WO2020011025A1 - 一种车辆的自动换道方法及装置 - Google Patents

一种车辆的自动换道方法及装置 Download PDF

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Publication number
WO2020011025A1
WO2020011025A1 PCT/CN2019/093420 CN2019093420W WO2020011025A1 WO 2020011025 A1 WO2020011025 A1 WO 2020011025A1 CN 2019093420 W CN2019093420 W CN 2019093420W WO 2020011025 A1 WO2020011025 A1 WO 2020011025A1
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WIPO (PCT)
Prior art keywords
vehicle
lane
time
lane change
steering wheel
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PCT/CN2019/093420
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English (en)
French (fr)
Inventor
涂强
苏阳
肖志光
Original Assignee
广州小鹏汽车科技有限公司
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Application filed by 广州小鹏汽车科技有限公司 filed Critical 广州小鹏汽车科技有限公司
Priority to EP19834858.3A priority Critical patent/EP3805073B1/en
Publication of WO2020011025A1 publication Critical patent/WO2020011025A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/021—Determination of steering angle
    • B62D15/024—Other means for determination of steering angle without directly measuring it, e.g. deriving from wheel speeds on different sides of the car
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18163—Lane change; Overtaking manoeuvres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • B62D15/0255—Automatic changing of lane, e.g. for passing another vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/40—Photo, light or radio wave sensitive means, e.g. infrared sensors
    • B60W2420/403—Image sensing, e.g. optical camera
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/53—Road markings, e.g. lane marker or crosswalk
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/20—Steering systems
    • B60W2710/207—Steering angle of wheels

Definitions

  • the present application relates to the technical field of vehicles, and in particular, to a method and a device for automatically changing lanes of a vehicle.
  • the lane in which the vehicle travels after the lane change can be determined according to the lane change direction information carried in the lane change request, and the lane change can be predicted to end in the lane
  • the lane change line drives the vehicle to change lanes. In this way, there are fewer factors to consider.
  • the steering wheel angle may be too large at a certain time, which may cause the lane change to be unsuccessful.
  • the embodiments of the present application provide a method and a device for automatically changing lanes of a vehicle, which are used to solve the problem that the steering wheel angle may be too large at a certain time during the automatic lane change process in the prior art, and the lane change is not successful.
  • an automatic lane changing method for a vehicle provided in an embodiment of the present application includes:
  • a vehicle in an autonomous driving state receives a lane change request, and the lane change request carries lane change direction information;
  • Plan a lane changing line and vehicle speed at the i-th time for the vehicle wherein the lane changing line and vehicle speed at the i-th time are based on the movement state of the vehicle at the i-th time as the starting movement state and the predicted movement of the vehicle
  • the state is obtained by planning the target motion state, and the steering wheel angle of the vehicle at the i-th time is determined according to the curvature, speed of the lane changing lane at the i-th time, and the established model for determining the steering wheel angle, where i is greater than or equal to 0 Integer
  • the valid steering wheel angle range is determined according to the position of the starting point of the lane change and the position of the ending point of the lane changing, and if not, return The step of planning a lane changing route and speed for the vehicle at the i-th time, and if so, determining the motion state of the vehicle at the i + 1th time according to the vehicle motion model, the vehicle's motion state and the steering wheel angle at the i-th time ;
  • the effective steering wheel angle range during the lane changing process can be determined according to the position of the starting point and the end point of the lane changing process, thereby ensuring that the steering wheel angle of the vehicle falls within the effective steering wheel angle range at each time during the lane changing process. Therefore, it is possible to effectively avoid the situation that the lane cannot be changed due to the large steering wheel angle at a certain time during the lane change process, and effectively improve the lane change success rate.
  • an automatic lane changing device for a vehicle provided in an embodiment of the present application includes:
  • a receiving module for a vehicle in an automatic driving state to receive a lane change request, and the lane change request carries lane change direction information
  • a prediction module configured to predict the motion state of the vehicle when the lane change end point is reached according to the lane change direction information, the collected forward image, and the current vehicle speed;
  • a planning module is used to plan a lane changing line and vehicle speed at the i-th time for the vehicle, wherein the lane changing line and vehicle speed at the i-th time is based on the motion state of the vehicle at the i-th time as a starting motion state and predicted
  • the motion state of the vehicle is obtained by planning the target motion state, and the steering wheel angle of the vehicle at the i-th time is determined according to the curvature, speed of the lane change lane and the established model for determining the steering wheel angle at the i-th time, and the first Whether the steering wheel angle of the vehicle falls within a valid steering wheel angle range at time i.
  • the valid steering wheel angle range is determined according to the position of the starting point of the lane change and the position of the end point of the lane changing.
  • the steps of planning a lane change and vehicle speed at the i-th time are described. If so, according to the vehicle motion model, the motion state of the vehicle at the i-th time, and the steering wheel angle, determine the motion state of the vehicle at the i + 1-th time, i Is an integer greater than or equal to 0;
  • the driving module is configured to determine whether an error between the motion state of the vehicle and the target motion state at time i + 1 is greater than a preset error, and if so, update i to i + 1 and return to the vehicle Steps of planning a lane changing route and vehicle speed at the i-th time; if not, driving the vehicle to change lanes according to the lane changing route and vehicle speed planned for the vehicle at each time.
  • an electronic device provided in an embodiment of the present application includes: at least one processor, and a memory communicatively connected to the at least one processor, where:
  • the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor, so that the at least one processor can execute the automatic lane changing method of the vehicle.
  • a computer-readable medium provided by an embodiment of the present application stores computer-executable instructions, where the computer-executable instructions are used to execute the foregoing automatic lane changing method for a vehicle.
  • FIG. 1 is a schematic diagram of a vehicle automatic lane change provided by an embodiment of the present application.
  • FIG. 2 is a flowchart of a method for predicting a motion state of a vehicle when a lane change end point is provided according to an embodiment of the present application
  • FIG. 3 is a schematic diagram of a two-degree-of-freedom model of a vehicle according to an embodiment of the present application
  • FIG. 4 is a schematic diagram of a lane change planning result provided by an embodiment of the present application.
  • FIG. 5 is a flowchart of an automatic lane changing method for a vehicle according to an embodiment of the present application.
  • FIG. 6 is a schematic structural diagram of an electronic device for implementing an automatic lane changing method of a vehicle according to an embodiment of the present application
  • FIG. 7 is a schematic structural diagram of another electronic device for implementing an automatic lane changing method of a vehicle according to an embodiment of the present application.
  • embodiments of the present application provide a method and device for automatically changing lanes of a vehicle.
  • FIG. 1 shows a schematic diagram of a vehicle automatic lane change provided by an embodiment of the present application.
  • the relative driving position in the lane set for the vehicle in FIG. 1 is the center of the lane. It is assumed that the vehicle automatically moves along the middle lane. travel. In actual application, in order to understand the information of the lane ahead, the vehicles driving automatically will collect the front image in real time.
  • the lane change direction information such as the lane change information to the left or right, can be sent to the vehicle.
  • the movement state of the vehicle such as the vehicle's coordinates and heading angle, can be predicted based on the lane change direction information, the collected forward image, and the current speed.
  • a lane changing route and vehicle speed at the i-th moment are planned for the vehicle, wherein the lane changing route and vehicle speed at the i-th moment are based on the movement state of the vehicle at the i-th moment as the starting movement state and the predicted movement state as the target movement state. Obtained through planning, and then determine the steering wheel angle of the vehicle at the i-th time according to the curvature, vehicle speed of the lane changing route at the i-th time, and the established model for determining the steering wheel angle, where i is an integer greater than or equal to 0;
  • the effective steering wheel angle range is determined according to the position of the starting point and the end point of the lane change. If not, return to the i-th position of the vehicle plan. Steps of changing lanes and vehicle speed at the moment, if yes, determine the movement state of the vehicle at the time i + 1 according to the vehicle movement model, the movement state of the vehicle at the time i and the steering wheel angle;
  • Step Determine whether the error between the motion state of the vehicle and the target motion state at the i + 1th time is greater than the preset error. If so, update i to i + 1 and return to the lane change route and vehicle speed at the ith time of the vehicle planning. Step, that is, continue to plan the lane change line and car at the next moment; if not, drive the vehicle to change lane according to the lane change line and vehicle speed planned for the vehicle at each moment.
  • the effective steering wheel angle range when changing lanes, may be determined according to the positions of the starting point and the ending point of the changing lane, and then the lane changing route and speed are planned for the vehicle periodically, and the vehicle is guaranteed to When the next planned lane change route and vehicle speed are used, the steering wheel angle of the vehicle falls within the effective steering wheel angle range. Therefore, the situation that the lane change is not successful due to the large steering wheel angle can be avoided, and the vehicle motion model is used. Iteratively determining the motion state of the vehicle at each moment can better ensure the smoothness of the steering wheel rotation during the lane change process, and the user experience is also better.
  • the motion state of the vehicle at the end of lane change can be predicted according to the process shown in FIG. 2:
  • S201 Determine the lane where the vehicle is traveling after the lane change is completed according to the lane change direction information.
  • S202 Extract image information of the lane lines on the left and right sides of the lane from each of the collected front images, and determine based on the extracted image information of the lane lines on the left and right sides and the relative driving position information in the lane set for the vehicle. Mathematical expression of the planned driving route for the vehicle while driving along the lane.
  • the lane line can be fitted using a polynomial.
  • the polynomial used to fit the right lane line is:
  • y left1 a l10 + a l11 ⁇ x + a l12 ⁇ x 2 + a l13 ⁇ x 3 ;
  • the polynomial used to fit the left lane line is:
  • y left2 a l20 + a l21 ⁇ x + a l22 ⁇ x 2 + a 123 ⁇ x 3;
  • the mathematical expression to determine the right lane line is to determine the values of a l10 , a l11 , a l12 , and a l13 based on the image information of the right lane line; the mathematical expression to determine the left lane line is based on the left the image information-side lane lines determines a l20, a l21, a l22 , a values.
  • the mathematical expression of the planned travel route for the vehicle when driving along the lane after the lane change is:
  • S203 The current vehicle speed is input into a pre-fitted model for determining a lane change distance, and the output of the model is used as the distance required for this lane change.
  • the inventor analyzed the point set of the speed-change lane distance by using a cubic polynomial fitting to better reflect the relationship between the two. Therefore, in the embodiment of the present application, a third-degree polynomial The relationship is fitted to obtain the following curve of the lane change distance and vehicle speed:
  • Dis_LC a 0 + a 1 v + a 2 v 2 + a 3 v 3 ;
  • a 0 , a 1 , a 2 , and a 3 are coefficients of a cubic polynomial determined through offline simulation data.
  • substituting the current speed into the above formula can calculate the distance required for this lane change.
  • S204 Determine the movement state of the vehicle when the end of the lane change is reached according to the mathematical expression of the driving route and the distance required for this lane change.
  • l is the distance required for this lane change
  • (x 0 , y 0 ) are the coordinates of the vehicle at the beginning of the lane change.
  • the path generation problem can be described as the solution of the following equation:
  • X ′ 0 is the movement state of the vehicle at the start of the lane change (x 0 , y 0 , ⁇ 0 , k 0 ), (x 0 , y 0 ) is the position coordinate of the start of the lane change, and ⁇ 0 is the start point of the vehicle at the lane change
  • U is the curvature of the lane change route planned for the vehicle to be solved, which continuously changes with time;
  • the parameters to be solved are c 0 , c 1 , c 2 , and c 3 , and T is the total lane change time.
  • the vehicle's two-degree-of-freedom motion model can be expressed for:
  • m is the mass of the vehicle
  • I z is the yaw moment of inertia
  • v is the vehicle speed
  • k f is the stiffness of the tire side panel of the front wheel
  • k r is the stiffness of the tire side panel of the rear wheel
  • l f is the distance from the front axle to the center of gravity of the vehicle
  • l r is the distance from the rear axle to the center of gravity of the vehicle
  • ⁇ is the mass centering angle
  • ⁇ r is the yaw rate
  • ⁇ h is the steering wheel angle
  • the vehicle kinematics equation can be expressed as:
  • ⁇ h U ⁇ (1 + K ⁇ v 2 ) ⁇ L ⁇ i s ;
  • a flowchart of a vehicle automatic lane changing method includes the following steps:
  • S501 A vehicle in an automatic driving state receives a lane change request, and the lane change request carries lane change direction information.
  • S502 Predict the movement state of the vehicle when the lane change end point is reached according to the lane change direction information, the collected forward image, and the current vehicle speed.
  • the motion state of the vehicle at the i-th time is the initial motion state
  • the predicted motion state of the vehicle is the target motion state
  • the lane change line and vehicle speed at the i-th time are planned for the vehicle.
  • the vehicle speed and the established model for determining the steering wheel angle determine the steering wheel angle of the vehicle at the i-th time.
  • the time when the lane change can be started is time 0, that is, i is an integer starting from 0, and then incremented at a set time interval such as ⁇ t.
  • the increment of i ends, so that we can get The total time T required to change lanes.
  • a lane changing route can be randomly planned for the vehicle according to the position of the vehicle at the time point i and the end point of the lane changing direction, and then the vehicle speed at the time point i is calculated according to the length of the lane changing line and ⁇ t.
  • the curvature U and speed v of the lane change route planned for the vehicle are substituted into the following formula:
  • ⁇ h U ⁇ (1 + K ⁇ v 2 ) ⁇ L ⁇ i s ;
  • L is the distance between the front and rear axles of the vehicle
  • i s is the steering gear ratio of the vehicle
  • K is a predetermined steering factor, and can be calculated according to the following formula:
  • m is vehicle mass
  • k f is the stiffness of the tire of the front wheel side
  • k r is the stiffness of the tire side of the wheel
  • l f is the distance from front axle to vehicle center of gravity
  • l r is the distance from rear axle to vehicle center of gravity .
  • S505 Determine whether the steering wheel angle of the vehicle at the i-th time falls within the set effective steering wheel angle range. If yes, go to S506; otherwise, go to S504 to re-plan the lane changing route and speed of the vehicle at the i-th time.
  • the effective steering wheel angle range is determined according to the position of the starting point and the ending point of the lane change.
  • the coordinates of the starting point of the lane changing are (x 0 , y 0 )
  • the coordinates of the ending point of the lane changing are (x f , y f )
  • the effective steering wheel angle range can be If you change lanes to the right, the effective steering wheel angle range can be (-1.2arc tan ⁇ , 0 °), where,
  • the specific scope can be determined by the technicians according to the actual situation.
  • the curvature of the lane changing path planned last time can be fine-tuned according to certain rules, for example, subtracting a set amount.
  • S506 Determine the motion state of the vehicle at the i + 1th time according to the vehicle motion model, the motion state of the vehicle at the i-th time, and the steering wheel angle.
  • the steering wheel angle of the vehicle at the i-th time may be substituted into the vehicle motion model, and the output of the vehicle motion model is used as the increment of the vehicle motion state, and the sum of the motion state of the vehicle at the i-th time and the increment is determined as the first.
  • the motion state of the vehicle at time i + 1 can be predicted according to the following vehicle motion model:
  • S507 Calculate the error between the motion state of the vehicle and the target motion state at time i + 1, and determine whether the error is less than the preset error. If yes, go to S509, otherwise, go to S508.
  • (x i + 1 , y i + 1 , ⁇ i + 1 ) are the motion states of the vehicle at time i + 1.
  • S509 Drive the vehicle to automatically change lanes according to the lane change route and vehicle speed at each moment planned for the vehicle.
  • the vehicle is planned for the lane change line and speed of the vehicle every ⁇ t from the starting point of the lane change. According to the lane change line and speed planned for the vehicle at each time, the vehicle can be driven to automatically change lanes.
  • the target curvature of the last lane change lane is also planned for the vehicle.
  • the vehicle's motion state and the error between the target motion states is less than the preset error, it may be further determined that the error between the curvature of the lane change line and the target curvature at the i-th time point of the vehicle planning is less than the preset value, so that the vehicle completes the lane change After that, you can automatically drive along the lane, and the lane change is more smooth.
  • the image information of the left and right lane lines corresponding to the left lane can be extracted from each of the collected front images, and then based on the extracted left and right lanes
  • the image information of the line and the relative driving position information in the left lane set for the vehicle determine the mathematical expression of the planned driving route for the vehicle when driving along the left lane, and the current vehicle speed can be input to the pre-fitted
  • the output of the model is used as the distance required for the lane change, and then the vehicle movement at the end of the lane change is determined according to the mathematical expression of the driving route and the distance required for the lane change. State and the target curvature of the final lane change route planned for the vehicle.
  • the vehicle's motion state at time i + 1 can be determined based on the vehicle motion model, the vehicle's motion state at the i-th time, and the steering wheel angle, and calculate the i-th Calculate the error between the motion state of the vehicle at the time +1 and the predicted motion state of the vehicle when the lane change end point is reached, and the error between the curvature of the lane change line and the target curvature planned for the vehicle at time i + 1.
  • the electronic device includes physical devices such as a transceiver 601 and a processor 602.
  • the processor 602 may be a central processing unit (central processing unit). unit, CPU), microprocessor, application specific integrated circuit, programmable logic circuit, large-scale integrated circuit, or digital processing unit, and so on.
  • the transceiver 601 is used for data transmission and reception between the electronic device and other devices.
  • the electronic device may further include a memory 603 for storing software instructions executed by the processor 602, and of course, it may also store some other data required by the electronic device, such as identification information of the electronic device, encrypted information of the electronic device, user data, and the like.
  • the memory 603 may be a volatile memory (for example, random-access memory (RAM); the memory 503 may also be a non-volatile memory (for example, read-only memory) only memory (ROM), flash memory (flash memory), hard disk (HDD) or solid-state drive (SSD), or memory 603 can be used to carry or store instructions or data structures
  • the desired program code is not limited to any other medium that can be accessed by a computer.
  • the memory 603 may be a combination of the above-mentioned memories.
  • the specific connection medium between the processor 602, the memory 603, and the transceiver 601 is not limited in the embodiment of the present application.
  • only the memory 603, the processor 602, and the transceiver 601 are connected by using a bus 604 as an example for description.
  • the bus is shown by a thick line in FIG. 6, and the connection modes between other components are only It is for illustrative purposes and is not limited.
  • the bus can be divided into an address bus, a data bus, a control bus, and the like. For ease of representation, only a thick line is used in FIG. 6, but it does not mean that there is only one bus or one type of bus.
  • the processor 602 may be dedicated hardware or a processor running software. When the processor 602 can run software, the processor 602 reads software instructions stored in the memory 603, and is driven by the software instructions to execute the foregoing embodiments. Automatic lane change method.
  • the electronic device may include multiple functional modules, and each functional module may include software, hardware, or a combination thereof.
  • FIG. 7 it is a schematic structural diagram of still another electronic device according to an embodiment of the present application.
  • the electronic device includes a receiving module 701, a prediction module 702, a planning module 703, and a driving module 704.
  • the receiving module 701 is configured to receive a lane changing request for a vehicle in an automatic driving state, where the lane changing request carries lane changing direction information;
  • a prediction module 702 configured to predict the motion state of the vehicle when the lane change end point is reached according to the lane change direction information, the collected forward image, and the current vehicle speed;
  • a planning module 703 is configured to plan a lane changing line and a vehicle speed at the i-th time for the vehicle, wherein the lane changing line and the vehicle speed at the i-th time is based on the movement state of the vehicle at the i-th time as a starting movement state and prediction
  • the motion state of the vehicle is obtained by planning the target motion state, and the steering wheel angle of the vehicle at the i-th time is determined according to the curvature, speed of the lane change lane, and the established model for determining the steering wheel angle at the i-th time.
  • the effective steering wheel angle range is determined according to the position of the starting point of the lane change and the position of the end point of the lane changing, and if not, returns to The step of the vehicle planning the lane changing route and the vehicle speed at the i-th time, and if so, determining the motion state of the vehicle at the i + 1th time according to the vehicle motion model, the motion state of the vehicle and the steering wheel angle at the i-th time, i is an integer greater than or equal to 0;
  • the driving module 704 is configured to determine whether an error between the motion state of the vehicle and the target motion state at time i + 1 is greater than a preset error, and if yes, update i to i + 1 and return to the The step of the vehicle planning the lane changing line and the vehicle speed at the i-th time; if not, driving the vehicle to change lanes according to the lane changing line and the vehicle speed planned for the vehicle at each time.
  • the prediction module 702 is specifically configured to:
  • the movement state of the vehicle when the end point of the lane change is reached is determined according to the determined mathematical expression of the driving route and the distance required for the lane change this time.
  • the prediction module 702 is specifically configured to:
  • the mathematical expressions of the left and right lane lines and the relative driving position information in the lane set for the vehicle are determined.
  • the motion state of the vehicle includes the coordinates and the heading angle of the vehicle, and the prediction module 702 is specifically configured to:
  • a first-order derivative function is calculated for the mathematical expression of the driving route, a value of the first-order derivative function at the coordinates is calculated, and the value is used as a heading angle of the vehicle when a lane change end point is reached.
  • the prediction module 702 is further configured to obtain a second-order derivative function of the mathematical expression of the driving route, calculate a value of the second-order derivative function at the coordinates, and The value is taken as the target curvature of the last lane change lane planned for the vehicle;
  • the driving module 704 is further configured to, when determining that the error between the motion state of the vehicle and the target motion state at time i + 1 is less than a preset error, determine the change of time for the vehicle at time i.
  • the error between the curvature of the track line and the target curvature is less than a preset value.
  • the planning module 703 is specifically configured to:
  • ⁇ h U ⁇ (1 + K ⁇ v 2 ) ⁇ L ⁇ i s ;
  • L is the distance between the front and rear axles of the vehicle
  • i s is the steering transmission ratio of the vehicle
  • K is a predetermined steering factor
  • each functional module in each embodiment of the present application may be integrated into one process.
  • it can also exist alone physically, or two or more modules can be integrated into one module.
  • the coupling between the various modules can be realized through some interfaces. These interfaces are usually electrical communication interfaces, but it is not excluded that they may be mechanical interfaces or other forms of interfaces. Therefore, the modules described as separate components may or may not be physically separated, and may be located in one place or distributed to different locations on the same or different devices.
  • the above integrated modules can be implemented in the form of hardware or software functional modules.
  • An embodiment of the present application further provides a computer-readable storage medium storing computer-executable instructions to be executed to execute the foregoing processor, which includes a program for executing the foregoing processor.
  • aspects of the automatic lane changing method of the vehicle provided in the present application may also be implemented in the form of a program product, which includes program code.
  • program product runs on an electronic device, all The program code is used to cause the electronic device to perform the steps in the automatic lane changing method of a vehicle according to various exemplary embodiments of the present application described above in the present specification.
  • the program product may employ any combination of one or more readable media.
  • the readable medium may be a readable signal medium or a readable storage medium.
  • the readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (non-exhaustive list) of readable storage media include: electrical connections with one or more wires, portable disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable Programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination of the foregoing.
  • the program product for vehicle automatic lane change may adopt a portable compact disk read-only memory (CD-ROM) and include program code, and may be run on a computing device.
  • CD-ROM portable compact disk read-only memory
  • the program product of the present application is not limited thereto.
  • the readable storage medium may be any tangible medium containing or storing a program, and the program may be used by or in combination with an instruction execution system, apparatus, or device.
  • a readable signal medium may include a data signal that is carried in baseband or propagated as part of a carrier wave, and which carries readable program code. Such a propagated data signal may take a variety of forms, including, but not limited to, electromagnetic signals, optical signals, or any suitable combination of the foregoing.
  • the readable signal medium may also be any readable medium other than a readable storage medium, and the readable medium may send, propagate, or transmit a program for use by or in combination with an instruction execution system, apparatus, or device.
  • Program code embodied on a readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.
  • the program code for performing the operations of this application can be written in any combination of one or more programming languages, which includes object-oriented programming languages such as Java, C ++, etc., and also includes conventional procedural Programming language-such as "C" or similar programming language.
  • the program code can be executed entirely on the user computing device, partly on the user device, as an independent software package, partly on the user computing device, partly on the remote computing device, or entirely on the remote computing device or server On.
  • the remote computing device may be connected to the user computing device via any kind of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computing device (e.g., using Internet services Provider to connect via the Internet).
  • LAN local area network
  • WAN wide area network
  • Internet services Provider to connect via the Internet
  • this application may be provided as a method, a system, or a computer program product. Therefore, this application may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Moreover, this application may take the form of a computer program product implemented on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.
  • computer-usable storage media including, but not limited to, disk storage, CD-ROM, optical storage, etc.
  • These computer program instructions may be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing device to produce a machine, so that the instructions generated by the processor of the computer or other programmable data processing device are used to generate instructions Means for implementing the functions specified in one or more flowcharts and / or one or more blocks of the block diagrams.
  • These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to work in a specific manner such that the instructions stored in the computer-readable memory produce a manufactured article including an instruction device, the instructions
  • the device implements the functions specified in one or more flowcharts and / or one or more blocks of the block diagram.
  • These computer program instructions can also be loaded onto a computer or other programmable data processing device, so that a series of steps can be performed on the computer or other programmable device to produce a computer-implemented process, which can be executed on the computer or other programmable device.
  • the instructions provide steps for implementing the functions specified in one or more flowcharts and / or one or more blocks of the block diagrams.

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Abstract

一种车辆的自动换道方法及装置，包括：处于自动驾驶状态的车辆接收换道请求，预测到达换道终点时车辆的运动状态，为车辆规划第i时刻的换道线路和车速，根据换道线路的曲率、车速和方向盘转角模型确定第i时刻车辆的方向盘转角，若转角落入有效的转角范围内，则根据车辆运动模型、第i时刻车辆的运动状态和方向盘转角确定第i+1时刻车辆的运动状态，若第i+1时刻车辆的运动状态与预测的运动状态之间的误差小于预设误差，则根据规划的各时刻的换道线路和车速驱动车辆进行换道。

Description

一种车辆的自动换道方法及装置 技术领域
本申请涉及车辆技术领域，尤其涉及一种车辆的自动换道方法及装置。
背景技术
随着汽车技术的快速发展，自动驾驶技术在出行安全、节能环保等方面都显现出巨大潜力，而作为半自动驾驶技术的主推方向之一，自动换道已成为各大汽车厂商的研究重点。
现有技术中，当处于自动驾驶状态的车辆接收到换道请求时，可根据换道请求中携带的换道方向信息确定换道后车辆行驶的车道，并可预测在该车道中结束换道时车辆的位置信息，之后，以当前位置为起始位置，预测的位置为目标位置，以给定条件，如换道时间最短，为优化目标来为车辆规划换道线路，之后，按照规划的换道线路驱动车辆进行换道，这样，考虑的因素较少，在换道过程中有可能会出现某时刻的方向盘转角过大，从而导致换道不成功的情况。
可见，现有技术中在自动换道的过程中可能会出现某时刻的方向盘转角过大，而导致换道不成功的问题。
发明内容
本申请实施例提供一种车辆的自动换道方法及装置，用以解决现有技术中在自动换道过程中可能会出现某时刻的方向盘转角过大，而导致换道不成功的问题。
第一方面，本申请实施例提供的一种车辆的自动换道方法，包括：
处于自动驾驶状态的车辆接收换道请求，所述换道请求中携带有换道方向信息；
根据所述换道方向信息、采集到的前方图像和当前的车速预测到达换道终点时所述车辆的运动状态；
为所述车辆规划第i时刻的换道线路和车速，其中，第i时刻的换道线路和车速是以第i时刻所述车辆的运动状态为起始运动状态、预测的所述车辆的运动状态为目标运动状态进行规划得到的，根据第i时刻换道线路的曲率、车速和建立的用于确定方向盘转角的模型，确定第i时刻所述车辆的方向盘转角，i为大于或者等于0的整数；
判断第i时刻所述车辆的方向盘转角是否落入有效的方向盘转角范围内，所述有效的方向盘转角范围是根据换道起点的位置和所述换道终点的位置确定的，若否，则返回为所述车辆规划第i时刻的换道线路和车速的步骤，若是，则根据车辆运动模型、第i时刻所述车辆的运动状态和方向盘转角，确定第i+1时刻所述车辆的运动状态；
判断第i+1时刻所述车辆的运动状态与所述目标运动状态之间的误差是否大于预设误差，若是，则将i更新为i+1，并返回为所述车辆规划第i时刻的换道线路和车速的步骤；若否，则根据为所述车辆规划的各时刻的换道线路和车速驱动所述车辆进行换道。
采用上述方案，可根据换道起点的位置和换道终点的位置确定换道过程中有效的方向盘转角范围，进而保证换道过程中各时刻车辆的方向盘转角均落入有效的方向盘转角范围内，因此，可有效避免由于换道过程中某时刻的方向盘转角过大而导致无法换道的情况，有效提高换道成功率。
第二方面，本申请实施例提供的一种车辆的自动换道装置，包括：
接收模块，用于处于自动驾驶状态的车辆接收换道请求，所述换道请求中携带有换道方向信息；
预测模块，用于根据所述换道方向信息、采集到的前方图像和当前的车速预测到达换道终点时所述车辆的运动状态；
规划模块，用于为所述车辆规划第i时刻的换道线路和车速，其中，第i时刻的换道线路和车速是以第i时刻所述车辆的运动状态为起始运动状态、预测的所述车辆的运动状态为目标运动状态进行规划得到的，根据第i时刻换道线路的曲率、车速和建立的用于确定方向盘转角的模型，确定第i时刻所述车辆的方向盘转角，判断第i时刻所述车辆的方向盘转角是否落入有效的方向盘转角范围内，所述有效的方向盘转角范围是根据换道起点的位置和所述换道终点的位置确定的，若否，则返回为所述车辆规划第i时刻的换道线路和车速的步骤，若是，则根据车辆运动模型、第i时刻所述车辆的运动状态和方向盘转角，确定第i+1时刻所述车辆的运动状态，i为大于或者等于0的整数；
驱动模块，用于判断第i+1时刻所述车辆的运动状态与所述目标运动状态之间的误差是否大于预设误差，若是，则将i更新为i+1，并返回为所述车辆规划第i时刻的换道线路和车速的步骤；若否，则根据为所述车辆规划的各时刻的换道线路和车速驱动所述车辆进行换道。
第三方面，本申请实施例提供的一种电子设备，包括：至少一个处理器，以及与所述至少一个处理器通信连接的存储器，其中：
存储器存储有可被至少一个处理器执行的指令，该指令被所述至少一个处理器执行，以使所述至少一个处理器能够执行上述车辆的自动换道方法。
第四方面，本申请实施例提供的一种计算机可读介质，存储有计算机可执行指令，所述计算机可执行指令用于执行上述车辆的自动换道方法。
另外，第二方面至第四方面中任一种设计方式所带来的技术效果可参见第一方面中不同实现方式所带来的技术效果，此处不再赘述。
本申请的这些方面或其它方面在以下实施例的描述中会更加简明易懂。
附图说明
此处所说明的附图用来提供对本申请的进一步理解，构成本申请的一部分，本申请的示意性实施例及其说明用于解释本申请，并不构成对本申请的不当限定。在附图中：
图1为本申请实施例提供的车辆自动换道的示意图；
图2为本申请实施例提供的预测到达换道终点时车辆的运动状态的方法流程图；
图3为本申请实施例提供的车辆二自由度模型的示意图；
图4为本申请实施例提供的换道线路规划结果示意图；
图5为本申请实施例提供的车辆的自动换道方法的流程图；
图6为本申请实施例提供的用于实现车辆的自动换道方法的电子设备的结构示意图；
图7为本申请实施例提供的又一用于实现车辆的自动换道方法的电子设备的结构示意图。
具体实施方式
为了解决现有技术中在自动换道过程中可能会出现某时刻的方向盘转角过大，而导致换道不成功的问题，本申请实施例提供了一种车辆的自动换道方法及装置。
以下结合说明书附图对本申请的优选实施例进行说明，应当理解，此处所描述的优选实施例仅用于说明和解释本申请，并不用于限定本申请，并且在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。
参见图1，图1示出了本申请实施例提供的车辆自动换道的示意图，图1中为车辆设定的在车道中的相对行驶位置为车道中心，假设车辆一直沿着中间的车道自动行驶。实际应用中，为了了解前方车道信息，自动行驶的车辆都会实时采集前方图像，当需要进行换道时，可将换道方向信息，如向左或者向右的换道信息，发送给车辆，车辆在接收到换道请求后，可根据换道方向信息、采集到的前方图像和当前的车速预测到达换道终点时车辆的运动状态，如车辆的坐标和航向角。
进一步地，为车辆规划第i时刻的换道线路和车速，其中，第i时刻的换道线路和车速是以第i时刻车辆的运动状态为起始运动状态、预测的运动状态为目标运动状态进行规划得到的，进而根据第i时刻换道线路的曲率、车速和建立的用于确定方向盘转角的模型，确定第i时刻车辆的方向盘转角，i为大于或者等于0的整数；
判断第i时刻车辆的方向盘转角是否落入有效的方向盘转角范围内，该有效的方向盘转角范围是根据换道起点的位置和换道终点的位置确定的，若否，则返回为车辆规划第i时刻的换道线路和车速的步骤，若是，则根据车辆运动模型、第i时刻车辆的运动状态和方向盘转角，确定第i+1时刻车辆的运动状态；
判断第i+1时刻车辆的运动状态与目标运动状态之间的误差是否大于预设误差，若是，则将i更新为i+1，并返回为车辆规划第i时刻的换道线路和车速的步骤，即继续规划下一时刻的换道线路和车；若否，则根据为车辆规划的各时刻的换道线路和车速驱动车辆进行换道。
本申请实施例中，在进行换道时，可先根据换道起点和换道终点的位置确定有效的方向盘转角范围，之后，周期性地为车辆规划换道线路和车速，且保证车辆以每次规划的换道线路和车速进行行驶时，车辆的方向盘转角都落在有效的方向盘转角范围内，因此，可避免由于方向盘转角过大而导致换道不成功的情况，并且，利用车辆运动模型来迭代确定各时刻车辆的运动状态可更好地保证换道过程中方向盘转动的平顺性，用户体验也更好。
下面结合具体的实施例对上述过程进行详细说明。
结合图1，假设车辆接收到的换道请求中携带的换道方向信息为向左换道，则可按照图2所示的流程预测结束换道时车辆的运动状态：
S201：根据换道方向信息确定换道结束后车辆行驶的车道。
S202：从已采集到的每一前方图像中提取车道左右两侧车道线的图像信息，根据提取的左右两侧车道线的图像信息和为车辆设定的在车道中的相对行驶位置信息，确定沿车道行驶时为车辆规划的行驶线路的数学表达式。
具体实施时，可利用多项式对车道线进行拟合，比如，用于拟合右侧车道线的多项式为：
y left1＝a l10+a l11·x+a l12·x 2+a l13·x 3；
用于拟合左侧车道线的多项式为：
y left2＝a l20+a l21·x+a l22·x 2+a 123·x 3；
则，确定右侧车道线的数学表达式即是根据右侧车道线的图像信息确定a l10、a l11、a l12、a l13的取值；确定左侧车道线的数学表达式即是根据左侧车道线的图像信息确定a l20、a l21、a l22、a的取值。
如果为车辆设定的在车道中的相对行驶位置为车道中心，则当车辆沿换道后车道行驶时为其规划的行驶线路的数学表达式为：
Figure PCTCN2019093420-appb-000001
S203：将当前车速输入到预先拟合的用于确定换道距离的模型中，以模型的输出作为此次换道所需的距离。
这里，发明人通过分析车速-换道距离点集发现，采用三次多项式拟合能够较好地反应二者之间的关系，因此，本申请实施例中采用三次多项式对车速-换道之间的关系进行拟合，得到如下的换道距离与车速的关系曲线：
Dis_LC＝a 0+a 1v+a 2v 2+a 3v 3；
其中，a 0，a 1，a 2，a 3是通过离线仿真数据确定的三次多项式的系数。
具体实施时，将当前车速代入上式则可计算出此次换道所需的距离。
S204：根据行驶线路的数学表达式和此次换道所需的距离确定到达换道终点时车辆的 运动状态。
具体地，求解如下方程组即可得到换道终点的坐标(x f，y f)：
Figure PCTCN2019093420-appb-000002
其中，l为此次换道所需的距离，(x 0，y 0)为换道开始时车辆的坐标。
之后，可对
Figure PCTCN2019093420-appb-000003
进行一阶求导，并计算一阶导函数在(x f，y f)处的取值，将该取值作为换道结束时车辆的航向角。
此外，还可对
Figure PCTCN2019093420-appb-000004
进行二阶求导，并计算二阶导函数在(x f，y f)处的取值，将该取值作为为车辆规划的最后一段换道线路的目标曲率。
需要说明的是，上述步骤S202和S203之间没有严格的先后执行关系。
具体实施时，在预测车辆到达换道终点时的运动状态以后，可将路径生成问题描述为如下方程的求解问题：
F(X′ 0，U)-X′ f＝0；
其中：
X′ 0为车辆在换道起点时的运动状态(x 0，y 0，θ 0，k 0)，(x 0，y 0)为换道起点的位置坐标，θ 0为车辆在换道起点时的航向角；k 0为在换道起点处(对应i＝0时的时刻)为车辆规划的换道线路的曲率，θ 0，k 0均是预先确定的；
Figure PCTCN2019093420-appb-000005
为车辆在换道终点时的运动状态(x f，y f，θ f，k f)，(x f，y f)为换道终点的位置坐标，θ f为车辆在换道终点时的航向角；k 0是为车辆规划的最后一段换道线路的目标曲率；
U为待求解的为车辆规划的换道线路的曲率，其随时间不断发生变化；
Figure PCTCN2019093420-appb-000006
为车辆运动模型。
首先，本申请实施例中将U描述为一个随时间变化的三次多项式：
U＝c 0+c 1t+c 2t 2+c 3t 3,t∈[0，T]；
其中，需要求解的参数为c 0、c 1、c 2、c 3，T为总的换道时间。
这里，采用三次多项式来描述U有两个好处，一是可以减少目标输入求解空间的范围；二是可使换道线路更加平顺，因为三次多项式已经能够覆盖较高阶次的换道线路的曲率。
其次，本申请实施例中，
Figure PCTCN2019093420-appb-000007
可通过车辆二自由度运动模型来构造，如图3所示，以x(t)代表质心侧偏角和横摆角速度，u(t)代表前轮转角，则车辆的二自由度模型可以表示为：
Figure PCTCN2019093420-appb-000008
Figure PCTCN2019093420-appb-000009
Figure PCTCN2019093420-appb-000010
Figure PCTCN2019093420-appb-000011
Figure PCTCN2019093420-appb-000012
Figure PCTCN2019093420-appb-000013
其中：
m为车辆质量；
I z为横摆转动惯量；
v为车速；
k f为前轮的轮胎侧片刚度；
k r为后轮的轮胎侧片刚度；
l f为前轴到车辆重心的距离；
l r为后轴到车辆重心的距离；
β为质心侧偏角；
ω r为横摆角速度；
δ h为转向盘转角；
i s为转向传动比；
Figure PCTCN2019093420-appb-000014
为车辆横摆角。
车辆运动学方程可以表述为：
Figure PCTCN2019093420-appb-000015
Figure PCTCN2019093420-appb-000016
Figure PCTCN2019093420-appb-000017
因此，最终得到的车辆运作模型为：
Figure PCTCN2019093420-appb-000018
δ h＝U·(1+K·v 2)·L·i s；
Figure PCTCN2019093420-appb-000019
其中，(x v，y v)为车辆的位置坐标。
最后，求解公式F(X′ 0，U)-X′ f＝0。
由于上式为非线性方程，因此可通过解析法获得换道线路的曲率U，具体地求解过程如下：
Figure PCTCN2019093420-appb-000020
其中，
Figure PCTCN2019093420-appb-000021
U K＝c 0k+c 1kt+c 2kt 2+c 3kt 3，t＝0～T k，k为代次数，T k第k次迭代时的换道时间，ΔU为迭代过程中U k的增量，
Figure PCTCN2019093420-appb-000022
J为雅克比矩阵；
通过上述迭代求解，当满足
Figure PCTCN2019093420-appb-000023
(e iter为迭代终止误差)时，迭代结束，其对应的U k+1的值即为最终求解的目标路径，换道线路规划结果如图4所示，其中，两条虚线都为换道线路，这两条换道线路具有相同的换道起点和换道终点，但由于起始时车辆的航向角不同，所以规划的换道线路也不相同。
如图5所示，为本申请实施例提供的车辆的自动换道方法的流程图，包括以下步骤：
S501：处于自动驾驶状态的车辆接收换道请求，该换道请求中携带有换道方向信息。
S502：根据换道方向信息、采集到的前方图像和当前的车速预测到达换道终点时车辆的运动状态。
具体流程可以参考图2，在此不再赘述。
S503：将代表规划时刻的i赋值为0。
S504：以第i时刻车辆的运动状态为起始运动状态、预测的车辆的运动状态为目标运动状态，为车辆规划第i时刻的换道线路和车速，根据第i时刻换道线路的曲率、车速和建立的用于确定方向盘转角的模型，确定第i时刻车辆的方向盘转角。
这里，可以开始换道时的时刻为0时刻，即，i为从0开始的整数，然后以设定时间间隔如Δt进行递增，当到达换道终点时，i的递增结束，这样，可得到换道所需的总时间T。
具体实施时，可以根据第i时刻车辆的位置和换道终点位置随机地为车辆规划出一条换道线路，然后根据换道线路的长度和Δt计算第i时刻的车速，之后，将第i时刻为车辆规划的换道线路的曲率U和车速v代入以下公式：
δ h＝U·(1+K·v 2)·L·i s；
得到第i时刻车辆的方向盘转角δ h；
其中，L为车辆前轴与后轴之间的距离，i s为车辆的转向传动比，K为预先确定的转向因子，且可根据以下公式计算：
Figure PCTCN2019093420-appb-000024
其中，m为车辆质量；k f为前轮的轮胎侧片刚度；k r为后轮的轮胎侧片刚度；l f为前轴到车辆重心的距离；l r为后轴到车辆重心的距离。
S505：判断第i时刻车辆的方向盘转角是否落入设置的有效的方向盘转角范围内，若是，则进入S506，否则，进入S504重新为车辆规划第i时刻的换道线路和车速。
这里，有效的方向盘转角范围是根据换道起点的位置和换道终点的位置确定的，比如，换道起点的坐标为(x 0，y 0)，换道终点的坐标为(x f，y f)，若向左换道，则有效的方向盘转角范围可为
Figure PCTCN2019093420-appb-000025
若向右换道，则有效的方向盘转角范围可为(-1.2arc tanα，0°)，其中，
Figure PCTCN2019093420-appb-000026
这里仅是举例，具体范围可由技术人员根据实际情况确定。
具体实施时，若确定需要重新为车辆规划第i时刻的换道线路和车速，则可根据一定的规则对上一次规划的换道路径的曲率进行微调，比如，减去设定量等。
S506：根据车辆运动模型、第i时刻车辆的运动状态和方向盘转角，确定第i+1时刻车辆的运动状态。
在具体实施时，可将第i时刻车辆的方向盘转角代入车辆运动模型，以车辆运动模型的输出作为车辆运动状态的增量，将第i时刻车辆的运动状态与该增量的和确定为第i+1时刻车辆的运动状态。
具体地，可根据以下的车辆运动模型预测第i+1时刻车辆的运动状态：
Figure PCTCN2019093420-appb-000027
其中，各参数的含义同前，在此不再赘述。
S507：计算第i+1时刻车辆的运动状态与目标运动状态之间的误差，判断误差是否小于预设误差，若是，则进入S509，否则，进入S508。
比如，利用以下公式计算误差：
err＝(y f-y i+1) 2+(x f-x i+1) 2+(θ f-θ i+1) 2；
其中，(x i+1，y i+1，θ i+1)为i+1时刻车辆的运动状态。
当确定err小于预设误差时，可认为车辆的运动状态以足够接近目标运动状态，否则，可继续进行下一时刻的路径规划。
S508：将i＝i+1，返回步骤S504，继续规划下一时刻的换道线路和车速。
S509：根据为车辆规划的各时刻的换道线路和车速驱动车辆进行自动换道。
经过以上过程，为车辆规划出了从换道起点开始每隔Δt时刻车辆的换道线路和车速，根据各时刻为车辆规划的换道线路和车速即可驱动车辆进行自动换道。
此外，具体实施时，在预测车辆到达终点时的运动状态时，还为车辆规划最后一段换道线路的目标曲率，为了保证换道的精确度，在确定第i+1时刻车辆的运动状态与目标运动状态之间的误差小于预设误差时，还可以进一步确定为车辆规划的第i时刻的换道线路的曲率与目标曲率之间的误差小于预设值，这样，车辆在到完成换道后即可沿着车道自动行驶，换道的平顺性更好。
下面结合具体的实施例对上述过程进行说明。
假设自动驾驶状态的车辆接收到了向左换道的请求，则可从已采集到的每一前方图像中提取左侧车道对应的左右两侧车道线的图像信息，进而根据提取的左右两侧车道线的图像信息和为车辆设定的在左侧车道中的相对行驶位置信息，确定沿左侧车道行驶时为车辆规划的行驶线路的数学表达式，并可将当前车速输入到预先拟合的用于确定换道距离的模型中，以模型的输出作为此次换道所需的距离，进而根据行驶线路的数学表达式和此次换道所需的距离确定到达换道终点时车辆的运动状态以及为车辆规划的最后一段换道线路的目标曲率。
之后，从换道起点开始，每隔预设时长，如1s，为车辆规划一次换道线路和车速，针对每次为车辆规划的换道线路和车速，确定车辆以规划的车速沿换道线路进行换道时车辆的方向盘转角落在有效的方向盘转角范围内时，可根据车辆运动模型、第i时刻车辆的运动状态和方向盘转角，确定第i+1时刻车辆的运动状态，并计算第i+1时刻车辆的运动状态与预测的到达换道终点时车辆的运动状态之间的误差，以及为车辆规划的第i+1时刻换道线路的曲率和目标曲率之间的误差，计算两个误差之和，判断误差之和是否小于设定的误差，若否，则将i更新为i+1，继续进行下一时刻的换道线路和车速，否则，可认为第i+1时刻车辆的运动状态已达到预测的到达换道终点时车辆的运动状态，路径规划结束。
之后，即可根据各时刻为车辆规划的换道线路和车速驱动车辆进行自动换道。
参见图6所示，为本申请实施例提供的一种电子设备的结构示意图，该电子设备包括收发器601以及处理器602等物理器件，其中，处理器602可以是一个中央处理单元(central processing unit，CPU)、微处理器、专用集成电路、可编程逻辑电路、大规模集成电路、或 者为数字处理单元等等。收发器601用于电子设备和其他设备进行数据收发。
该电子设备还可以包括存储器603用于存储处理器602执行的软件指令，当然还可以存储电子设备需要的一些其他数据，如电子设备的标识信息、电子设备的加密信息、用户数据等。存储器603可以是易失性存储器(volatile memory)，例如随机存取存储器(random-access memory，RAM)；存储器503也可以是非易失性存储器(non-volatile memory)，例如只读存储器(read-only memory，ROM)，快闪存储器(flash memory)，硬盘(hard disk drive，HDD)或固态硬盘(solid-state drive，SSD)、或者存储器603是能够用于携带或存储具有指令或数据结构形式的期望的程序代码并能够由计算机存取的任何其他介质，但不限于此。存储器603可以是上述存储器的组合。
本申请实施例中不限定上述处理器602、存储器603以及收发器601之间的具体连接介质。本申请实施例在图6中仅以存储器603、处理器602以及收发器601之间通过总线604连接为例进行说明，总线在图6中以粗线表示，其它部件之间的连接方式，仅是进行示意性说明，并不引以为限。所述总线可以分为地址总线、数据总线、控制总线等。为便于表示，图6中仅用一条粗线表示，但并不表示仅有一根总线或一种类型的总线。
处理器602可以是专用硬件或运行软件的处理器，当处理器602可以运行软件时，处理器602读取存储器603存储的软件指令，并在所述软件指令的驱动下，执行前述实施例中的自动换道方法。
当本申请实施例中提供的方法以软件或硬件或软硬件结合实现的时候，电子设备中可以包括多个功能模块，每个功能模块可以包括软件、硬件或其结合。具体的，参见图7所示，为本申请实施例提供的又一种电子设备的结构示意图，该电子设备包括接收模块701，预测模块702、规划模块703、驱动模块704。
接收模块701，用于处于自动驾驶状态的车辆接收换道请求，所述换道请求中携带有换道方向信息；
预测模块702，用于根据所述换道方向信息、采集到的前方图像和当前的车速预测到达换道终点时所述车辆的运动状态；
规划模块703，用于为所述车辆规划第i时刻的换道线路和车速，其中，第i时刻的换道线路和车速是以第i时刻所述车辆的运动状态为起始运动状态、预测的所述车辆的运动状态为目标运动状态进行规划得到的，根据第i时刻换道线路的曲率、车速和建立的用于确定方向盘转角的模型，确定第i时刻所述车辆的方向盘转角，判断第i时刻所述车辆的方向盘转角是否落入有效的方向盘转角范围内，所述有效的方向盘转角范围是根据换道起点的位置和所述换道终点的位置确定的，若否，则返回为所述车辆规划第i时刻的换道线路和车速的步骤，若是，则根据车辆运动模型、第i时刻所述车辆的运动状态和方向盘转角，确定第i+1时刻所述车辆的运动状态，i为大于或者等于0的整数；
驱动模块704，用于判断第i+1时刻所述车辆的运动状态与所述目标运动状态之间的误差是否大于预设误差，若是，则将i更新为i+1，并返回为所述车辆规划第i时刻的换道线路和车速的步骤；若否，则根据为所述车辆规划的各时刻的换道线路和车速驱动所述车辆进行换道。
在一种可能的实施方式下，所述预测模块702具体用于，
根据所述换道方向信息确定换道结束后所述车辆行驶的车道；
从已采集到的每一前方图像中提取所述车道左右两侧车道线的图像信息，根据提取的左右两侧车道线的图像信息和为所述车辆设定的在车道中的相对行驶位置信息，确定沿所述车道行驶时为所述车辆规划的行驶线路的数学表达式；并
将所述车速输入到预先拟合的用于确定换道距离的模型中，以所述模型的输出作为此次换道所需的距离；
根据确定的所述行驶线路的数学表达式和所述此次换道所需的距离确定到达换道终点时所述车辆的运动状态。
在一种可能的实施方式下，所述预测模块702具体用于，
根据提取的每侧车道线的图像信息确定该侧车道线的数学表达式；
根据左右两侧车道线的数学表达式和为所述车辆设定的在车道中的相对行驶位置信息，确定沿所述车道行驶时为所述车辆规划的行驶线路的数学表达式。
在一种可能的实施方式下，所述车辆的运动状态包括所述车辆的坐标和航向角，所述预测模块702具体用于，
根据所述行驶线路的数学表达式和所述此次换道所需的距离确定换道终点的坐标；
对所述行驶线路的数学表达式求一阶导函数，计算所述一阶导函数在所述坐标处的取值，将所述取值作为达到换道终点时所述车辆的航向角。
在一种可能的实施方式下，所述预测模块702，还用于对所述行驶线路的数学表达式求二阶导函数，计算所述二阶导函数在所述坐标处的取值，将所述取值作为为所述车辆规划的最后一段换道线路的目标曲率；
所述驱动模块704，还用于在确定第i+1时刻所述车辆的运动状态与所述目标运动状态之间的误差小于预设误差时，确定为所述车辆规划的第i时刻的换道线路的曲率与所述目标曲率之间的误差小于预设值。
在一种可能的实施方式下，所述规划模块703具体用于，
将第i时刻换道线路的曲率U、车速v代入以下公式：
δ h＝U·(1+K·v 2)·L·i s；
得到第i时刻所述车辆的方向盘转角δ h；
其中，L为所述车辆前轴与后轴之间的距离，i s为所述车辆的转向传动比，K为预先确定的转向因子。
本申请实施例中对模块的划分是示意性的，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，另外，在本申请各个实施例中的各功能模块可以集成在一个处理器中，也可以是单独物理存在，也可以两个或两个以上模块集成在一个模块中。各个模块相互之间的耦合可以是通过一些接口实现，这些接口通常是电性通信接口，但是也不排除可能是机械接口或其它的形式接口。因此，作为分离部件说明的模块可以是或者也可以不是物理上分开的，既可以位于一个地方，也可以分布到同一个或不同设备的不同位置上。上述集成的模块既可以采用硬件的形式实现，也可以采用软件功能模块的形式实现。
本申请实施例还提供了一种计算机可读存储介质，存储为执行上述处理器所需执行的计算机可执行指令，其包含用于执行上述处理器所需执行的程序。
在一些可能的实施方式中，本申请提供的车辆的自动换道方法的各个方面还可以实现为一种程序产品的形式，其包括程序代码，当所述程序产品在电子设备上运行时，所述程序代码用于使所述电子设备执行本说明书上述描述的根据本申请各种示例性实施方式的车辆的自动换道方法中的步骤。
所述程序产品可以采用一个或多个可读介质的任意组合。可读介质可以是可读信号介质或者可读存储介质。可读存储介质例如可以是——但不限于——电、磁、光、电磁、红外线、或半导体的***、装置或器件，或者任意以上的组合。可读存储介质的更具体的例子(非穷举的列表)包括：具有一个或多个导线的电连接、便携式盘、硬盘、随机存取存储器(RAM)、只读存储器(ROM)、可擦式可编程只读存储器(EPROM或闪存)、光纤、便携式紧凑盘只读存储器(CD-ROM)、光存储器件、磁存储器件、或者上述的任意合适的组合。
本申请的实施方式的用于车辆自动换道的程序产品可以采用便携式紧凑盘只读存储器(CD-ROM)并包括程序代码，并可以在计算设备上运行。然而，本申请的程序产品不限于此，在本文件中，可读存储介质可以是任何包含或存储程序的有形介质，该程序可以被指令执行***、装置或者器件使用或者与其结合使用。
可读信号介质可以包括在基带中或者作为载波一部分传播的数据信号，其中承载了可读程序代码。这种传播的数据信号可以采用多种形式，包括——但不限于——电磁信号、光信号或上述的任意合适的组合。可读信号介质还可以是可读存储介质以外的任何可读介质，该可读介质可以发送、传播或者传输用于由指令执行***、装置或者器件使用或者与其结合使用的程序。
可读介质上包含的程序代码可以用任何适当的介质传输，包括——但不限于——无线、有线、光缆、RF等等，或者上述的任意合适的组合。
可以以一种或多种程序设计语言的任意组合来编写用于执行本申请操作的程序代码，所述程序设计语言包括面向对象的程序设计语言-诸如Java、C++等，还包括常规的过程式程序设计语言-诸如“C”语言或类似的程序设计语言。程序代码可以完全地在用户计算设备上执行、部分地在用户设备上执行、作为一个独立的软件包执行、部分在用户计算设备上部分在远程计算设备上执行、或者完全在远程计算设备或服务器上执行。在涉及远程计算设备的情形中，远程计算设备可以通过任意种类的网络——包括局域网(LAN)或广域网(WAN)-连接到用户计算设备，或者，可以连接到外部计算设备(例如利用因特网服务提供商来通过因特网连接)。
应当注意，尽管在上文详细描述中提及了装置的若干单元或子单元，但是这种划分仅仅是示例性的并非强制性的。实际上，根据本申请的实施方式，上文描述的两个或更多单元的特征和功能可以在一个单元中具体化。反之，上文描述的一个单元的特征和功能可以进一步划分为由多个单元来具体化。
此外，尽管在附图中以特定顺序描述了本申请方法的操作，但是，这并非要求或者暗示必须按照该特定顺序来执行这些操作，或是必须执行全部所示的操作才能实现期望的结果。附加地或备选地，可以省略某些步骤，将多个步骤合并为一个步骤执行，和/或将一个步骤分解为多个步骤执行。
本领域内的技术人员应明白，本申请的实施例可提供为方法、***、或计算机程序产品。因此，本申请可采用完全硬件实施例、完全软件实施例、或结合软件和硬件方面的实施例的形式。而且，本申请可采用在一个或多个其中包含有计算机可用程序代码的计算机可用存储介质(包括但不限于磁盘存储器、CD-ROM、光学存储器等)上实施的计算机程序产品的形式。
本申请是参照根据本申请实施例的方法、装置(***)、和计算机程序产品的流程图和/或方框图来描述的。应理解可由计算机程序指令实现流程图和/或方框图中的每一流程和/或方框、以及流程图和/或方框图中的流程和/或方框的结合。可提供这些计算机程序指令到通用计算机、专用计算机、嵌入式处理机或其他可编程数据处理设备的处理器以产生一个机器，使得通过计算机或其他可编程数据处理设备的处理器执行的指令产生用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的装置。
这些计算机程序指令也可存储在能引导计算机或其他可编程数据处理设备以特定方式工作的计算机可读存储器中，使得存储在该计算机可读存储器中的指令产生包括指令装置的制造品，该指令装置实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能。
这些计算机程序指令也可装载到计算机或其他可编程数据处理设备上，使得在计算机或其他可编程设备上执行一系列操作步骤以产生计算机实现的处理，从而在计算机或其他可编程设备上执行的指令提供用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的步骤。
尽管已描述了本申请的优选实施例，但本领域内的技术人员一旦得知了基本创造性概念，则可对这些实施例作出另外的变更和修改。所以，所附权利要求意欲解释为包括优选实施例以及落入本申请范围的所有变更和修改。
显然，本领域的技术人员可以对本申请进行各种改动和变型而不脱离本申请的精神和 范围。这样，倘若本申请的这些修改和变型属于本申请权利要求及其等同技术的范围之内，则本申请也意图包含这些改动和变型在内。

Claims (14)

  1. 一种车辆的自动换道方法，其特征在于，包括：
    处于自动驾驶状态的车辆接收换道请求，所述换道请求中携带有换道方向信息；
    根据所述换道方向信息、采集到的前方图像和当前的车速预测到达换道终点时所述车辆的运动状态；
    为所述车辆规划第i时刻的换道线路和车速，其中，第i时刻的换道线路和车速是以第i时刻所述车辆的运动状态为起始运动状态、预测的所述车辆的运动状态为目标运动状态进行规划得到的，根据第i时刻换道线路的曲率、车速和建立的用于确定方向盘转角的模型，确定第i时刻所述车辆的方向盘转角，i为大于或者等于0的整数；
    判断第i时刻所述车辆的方向盘转角是否落入有效的方向盘转角范围内，所述有效的方向盘转角范围是根据换道起点的位置和所述换道终点的位置确定的，若否，则返回为所述车辆规划第i时刻的换道线路和车速的步骤，若是，则根据车辆运动模型、第i时刻所述车辆的运动状态和方向盘转角，确定第i+1时刻所述车辆的运动状态；
    判断第i+1时刻所述车辆的运动状态与所述目标运动状态之间的误差是否大于预设误差，若是，则将i更新为i+1，并返回为所述车辆规划第i时刻的换道线路和车速的步骤；若否，则根据为所述车辆规划的各时刻的换道线路和车速驱动所述车辆进行换道。
  2. 如权利要求1所述的方法，其特征在于，根据所述换道方向信息、采集到的前方图像和当前的车速预测到达换道终点时所述车辆的运动状态，包括：
    根据所述换道方向信息确定换道结束后所述车辆行驶的车道；
    从已采集到的每一前方图像中提取所述车道左右两侧车道线的图像信息，根据提取的左右两侧车道线的图像信息和为所述车辆设定的在车道中的相对行驶位置信息，确定沿所述车道行驶时为所述车辆规划的行驶线路的数学表达式；并
    将所述车速输入到预先拟合的用于确定换道距离的模型中，以所述模型的输出作为此次换道所需的距离；
    根据确定的所述行驶线路的数学表达式和所述此次换道所需的距离确定到达换道终点时所述车辆的运动状态。
  3. 如权利要求2所述的方法，其特征在于，根据提取的左右两侧车道线的图像信息和为所述车辆设定的在车道中的相对行驶位置信息，确定沿所述车道行驶时为所述车辆规划的行驶线路的数学表达式，包括：
    根据提取的每侧车道线的图像信息确定该侧车道线的数学表达式；
    根据左右两侧车道线的数学表达式和为所述车辆设定的在车道中的相对行驶位置信息，确定沿所述车道行驶时为所述车辆规划的行驶线路的数学表达式。
  4. 如权利要求3所述的方法，其特征在于，所述车辆的运动状态包括所述车辆的坐标和航向角，根据确定的所述行驶线路的数学表达式和所述此次换道所需的距离确定到达换道终点时所述车辆的运动状态，包括：
    根据所述行驶线路的数学表达式和所述此次换道所需的距离确定换道终点的坐标；
    对所述行驶线路的数学表达式求一阶导函数，计算所述一阶导函数在所述坐标处的取值，将所述取值作为达到换道终点时所述车辆的航向角。
  5. 如权利要求4所述的方法，其特征在于，还包括：
    对所述行驶线路的数学表达式求二阶导函数，计算所述二阶导函数在所述坐标处的取值，将所述取值作为为所述车辆规划的最后一段换道线路的目标曲率；
    以及确定第i+1时刻所述车辆的运动状态与所述目标运动状态之间的误差小于预设误差时，还包括：
    确定为所述车辆规划的第i时刻的换道线路的曲率与所述目标曲率之间的误差小于预设值。
  6. 如权利要求1所述的方法，其特征在于，根据第i时刻换道线路的曲率、车速和建立的用于确定方向盘转角的模型，确定第i时刻所述车辆的方向盘转角，包括：
    将第i时刻换道线路的曲率U、车速v代入以下公式：
    δ h＝U·(1+K·v 2)·L·i s；
    得到第i时刻所述车辆的方向盘转角δ h；
    其中，L为所述车辆前轴与后轴之间的距离，i s为所述车辆的转向传动比，K为预先确定的转向因子。
  7. 一种车辆的自动换道装置，其特征在于，包括：
    接收模块，用于处于自动驾驶状态的车辆接收换道请求，所述换道请求中携带有换道方向信息；
    预测模块，用于根据所述换道方向信息、采集到的前方图像和当前的车速预测到达换道终点时所述车辆的运动状态；
    规划模块，用于为所述车辆规划第i时刻的换道线路和车速，其中，第i时刻的换道线路和车速是以第i时刻所述车辆的运动状态为起始运动状态、预测的所述车辆的运动状态为目标运动状态进行规划得到的，根据第i时刻换道线路的曲率、车速和建立的用于确定方向盘转角的模型，确定第i时刻所述车辆的方向盘转角，判断第i时刻所述车辆的方向盘转角是否落入有效的方向盘转角范围内，所述有效的方向盘转角范围是根据换道起点的位置和所述换道终点的位置确定的，若否，则返回为所述车辆规划第i时刻的换道线路和车速的步骤，若是，则根据车辆运动模型、第i时刻所述车辆的运动状态和方向盘转角，确定第i+1时刻所述车辆的运动状态，i为大于或者等于0的整数；
    驱动模块，用于判断第i+1时刻所述车辆的运动状态与所述目标运动状态之间的误差是否大于预设误差，若是，则将i更新为i+1，并返回为所述车辆规划第i时刻的换道线路和车速的步骤；若否，则根据为所述车辆规划的各时刻的换道线路和车速驱动所述车辆进行换道。
  8. 如权利要求7所述的装置，其特征在于，所述预测模块具体用于，
    根据所述换道方向信息确定换道结束后所述车辆行驶的车道；
    从已采集到的每一前方图像中提取所述车道左右两侧车道线的图像信息，根据提取的左右两侧车道线的图像信息和为所述车辆设定的在车道中的相对行驶位置信息，确定沿所述车道行驶时为所述车辆规划的行驶线路的数学表达式；并
    将所述车速输入到预先拟合的用于确定换道距离的模型中，以所述模型的输出作为此次换道所需的距离；
    根据确定的所述行驶线路的数学表达式和所述此次换道所需的距离确定到达换道终点时所述车辆的运动状态。
  9. 如权利要求8所述的装置，其特征在于，所述预测模块具体用于，
    根据提取的每侧车道线的图像信息确定该侧车道线的数学表达式；
    根据左右两侧车道线的数学表达式和为所述车辆设定的在车道中的相对行驶位置信息，确定沿所述车道行驶时为所述车辆规划的行驶线路的数学表达式。
  10. 如权利要求9所述的装置，其特征在于，所述车辆的运动状态包括所述车辆的坐标和航向角，所述预测模块具体用于，
    根据所述行驶线路的数学表达式和所述此次换道所需的距离确定换道终点的坐标；
    对所述行驶线路的数学表达式求一阶导函数，计算所述一阶导函数在所述坐标处的取值，将所述取值作为达到换道终点时所述车辆的航向角。
  11. 如权利要求10所述的装置，其特征在于，
    所述预测模块，还用于对所述行驶线路的数学表达式求二阶导函数，计算所述二阶导函数在所述坐标处的取值，将所述取值作为为所述车辆规划的最后一段换道线路的目标曲 率；
    所述驱动模块，还用于在确定第i+1时刻所述车辆的运动状态与所述目标运动状态之间的误差小于预设误差时，确定为所述车辆规划的第i时刻的换道线路的曲率与所述目标曲率之间的误差小于预设值。
  12. 如权利要求7～11任一所述的装置，其特征在于，所述规划模块具体用于，
    将第i时刻换道线路的曲率U、车速v代入以下公式：
    δ h＝U·(1+K·v 2)·L·i s；
    得到第i时刻所述车辆的方向盘转角δ h；
    其中，L为所述车辆前轴与后轴之间的距离，i s为所述车辆的转向传动比，K为预先确定的转向因子。
  13. 一种电子设备，其特征在于，包括：至少一个处理器，以及与所述至少一个处理器通信连接的存储器，其中：
    所述存储器存储有可被所述至少一个处理器执行的指令，所述指令被所述至少一个处理器执行，以使所述至少一个处理器能够执行如权利要求1至6任一权利要求所述的方法。
  14. 一种计算机可读介质，存储有计算机可执行指令，其特征在于，所述计算机可执行指令用于执行如权利要求1至6任一权利要求所述的方法。
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