driving track according to the constraint conditions, controlling the current vehicle to run based on the planned driving track when the running state of the planned driving track is safe, actively creating lane change conditions by controlling the driving track of the current vehicle under the condition that the current vehicle has no lane change opportunity, and controlling the lane change of the current vehicle based on the obtained planned track.

Description

Vehicle lane change control method, device, equipment and storage medium

Technical Field

The application relates to the technical field of automatic driving, in particular to a vehicle lane change control method, a device, equipment and a storage medium.

Background

In the automatic driving process, a great number of scenes of changing lanes are needed, such as down-ramps, road construction of front main lanes and the like, the safe lane changing conditions at the present stage are mainly judged by utilizing the information of the position, the speed and the like of the vehicle of the target lane, if the safe lane changing conditions are met, the automatic lane changing is allowed, and if the safe lane changing conditions are not met (such as the distance between the front vehicle and the rear vehicle of the target lane is short), the automatic lane changing is not allowed.

When a scene that the channel must be changed and the safe channel changing condition cannot be met occurs, the vehicle must accelerate, decelerate or travel at a constant speed for a period of time, so that the condition that the channel can be safely changed is created, and then the channel is automatically changed. It is generally assumed that the running speed of the surrounding vehicle is unchanged, and the driving speed of the current vehicle is adjusted, thereby constructing the lane change condition. However, when the peripheral lanes do a speed change motion, the method may not be able to create a safe lane change condition as expected; and motion prediction can only be performed at a constant speed or according to preset acceleration and deceleration at present, and dynamic adjustment according to a scene cannot be achieved, so that the success rate of vehicle lane changing is low due to limited prediction space.

Disclosure of Invention

In view of the above-mentioned drawbacks of the prior art, the present invention provides a vehicle lane change control method, apparatus, device, and storage medium, so as to solve the above-mentioned technical problems that when a peripheral lane performs a speed change motion, a safe lane change condition may not be created according to expectations, and motion prediction can only be performed at a constant speed or according to preset acceleration and deceleration, and dynamic adjustment according to a scene may not be performed, resulting in limited prediction space.

The invention provides a vehicle lane change control method, which comprises the following steps: acquiring a current driving speed of a current vehicle, a neighboring driving speed of a neighboring vehicle, and a relative distance between the current vehicle and the neighboring vehicle; determining a lane-change status of the current vehicle based on the current driving speed, the adjacent driving speed, and the relative distance; if the lane change state is not allowed, calculating predicted positions of the current vehicle at a plurality of future moments based on the current driving speed and the relative distance, and generating a drivable predicted track; constructing constraint conditions based on the adjacent driving speeds and preset standard values, and converting the drivable predicted track into a planned driving track according to the constraint conditions; and predicting the running state of the planned running track, and if the running state of the planned running track is safe, controlling the current vehicle to run based on the planned running track so as to control the current vehicle to change lanes.

In one embodiment of the present invention, before acquiring the adjacent driving speed of the adjacent vehicle, the method further includes: the method comprises the steps that the positions of surrounding vehicles are obtained, the surrounding vehicles comprise vehicles on a current lane, vehicles on a target lane and vehicles to be cut into the current lane or vehicles to be cut into the target lane, the target lane is a lane into which the current vehicle enters after changing lanes, and the current lane is the lane in which the current vehicle is located; determining a point closest to the front bumper center of the current vehicle on the lane center line of the target lane as an initial point, and taking a plurality of reference points along the lane center line based on the initial point to generate a reference track; calculating a center distance between the nearby vehicle and the reference trajectory based on the location of the nearby vehicle; and determining the surrounding vehicles with the center distances smaller than a preset threshold value as neighboring vehicles.

In one embodiment of the present invention, determining the surrounding vehicles having the center distance smaller than a preset threshold as neighboring vehicles includes: when the surrounding vehicles are vehicles on the target lane or vehicles to be cut into the target lane, the preset threshold value is a first threshold value; when the surrounding vehicles are vehicles on the current lane or vehicles to be cut into the current lane, the preset threshold value is a second threshold value; the first threshold value is a sum value of a first preset multiple current lane width and a second preset multiple target lane width, the second threshold value is a difference value between the preset multiple current lane width and the preset multiple target lane width, and the first threshold value is larger than the second threshold value.

In one embodiment of the present invention, determining the lane-change status of the current vehicle based on the current driving speed, the adjacent driving speed, and the relative distance includes: determining a relative driving speed based on the current driving speed and the neighboring driving speed; obtaining collision occurrence time of the current vehicle and the adjacent vehicle based on the relative distance and the relative driving speed; when the collision occurrence time is smaller than a preset collision time, judging that the lane change state of the current vehicle is not allowed; and when the collision occurrence time is greater than or equal to a preset collision time, judging that the lane change state of the current vehicle is allowable.

In one embodiment of the present invention, calculating predicted positions of a current vehicle at a plurality of future times based on the current driving speed and the relative distance, and generating a drivable predicted trajectory includes: determining any time of the current vehicle in the running process as a first time, and determining any time after the first time as a second time; constructing a cost function based on driving data at the first time and driving data at the second time, the driving data including a relative distance between a current vehicle and an adjacent vehicle, a set standard speed, a travel distance of the current vehicle between the first time and the second time, and an average speed of the current vehicle between the first time and the second time; calculating a random cost value of the current vehicle from the first time position to the second time position based on the cost function; and dynamically planning the lane change track of the current vehicle based on the random cost value, and determining the track corresponding to the minimum cost value between the current lane and the target lane of the current vehicle as a running predicted track of the lane change of the current vehicle.

In one embodiment of the present invention, the drivable predicted track is a multi-segment end-to-end polyline track, to obtain a planned driving track, including: constructing constraint conditions based on a preset standard value; and generating a planned running track based on the drivable predicted track and the constraint condition, wherein the planned running track is a smooth curve track.

In one embodiment of the present invention, a cost function is constructed based on the driving data at the first time and the driving data at the second time, and the cost function formula is as follows:

wherein Cost represents a Cost value, d represents a relative distance between the current vehicle and the neighboring vehicle, s represents a travel distance of the current vehicle between the first time and the second time, v _ref Representing a preset standard speed, t representing a time difference between the first time instant and the second time instant, v representing an average speed of the current vehicle between the first time instant and the second time instant.

In one embodiment of the present invention, calculating the random cost value from the first time location to the second time location based on the cost function includes: determining the position of the current vehicle at the first moment as a starting point and determining the position of the current vehicle at the second moment as an ending point; determining a predicted travel track of the neighboring vehicle based on a neighboring driving speed of the neighboring vehicle, determining the random cost value as infinity when there is a crossing or coincidence of the travel track between the start point and the end point with the predicted travel track of the neighboring vehicle; calculating the relative distance between the starting point of the target vehicle and the starting point of the adjacent vehicle and the relative distance between the ending point of the target vehicle and the ending point of the adjacent vehicle, and determining the random cost value as infinity when the relative distance between the starting point and the ending point is smaller than a preset threshold value or the relative distance between the ending point and the adjacent vehicle is smaller than the preset threshold value; and when the average speed between the first moment and the second moment is smaller than zero or larger than a preset standard speed, determining the random cost value as an invalid cost value.

In one embodiment of the present invention, before the track corresponding to the minimum cost value between the current lane and the target lane of the current vehicle is determined as the predicted track capable of being driven by the current vehicle, the method further includes: dividing the time of the current vehicle from the current lane change to the target lane into a plurality of time periods based on the first time and a preset time period; calculating a plurality of cost values of each time period based on the cost function, and obtaining the minimum period cost value in each period; comparing the value of the preset multiple of the period cost value of the previous period with a plurality of cost values in the current time period to obtain the minimum current cost value; the current cost value of the last time period is determined as the minimum cost value of the current vehicle from the current lane to the target lane.

In one embodiment of the present invention, determining the driving status of the planned driving trajectory includes: determining a planning time according to the starting time of the planning driving track and the ending time of the planning driving track; determining a plurality of random moments in the planning time based on a preset sampling rule; determining driving states at random times based on the random current speeds, the random adjacent speeds, and the random distances at the random times; and when the driving states of the current vehicle at all random moments are safe, judging that the driving state of the planned driving track is safe.

In one embodiment of the present invention, determining the driving state at each random time based on the random current speed, the random adjacent speed, and the random distance at the plurality of random times includes: collecting random current speed at any random moment in the planning time, random adjacent speed at the random moment and random distance at the random moment, wherein the random distance is the relative distance between a current vehicle and an adjacent vehicle at the random moment; determining a random collision time for the current vehicle and the neighboring vehicle based on the random current speed, the random neighboring speed, and the random distance; and if the random collision time is greater than a preset threshold value, judging that the driving state at the random moment is safe.

In one embodiment of the present invention, controlling the current vehicle to travel based on the planned travel track to control the current vehicle lane change includes: controlling the driving speed of the current vehicle so that the current vehicle runs based on the planned running track; continuously acquiring the current driving speed of a current vehicle, the adjacent driving speed of an adjacent vehicle and the relative distance between the current vehicle and the adjacent vehicle, and determining the lane change state of the current vehicle; and when the lane change state of the current vehicle is allowed, controlling the lane change of the current vehicle.

The invention provides a vehicle lane change control apparatus, the apparatus includes: the data acquisition module is used for acquiring the current driving speed of the current vehicle, the adjacent driving speed of the adjacent vehicle and the relative distance between the current vehicle and the adjacent vehicle; a lane change state determination module configured to determine a lane change state of the current vehicle based on the current driving speed, the adjacent driving speed, and the relative distance; the path prediction module is used for calculating predicted positions of the current vehicle at a plurality of future moments based on the current driving speed and the relative distance and generating a drivable predicted track if the lane change state is not allowed; the path planning module is used for constructing constraint conditions based on the adjacent driving speed and a preset standard value and converting the drivable predicted track into a planned driving track according to the constraint conditions; and the lane change control module is used for predicting the running state of the planned running track, and controlling the current vehicle to run based on the planned running track if the running state of the planned running track is safe so as to control the lane change of the current vehicle.

The present invention provides an electronic device including: one or more processors; and a storage means for storing one or more programs which, when executed by the one or more processors, cause the electronic device to implement the vehicle lane change control method as described above.

The present invention provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor of a computer, causes the computer to execute the vehicle lane change control method as described above.

The invention has the beneficial effects that: the lane change control method, the lane change control device, the lane change control equipment and the storage medium of the vehicle are characterized in that the lane change state of the current vehicle is determined by acquiring the current driving speed of the current vehicle, the adjacent driving speed of the adjacent vehicle and the relative distance between the current vehicle and the adjacent vehicle, based on the current driving speed, the adjacent driving speed and the relative distance, if the lane change state is not allowed, the running prediction track of the current vehicle is calculated based on the current driving speed, the adjacent driving speed and the relative distance so as to obtain a planned running track, and the running state of the planned running track is determined, when the running state of the planned running track is safe, the current vehicle is controlled to run based on the planned running track so as to control the lane change of the current vehicle, the lane change condition is actively created by controlling the running tracks of the current vehicle under the condition that the current vehicle has no lane change opportunity, the real-time speed of the surrounding vehicles is detected, and the running speed of the current vehicle is dynamically adjusted based on a dynamic scene, so that the lane change control of the vehicle is realized, and the success rate of lane change of the vehicle is improved.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application. It is evident that the drawings in the following description are only some embodiments of the present application, from which other drawings can be obtained for a person of ordinary skill in the art without inventive effort. In the drawings:

FIG. 1 is a schematic illustration of an implementation environment for vehicle lane change control as shown in an exemplary embodiment of the present application;

FIG. 2 is a vehicle lane change control flow diagram shown in an exemplary embodiment of the present application;

FIG. 3 is a schematic diagram of a vehicle lane change control shown in an exemplary embodiment of the present application;

FIG. 4 is an s-t diagram illustrating a vehicle lane change control according to an exemplary embodiment of the present application;

FIG. 5 is a schematic diagram of dynamic programming sampling of vehicle lane change control as illustrated in an exemplary embodiment of the present application;

FIG. 6 is a block diagram of a vehicle lane change control apparatus shown in an exemplary embodiment of the present application;

Fig. 7 shows a schematic diagram of a computer system suitable for use in implementing the electronic device of the embodiments of the present application.

Detailed Description

Further advantages and effects of the present invention will become readily apparent to those skilled in the art from the disclosure herein, by referring to the accompanying drawings and the preferred embodiments. The invention may be practiced or carried out in other embodiments that depart from the specific details, and the details of the present description may be modified or varied from the spirit and scope of the present invention. It should be understood that the preferred embodiments are presented by way of illustration only and not by way of limitation.

It should be noted that the illustrations provided in the following embodiments merely illustrate the basic concept of the present invention by way of illustration, and only the components related to the present invention are shown in the drawings and are not drawn according to the number, shape and size of the components in actual implementation, and the form, number and proportion of the components in actual implementation may be arbitrarily changed, and the layout of the components may be more complicated.

In the following description, numerous details are set forth in order to provide a more thorough explanation of embodiments of the present invention, it will be apparent, however, to one skilled in the art that embodiments of the present invention may be practiced without these specific details, in other embodiments, well-known structures and devices are shown in block diagram form, rather than in detail, in order to avoid obscuring the embodiments of the present invention.

Fig. 1 is a schematic view of an implementation environment of a lane change control of a vehicle according to an exemplary embodiment of the present application. As shown in fig. 1, the system architecture may include a vehicle 101 and a computer device 102. Wherein the computer device 102 may be at least one of a desktop graphics processor (Graphic Processing Unit, GPU) computer, a GPU computing cluster, a neural network computer, etc., the vehicle 102 includes a current vehicle that needs to complete a lane change and a nearby vehicle that is in the vicinity of the current vehicle. The related technician can use the computer device 102 to calculate and process the acquired data such as the driving speed, the relative position and the like of the vehicle 101 so as to obtain the lane change track of the current vehicle, thereby controlling the current vehicle to realize lane change.

FIG. 2 is a vehicle lane change control flow diagram shown in an exemplary embodiment of the present application. As shown in fig. 2, in an exemplary embodiment, the vehicle lane change control method at least includes steps S210 to S250, which are described in detail as follows:

step S210, obtains a current driving speed of the current vehicle, a neighboring driving speed of the neighboring vehicle, and a relative distance between the current vehicle and the neighboring vehicle.

It should be understood that when the current vehicle runs on the lane, many vehicles run in the same direction on the current lane, the target lane and other surrounding lanes, and some of the vehicles running in the same direction affect the lane changing condition of the current vehicle, and some of the vehicles do not affect the lane changing condition of the current vehicle, so that before the present, other vehicles with the influence on the lane changing condition of the current vehicle need to be determined, so that the influence of the other vehicles on the lane changing of the current vehicle is fully considered in the calculation process.

Fig. 3 is a schematic diagram of a lane change control of a vehicle according to an exemplary embodiment of the present application. As shown in fig. 3, there are 7 vehicles on the map, the thick solid line is the road boundary, the broken line is the lane line, the light solid line is the lane center line of the target lane, and the arrow indicates the vehicle traveling direction. 7 vehicles run on 4 lanes in the same direction, one of the vehicles is a vehicle (and the current vehicle), and the vehicles 1, 2, 3, 4, 5 and 6 are other vehicles around the current vehicle. In the west-east (i.e., left-to-right in the drawing), the lane where the current vehicle (i.e., own vehicle) sits is taken as the current lane, the lane after the current lane change is taken as the target lane (and the lane on the left of the own vehicle in the drawing), and the vehicles on the right lane of the current lane and the lane on the left of the target lane may have an influence on the lane change of the current vehicle.

Before acquiring the adjacent driving speed of the adjacent vehicle, further comprising: the method comprises the steps that the positions of surrounding vehicles are obtained, the surrounding vehicles comprise vehicles on a current lane, vehicles on a target lane and vehicles to be cut into the current lane or vehicles to be cut into the target lane, the target lane is a lane into which the current vehicle enters after lane change, and the current lane is a lane in which the current vehicle is located; determining a point closest to the front bumper center of the current vehicle on the lane center line of the target lane as an initial point, and taking a plurality of reference points along the lane center line based on the initial point to generate a reference track; calculating a center distance between the surrounding vehicle and the reference trajectory based on the positions of the surrounding vehicles; surrounding vehicles whose center distances are smaller than a preset threshold value are determined as neighboring vehicles.

It should be noted that, as referred to herein, a vehicle that is about to change lane to a current lane or about to change lane to a target lane refers to a vehicle in which there is a traveling speed in a direction close to the current lane or the target lane and the wheels have crossed the lane lines, such as the vehicle 5 and the vehicle 6 shown in fig. 3.

In one embodiment of the invention, a point closest to the center of a front bumper of a host vehicle on a lane center line of a target lane is taken as a first point, then a plurality of points are taken forward at equal intervals, one point is taken every 0.5m, a total of 200 points are taken as a reference track, the distance between a peripheral vehicle and the reference track is compared, when the distance is smaller than a preset threshold value, the vehicle is determined to be a neighboring vehicle, the influence of the vehicle on the current lane change of the host vehicle is required to be considered, and otherwise, if the distance is larger than or equal to the preset threshold value, the influence of the vehicle on the current lane change of the host vehicle is not required to be considered.

Since the relative positions of the neighboring vehicles and the current vehicle are different, the preset threshold value thereof may be different, determining the neighboring vehicle having the center distance smaller than the preset threshold value as the neighboring vehicle includes: when the surrounding vehicles are vehicles on the target lane or vehicles which are to cut into the target lane, presetting a threshold value as a first threshold value; when the surrounding vehicles are vehicles on the current lane or vehicles which are to cut into the current lane, the preset threshold value is a second threshold value; the first threshold value is the sum of the first preset multiple current lane width and the second preset multiple target lane width, the second threshold value is the difference between the preset multiple current lane width and the preset multiple target lane width, and the first threshold value is larger than the second threshold value.

In one embodiment of the invention, the distance is selected to be 0.5 times the target lane width if the vehicle is in or about to enter the target lane, and 0.5 times the target lane width+1 times the host lane width if the vehicle is in or about to enter the host lane.

Step S220, determining the lane change status of the current vehicle based on the current driving speed, the neighboring driving speeds, and the relative distance.

Determining the lane-change status of the current vehicle based on the current driving speed, the adjacent driving speed, and the relative distance includes: determining a relative driving speed based on the current driving speed and the neighboring driving speed; obtaining collision occurrence time of the current vehicle and the adjacent vehicle based on the relative distance and the relative driving speed; when the collision occurrence time is smaller than the preset collision time, judging that the lane change state of the current vehicle is not allowed; and when the collision occurrence time is greater than or equal to the preset collision time, judging that the lane change state of the current vehicle is allowable.

In one embodiment of the present invention, a Collision Time between a current vehicle and a target vehicle is determined based on a TTC (Time-To-Collision) Collision algorithm according To a driving speed, a relative distance between the current vehicle and a neighboring vehicle. The smaller the collision time, the more dangerous the current vehicle is to change lane, so the current vehicle is not allowed to change lane when the collision time is less than the safety time. It should be understood that the safety time (i.e., the preset collision time) is considered to be infinite herein, so that a collision occurrence time greater than or equal to the preset collision time is the infinite collision time between the current vehicle and the neighboring vehicle, i.e., no collision occurs between the current vehicle and the neighboring vehicle.

FIG. 4 is an s-t diagram illustrating a vehicle lane change control according to an exemplary embodiment of the present application. As shown in fig. 4, the horizontal axis represents time t, the vertical axis represents distance s, wherein 1, 2, 3, 4 of the long-bar shapes are 4 predicted trajectories of adjacent vehicles, the broken line 1 is a drivable predicted trajectory obtained by dynamic planning, and the curve 1 is a planned driving trajectory finally formed.

In one embodiment of the present invention, the reference track determined on the center line of the target lane is turned to the Frenet coordinate system, where the Frenet ordinate of the i-th point is the distance from the i-th point to the first point along the reference track, and the abscissa is 0, and the driving track of the adjacent vehicle obtained as described above is projected into an s-t diagram as shown in FIG. 4. Further, since the length of the vehicle itself has an influence on the calculation, it is necessary to consider the length as a term. If the point of the geometric center of the target 1 closest to the target reference track at the time t1 is point1, the distance from the point1 to the reference track is smaller than the preset threshold, the Frenet ordinate of the point1 is the coordinate S1, and the length of the body of the target 1 is len1, then the projection of the final target 1 to the S-t diagram at the time t1 is the line connecting the two points (t 1, s1+0.5x1en1), (t 1, S1-0.5x1en1).

In step S230, if the lane change status is not allowable, the predicted positions of the current vehicle at a plurality of future times are calculated based on the current driving speed and the relative distance, and a drivable predicted track is generated.

Then calculating a predicted position of the current vehicle at a plurality of future times based on the current driving speed and the relative distance and generating a drivable predicted trajectory comprising: determining any time of the current vehicle in the running process as a first time, and determining any time after the first time as a second time; constructing a cost function based on driving data at a first time and driving data at a second time, wherein the driving data comprises a relative distance between a current vehicle and an adjacent vehicle, a set standard speed, a driving distance between the current vehicle and the first time and a driving distance between the current vehicle and the second time, and an average speed between the current vehicle and the first time and the second time; calculating the random cost value of the current vehicle from the first moment position to the second moment position based on the cost function; and dynamically planning the lane change track of the current vehicle based on the random cost value, and determining the track corresponding to the minimum cost value between the current lane and the target lane of the current vehicle as the running predicted track of the lane change of the current vehicle.

FIG. 5 is a schematic diagram of dynamic programming sampling of lane change control for a vehicle, as illustrated in an exemplary embodiment of the present application. As shown in fig. 5, the abscissa is time t, the ordinate is distance s, and there are a number of grids in the figure, where each grid represents a sampling point.

In one embodiment of the present invention, the scatter sampling is performed in an s-t plot (as shown in fig. 5), and the cost function is constructed based on the driving data at the first time and the driving data at the second time, it being understood that the second time is any time after the first time and is continuous between the first time and the second time. The cost function formula is as follows:

wherein Cost represents the Cost value, a _i (i=1, 2, 3) represents a parameter to be solved, d represents a relative distance between the current vehicle and the neighboring vehicle, s represents a travel distance of the current vehicle between the first time and the second time, v _ref The preset standard speed is represented, t represents the time difference between the first time and the second time, and v represents the average speed of the current vehicle between the first time and the second time.

As can be seen from the formula (1),

representing the inverse of the square of the distance of the drivable predicted track from the target vehicle, i.e., the closer the drivable predicted track is to the target vehicle, the greater the cost value; a, a ₁ (s-v _ref t) ² The square of the error representing the distance from the current point to the vehicle according to the set vehicle speed, namely the larger the difference value of the theoretical driving distance from the preset standard vehicle speed is, the larger the cost value is; a, a ₂ (v-v _ref ) ² Representing average vehicle speed from start point to end point And the larger the square of the difference between the running speed of the running predicted track and the preset standard speed is, the larger the cost value is.

It should be noted that, in order to calculate the cost value more conveniently and quickly, the following techniques may be used in the process of calculating the cost value: determining the position of the current vehicle at the first moment as a starting point and determining the position of the current vehicle at the second moment as an end point; determining a predicted travel track of the adjacent vehicle based on the adjacent driving speed of the adjacent vehicle, and determining a random cost value as infinity when the travel track between the start point and the end point crosses or coincides with the predicted travel track of the adjacent vehicle; calculating the relative distance between the starting point of the target vehicle and the starting point of the adjacent vehicle and the relative distance between the ending point of the target vehicle and the ending point of the adjacent vehicle, and determining the random cost value as infinity when the relative distance between the starting point and the ending point is smaller than a preset threshold value or the relative distance between the ending point and the adjacent vehicle is smaller than the preset threshold value; and when the average speed between the first moment and the second moment is smaller than zero or larger than a preset standard speed, determining the random cost value as an invalid cost value.

After the cost values of all points are obtained, an optimal track can be searched in the S-t diagram by utilizing dynamic programming, and a state transition equation of the dynamic programming is as follows:

p(s _j ,t _i )＝min{[p(s ₁ ,t _i-1 )+Cost(s ₁ ,s _j )],[p(s ₂ ,t _i-1 )+Cost(s ₂ ,s _j )],…,[p(s _j ,t _i-1 )+Cost(s _j ,s _j )]}

(2),

wherein p(s) _j ,t _i ) Represents the minimum Cost from the starting point to sj at time i, cost (s ₁ ,s _j ) Representing cost values for (s 1, ti-1) through (sj, ti).

It should be understood that the cost value at the current speed is obtained based on the current driving information (the driving speed of the current vehicle, the driving speed of the oncoming vehicle, and the relative distance between the current vehicle and the oncoming vehicle) at any time, so that when the speed of the target vehicle or the speed of the oncoming vehicle changes, the cost value changes accordingly. The lane change control method for the vehicle provided by the invention always takes the theoretical track corresponding to the minimum cost value as the drivable track, so that the lane change control method can realize dynamic track planning under the condition that the current vehicle or the speed of the nearby vehicle is changed randomly, and the success rate of lane change track planning is improved.

After the minimum cost value reaching the end point is found by utilizing the dynamic programming principle, the optimal track can be reversely deduced to be the drivable predicted track, as shown by a broken line 1 in fig. 4.

In addition, it should be noted that, after a lane change gap is made by controlling the current running speed of the current vehicle, in order to avoid uncomfortable situations for passengers caused by frequent lane change targets, before determining the track corresponding to the minimum cost value of the current vehicle from the current lane to the target lane as the drivable predicted track of the lane change of the current vehicle, the method further includes: dividing the time of the current vehicle from the current lane to the target lane into a plurality of time periods based on the first moment and a preset time period; calculating a plurality of cost values of each time period based on the cost function, and obtaining the minimum period cost value in each period; comparing the value of the preset multiple of the period cost value of the previous period with a plurality of cost values in the current time period to obtain the minimum current cost value; the current cost value for the last time period is determined as the minimum cost value for the current vehicle from the current lane to the target lane.

In one embodiment of the invention, the cost value of the sampling point between the vehicle before and after the gap selected in the previous period calculated in the current period is multiplied by a small coefficient (for example, 0.001), so that the gap selected in the previous period is ensured to be selected in the current priority, and the situation of frequently replacing the lane change target is avoided.

It should be understood that, only a few accelerations of fixed gears can be output based on a given rule, no method is provided for ensuring that the output result is optimal, and the acceleration which can most reflect comfort tends to infinity when the acceleration gear is switched in the planning process. Moreover, based on the planning of the established rule, the situation of excessive acceleration or excessive deceleration is likely to occur due to the fixed acceleration gear, so that the opportunity capable of safely changing lanes is missed.

And step S240, constructing constraint conditions based on the adjacent driving speed and a preset standard value, and converting the drivable predicted track into a planned driving track according to the constraint conditions.

According to the cost function and the state transition equation, the current running prediction track of the vehicle is a multi-section end-to-end broken line track shown as broken line 1 in fig. 4, and the obtained running prediction track needs to be optimized to obtain a smooth planning running track in consideration of the comfort of the vehicle in the driving process.

In one embodiment of the present invention, the above obtained travelable predicted trajectory is smoothed by using a quadratic programming method, and the steps are as follows:

s1: the track equation of the drivable predicted track is constructed as follows:

s _i ＝a _i0 +a _i1 t+a _i2 t ² +a _i3 t ³ +a _i4 t ⁴ +a _i5 t ⁵ (3),

wherein s is _i Representing the predicted path of travel, i representing the fifth curve, t representing time, a _in (n=1, 2,3,4, 5) represents the parameter to be solved.

S2, constructing a cost function, which is specifically as follows:

wherein,,

representing the result of planning a trajectory as close as possible to the dynamic plan,/->

Indicating as close as possible to the set vehicle speed, +.>

Indicating acceleration as small as possible,/->

Indicating Jerk (acceleration rate of change) as small as possible.

S3, constructing constraint conditions, which are specifically as follows:

s _min ≤s≤s _max (5),

wherein s is _min Representing the theoretical minimum value of the driving distance in the lane changing process of the current vehicle, s _max And the theoretical maximum value of the driving distance of the current vehicle in the lane changing process is represented.

v _min ≤v≤v _max (6),

wherein v is _min Represents the theoretical minimum value of the running speed of the current vehicle in the lane change process, v represents the running speed of the current vehicle in the lane change process, v _max And representing the theoretical maximum value of the running speed of the current vehicle in the lane change process.

Wherein a is _min Represents the theoretical minimum value of the acceleration of the lane changing process of the current vehicle, a represents the acceleration of the lane changing process of the current vehicle, and a _max And representing the theoretical maximum value of the acceleration of the current vehicle in the lane change process.

jerk _min ≤jerk≤jerk _max (8),

wherein, jerk _min Representing the theoretical minimum value of the acceleration change rate of the current vehicle lane change process, jerk represents the acceleration change of the current vehicle lane change processRate of conversion, jerk _max And representing the theoretical maximum value of the acceleration change rate of the current vehicle lane change process.

a ₁₀ =0 formula (9),

wherein a is ₁₀ A representing the first curve of the 5 th-order curves _i0 。

a ₁₁ ＝v ₀ (10),

wherein a is ₁₁ Ai representing the first of the 5 th-order curves ₁ 。

a ₁₂ ＝a ₀ (11),

wherein a is ₁₂ A representing the first curve of the 5 th-order curves _i2 。

a _(i-1)0 +a _(i-1)1 t+a _(i-1)2 t ² +a _(i-1)3 t ³ +a _(i-1)4 t ⁴ +a _(i-1)5 t ⁵ ＝a _i0 +a _i1 t+a _i2 t ² +a _i3 t ³ +a _i4 t ⁴ +a _i5 t ⁵ (12),

a _(i-1)1 +2a _(i-1)2 t+3a _(i-1)3 t ² +4a _(i-1)4 t ³ +5a _(i-1)5 t ⁴ ＝a _i1 +2a _i2 t+3a _i3 t ² +4a _i4 t ³ +5a _i5 t ⁴ (13),

2a _(i-1)2 +6a _(i-1)3 t+12a _(i-1)4 t ² +20a _(i-1)5 t ³ ＝2a _i2 +6a _i3 t+12a _i4 t ² +20a _i5 t ³ (14),

wherein a is _in (n=1, 2,3,4, 5) represents a parameter to be solved, and t represents time.

T in the constraint condition represents the intersection time of two end-to-end curves, the inequality constraint of the formula (5), the formula (6), the formula (7) and the formula (8) represents that the position, the speed, the acceleration and the acceleration change rate must be in a constraint range, the formula (9), the formula (10) and the formula (11) represent that the position, the speed and the acceleration at the initial moment must be equal to the actual moment, the formula (12), the formula (13) and the formula (14) represent that the position, the speed and the acceleration at the intersection point of the two end-to-end curves must be equal, and the formula (15) represents that t1< t2, namely the position is monotonously not reduced, and the reverse result is prevented from being planned.

Step S250, predicting the running state of the planned running track, and if the running state of the planned running track is safe, controlling the current vehicle to run based on the planned running track so as to control the current vehicle to change lanes.

It should be appreciated that, after the planned track of the current vehicle is obtained, since the planned travel track is a travel track processed by the drivable predicted track and is not identical to the initially obtained drivable predicted track, it is also necessary to predict the travel state of the obtained planned estimate during actual driving, the travel state of which includes safe and unsafe, and if and only if the travel state thereof is a safe state, control the current vehicle to travel based on the planned track.

In one embodiment of the present invention, determining a driving state of a planned driving trajectory includes: determining planning time according to the starting time of the planning driving track and the ending time of the planning driving track; determining a plurality of random moments in the planning time based on a preset sampling rule; determining a driving state at each random moment based on the random current speed, the random adjacent speed, and the random distance at the plurality of random moments; and if the driving state of the current vehicle at all random moments is safe, judging that the driving state of the planned driving track is safe.

It should be understood that the running state of the planned running track is determined based on the running state at each time, so that the running state at random time is determined before the running state of the planned running track is determined.

In one embodiment of the present invention, determining the driving state at each random time based on the random current speed, the random adjacent speed, and the random distance at a plurality of random times includes: collecting random current speed at any random moment in planning time, random adjacent speed at random moment and random distance at random moment, wherein the random distance is the relative distance between the current vehicle and the adjacent vehicle at random moment; determining a random collision time of the current vehicle and the neighboring vehicle based on the random current speed, the random neighboring speed, and the random distance; if the random collision time is greater than a preset threshold value, the driving state at the random moment is judged to be safe.

It should be understood that after the planned driving track is obtained, the positions and speeds of the front target vehicle (i.e., the neighboring vehicle) and the rear target vehicle (i.e., the current vehicle) can be obtained at any time, sampling is performed at appropriate time intervals within the whole planned time range, whether the relative position and TTC at each time meet the safe lane change condition is determined, and if all points meet the safe condition, a result capable of creating the lane change condition is output, and the current vehicle is controlled to execute the lane change operation.

In one embodiment of the present invention, controlling a current vehicle to travel based on a planned travel track to control a lane change of the current vehicle includes: controlling the driving speed of the current vehicle so that the current vehicle runs on the basis of the planned running track; continuously acquiring the current driving speed of the current vehicle, the adjacent driving speed of the adjacent vehicle and the relative distance between the current vehicle and the adjacent vehicle, and determining the lane change state of the current vehicle; and if the lane change state of the current vehicle is allowable, controlling the lane change of the current vehicle.

It should be understood that, the present invention determines the planned track of the current vehicle implementing lane change by means of dynamic programming, instead of selecting the target track depending on the predetermined rule, if selecting the target track according to the predetermined rule may be limited by subjective experience of the developer, and selecting the non-optimal driving track as the target track, the present invention permanently selects the planned track with the minimum cost value, i.e. the optimal path, as the target track of the current vehicle lane change by means of dynamic programming. Moreover, the algorithm based on the established rules is more and more complicated along with more and more scenes, and the maintenance and upgrading are more difficult, and the lane-changing control method for the vehicle provided by the invention has the advantages of simple structure, clear thought, wider coverage scene and better maintainability.

Fig. 6 is a block diagram of a lane change control apparatus for a vehicle according to an exemplary embodiment of the present application. The apparatus may be employed in the implementation environment illustrated in FIG. 1 and is configured in particular in computer 102. The apparatus may also be suitable for other exemplary implementation environments, and may be specifically configured in other devices, and the embodiment is not limited to the implementation environment in which the apparatus is suitable.

As shown in fig. 6, the exemplary vehicle lane change control apparatus includes: the system comprises a data acquisition module 610, a lane change state determination module 620, a path prediction module 630, a path planning module 640 and a lane change control module 650.

Wherein, the data acquisition module 610 is configured to acquire a current driving speed of the current vehicle, a neighboring driving speed of the neighboring vehicle, and a relative distance between the current vehicle and the neighboring vehicle; a lane change status determination module 620 for determining a lane change status of the current vehicle based on the current driving speed, the neighboring driving speeds, and the relative distance; a path prediction module 630, configured to calculate predicted positions of the current vehicle at a plurality of future times based on the current driving speed and the relative distance, and generate a drivable predicted track if the lane change status is not allowed; the path planning module 640 is configured to construct a constraint condition based on the neighboring driving speed and a preset standard value, and convert the drivable predicted trajectory into a planned driving trajectory according to the constraint condition; the lane change control module 650 is configured to predict a driving state of the planned driving track, and if the driving state of the planned driving track is safe, control the current vehicle to run based on the planned driving track, so as to control lane change of the current vehicle.

It should be noted that, the vehicle lane change control apparatus provided in the foregoing embodiment and the vehicle lane change control method provided in the foregoing embodiment belong to the same concept, and the specific manner in which each module and unit perform the operation has been described in detail in the method embodiment, which is not repeated herein. In practical application, the lane change control apparatus for a vehicle provided in the above embodiment may allocate the functions to different functional modules according to needs, that is, the internal structure of the apparatus is divided into different functional modules to perform all or part of the functions described above, which is not limited herein.

The embodiment of the application also provides electronic equipment, which comprises: one or more processors; and a storage device for storing one or more programs, which when executed by the one or more processors, cause the electronic apparatus to implement the vehicle lane change control method provided in the above respective embodiments.

Fig. 7 shows a schematic diagram of a computer system suitable for use in implementing the electronic device of the embodiments of the present application. It should be noted that, the computer system 700 of the electronic device shown in fig. 7 is only an example, and should not impose any limitation on the functions and the application scope of the embodiments of the present application.

As shown in fig. 7, the computer system 700 includes a central processing unit (Central Processing Unit, CPU) 701 that can perform various appropriate actions and processes, such as performing the methods described in the above embodiments, according to a program stored in a Read-only memory (ROM) 702 or a program loaded from a storage section 708 into a random access memory (Random Access Memory, RAM) 703. In the RAM 703, various programs and data required for the system operation are also stored. The CPU 701, ROM 702, and RAM 703 are connected to each other through a bus 704. An Input/Output (I/O) interface 705 is also connected to bus 704.

The following components are connected to the I/O interface 705: an input section 706 including a keyboard, a mouse, and the like; an output section 707 including a Cathode Ray Tube (CRT), a liquid crystal display (Liquid Crystal Display, LCD), and the like, a speaker, and the like; a storage section 708 including a hard disk or the like; and a communication section 709 including a network interface card such as a LAN (Local AreaNetwork ) card, a modem, or the like. The communication section 709 performs communication processing via a network such as the internet. The drive 710 is also connected to the I/O interface 705 as needed. A removable medium 711 such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, or the like is installed on the drive 710 as needed, so that a computer program read out therefrom is installed into the storage section 708 as needed.

In particular, according to embodiments of the present application, the processes described above with reference to flowcharts may be implemented as computer software programs. For example, embodiments of the present application include a computer program product comprising a computer program embodied on a computer readable medium, the computer program comprising a computer program for performing the method shown in the flowchart. In such an embodiment, the computer program may be downloaded and installed from a network via the communication portion 709, and/or installed from the removable medium 711. When executed by a Central Processing Unit (CPU) 701, performs the various functions defined in the system of the present application.

It should be noted that, the computer readable medium shown in the embodiments of the present application may be a computer readable signal medium or a computer readable storage medium, or any combination of the two. The computer readable storage medium may be, for example, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of the computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-Only Memory (ROM), an erasable programmable read-Only Memory (Erasable Programmable Read Only Memory, EPROM), flash Memory, an optical fiber, a portable compact disc read-Only Memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the present application, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, with a computer-readable computer program embodied therein. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. A computer program embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the foregoing.

The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present application. Where each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams or flowchart illustration, and combinations of blocks in the block diagrams or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.

The units involved in the embodiments of the present application may be implemented by means of software, or may be implemented by means of hardware, and the described units may also be provided in a processor. Wherein the names of the units do not constitute a limitation of the units themselves in some cases.

Another aspect of the present application also provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor of a computer, causes the computer to perform the vehicle lane change control method as described above. The computer-readable storage medium may be included in the electronic device described in the above embodiment or may exist alone without being incorporated in the electronic device.

Another aspect of the present application also provides a computer program product or computer program comprising computer instructions stored in a computer readable storage medium. The processor of the computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions so that the computer device executes the vehicle lane change control method provided in the above-described respective embodiments.

The above embodiments are merely illustrative of the principles of the present invention and its effectiveness, and are not intended to limit the invention. Modifications and variations may be made to the above-described embodiments by those skilled in the art without departing from the spirit and scope of the invention. It is therefore intended that all equivalent modifications and changes made by those skilled in the art without departing from the spirit and technical spirit of the present invention shall be covered by the appended claims.

Claims

1. A vehicle lane-change control method, characterized by comprising:

acquiring a current driving speed of a current vehicle, a neighboring driving speed of a neighboring vehicle, and a relative distance between the current vehicle and the neighboring vehicle;

determining a lane-change status of the current vehicle based on the current driving speed, the adjacent driving speed, and the relative distance;

if the lane change state is not allowed, calculating predicted positions of the current vehicle at a plurality of future moments based on the current driving speed and the relative distance, and generating a drivable predicted track;

constructing constraint conditions based on the adjacent driving speeds and preset standard values, and converting the drivable predicted track into a planned driving track according to the constraint conditions;

and predicting the running state of the planned running track, and if the running state of the planned running track is safe, controlling the current vehicle to run based on the planned running track so as to control the current vehicle to change lanes.

2. The lane-change control method for a vehicle according to claim 1, further comprising, before acquiring the adjacent driving speed of the adjacent vehicle:

The method comprises the steps that the positions of surrounding vehicles are obtained, the surrounding vehicles comprise vehicles on a current lane, vehicles on a target lane and vehicles to be cut into the current lane or vehicles to be cut into the target lane, the target lane is a lane into which the current vehicle enters after changing lanes, and the current lane is the lane in which the current vehicle is located;

determining a point closest to the front bumper center of the current vehicle on the lane center line of the target lane as an initial point, and taking a plurality of reference points along the lane center line based on the initial point to generate a reference track;

calculating a center distance between the nearby vehicle and the reference trajectory based on the location of the nearby vehicle;

and determining the surrounding vehicles with the center distances smaller than a preset threshold value as neighboring vehicles.

3. The vehicle lane-change control method according to claim 2, wherein determining the nearby vehicle having the center distance smaller than a preset threshold as the nearby vehicle includes:

when the surrounding vehicles are vehicles on the target lane or vehicles to be cut into the target lane, the preset threshold value is a first threshold value;

when the surrounding vehicles are vehicles on the current lane or vehicles to be cut into the current lane, the preset threshold value is a second threshold value;

The first threshold value is a sum value of a first preset multiple current lane width and a second preset multiple target lane width, the second threshold value is a difference value between the preset multiple current lane width and the preset multiple target lane width, and the first threshold value is larger than the second threshold value.

4. The vehicle lane-change control method according to claim 1, wherein determining the lane-change state of the current vehicle based on the current driving speed, the adjacent driving speed, and the relative distance includes:

determining a relative driving speed based on the current driving speed and the neighboring driving speed;

obtaining collision occurrence time of the current vehicle and the adjacent vehicle based on the relative distance and the relative driving speed;

when the collision occurrence time is smaller than a preset collision time, judging that the lane change state of the current vehicle is not allowed;

and when the collision occurrence time is greater than or equal to a preset collision time, judging that the lane change state of the current vehicle is allowable.

5. The vehicle lane-change control method according to claim 1, wherein calculating predicted positions of a current vehicle at a plurality of future times based on the current driving speed and the relative distance, and generating a drivable predicted trajectory, comprises:

Determining any time of the current vehicle in the running process as a first time, and determining any time after the first time as a second time;

constructing a cost function based on driving data at the first time and driving data at the second time, the driving data including a relative distance between a current vehicle and an adjacent vehicle, a set standard speed, a travel distance of the current vehicle between the first time and the second time, and an average speed of the current vehicle between the first time and the second time;

calculating a random cost value of the current vehicle from the first time position to the second time position based on the cost function;

and dynamically planning the lane change track of the current vehicle based on the random cost value, and determining the track corresponding to the minimum cost value between the current lane and the target lane of the current vehicle as a running predicted track of the lane change of the current vehicle.

6. The vehicle lane-change control method according to claim 5, wherein a cost function is constructed based on the driving data at the first time and the driving data at the second time, the cost function being formulated as follows:

7. The vehicle lane-change control method according to claim 5, wherein calculating the random cost value from the first time position to the second time position based on the cost function includes:

determining the position of the current vehicle at the first moment as a starting point and determining the position of the current vehicle at the second moment as an ending point;

determining a predicted travel track of the neighboring vehicle based on a neighboring driving speed of the neighboring vehicle, determining the random cost value as infinity when there is a crossing or coincidence of the travel track between the start point and the end point with the predicted travel track of the neighboring vehicle;

calculating the relative distance between the starting point of the target vehicle and the starting point of the adjacent vehicle and the relative distance between the ending point of the target vehicle and the ending point of the adjacent vehicle, and determining the random cost value as infinity when the relative distance between the starting point and the ending point is smaller than a preset threshold value or the relative distance between the ending point and the adjacent vehicle is smaller than the preset threshold value;

And when the average speed between the first moment and the second moment is smaller than zero or larger than a preset standard speed, determining the random cost value as an invalid cost value.

8. The vehicle lane-change control method according to claim 5, wherein before the track corresponding to the minimum cost value of the current vehicle from the current lane to the target lane is determined as the drivable predicted track of the current vehicle lane-change, further comprising:

dividing the time of the current vehicle from the current lane change to the target lane into a plurality of time periods based on the first time and a preset time period;

calculating a plurality of cost values of each time period based on the cost function, and obtaining the minimum period cost value in each period;

comparing the value of the preset multiple of the period cost value of the previous period with a plurality of cost values in the current time period to obtain the minimum current cost value;

the current cost value of the last time period is determined as the minimum cost value of the current vehicle from the current lane to the target lane.

9. The vehicle lane-change control method according to claim 1, wherein predicting the running state of the planned running trajectory includes:

Determining a planning time according to the starting time of the planning driving track and the ending time of the planning driving track;

determining a plurality of random moments in the planning time based on a preset sampling rule;

determining driving states at random times based on the random current speeds, the random adjacent speeds, and the random distances at the random times;

and when the driving states of the current vehicle at all random moments are safe, judging that the driving state of the planned driving track is safe.

10. The vehicle lane-change control method according to claim 9, wherein determining the driving state at each random time based on the random current speed, the random adjacent speed, and the random distance at the plurality of random times includes:

collecting random current speed at any random moment in the planning time, random adjacent speed at the random moment and random distance at the random moment, wherein the random distance is the relative distance between a current vehicle and an adjacent vehicle at the random moment;

determining a random collision time for the current vehicle and the neighboring vehicle based on the random current speed, the random neighboring speed, and the random distance;

And if the random collision time is greater than a preset threshold value, judging that the driving state at the random moment is safe.

11. The vehicle lane-change control method according to any one of claims 1 to 10, characterized by controlling the current vehicle to travel based on the planned travel locus to control the current vehicle lane-change, comprising:

controlling the driving speed of the current vehicle so that the current vehicle runs based on the planned running track;

continuously acquiring the current driving speed of a current vehicle, the adjacent driving speed of an adjacent vehicle and the relative distance between the current vehicle and the adjacent vehicle, and determining the lane change state of the current vehicle;

and when the lane change state of the current vehicle is allowed, controlling the lane change of the current vehicle.

12. A lane-change control apparatus for a vehicle, the apparatus comprising:

the data acquisition module is used for acquiring the current driving speed of the current vehicle, the adjacent driving speed of the adjacent vehicle and the relative distance between the current vehicle and the adjacent vehicle;

a lane change state determination module configured to determine a lane change state of the current vehicle based on the current driving speed, the adjacent driving speed, and the relative distance;

The path prediction module is used for calculating predicted positions of the current vehicle at a plurality of future moments based on the current driving speed and the relative distance and generating a drivable predicted track if the lane change state is not allowed;

the path planning module is used for constructing constraint conditions based on the adjacent driving speed and a preset standard value and converting the drivable predicted track into a planned driving track according to the constraint conditions;

and the lane change control module is used for predicting the running state of the planned running track, and controlling the current vehicle to run based on the planned running track if the running state of the planned running track is safe so as to control the lane change of the current vehicle.

13. An electronic device, the electronic device comprising:

one or more processors;

storage means for storing one or more programs that, when executed by the one or more processors, cause the electronic device to implement the vehicle lane change control method according to any one of claims 1 to 11.

14. A computer-readable storage medium, having stored thereon a computer program which, when executed by a processor of a computer, causes the computer to execute the vehicle lane change control method according to any one of claims 1 to 11.