WO2021109165A1 - Procédé de prédiction dans une conduite automatique pour effectuer un changement de voie pour dépasser un véhicule de tête dans une voie cible - Google Patents

Procédé de prédiction dans une conduite automatique pour effectuer un changement de voie pour dépasser un véhicule de tête dans une voie cible Download PDF

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Publication number
WO2021109165A1
WO2021109165A1 PCT/CN2019/123928 CN2019123928W WO2021109165A1 WO 2021109165 A1 WO2021109165 A1 WO 2021109165A1 CN 2019123928 W CN2019123928 W CN 2019123928W WO 2021109165 A1 WO2021109165 A1 WO 2021109165A1
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WIPO (PCT)
Prior art keywords
vehicle
lane
willingness
lane change
distance
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PCT/CN2019/123928
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English (en)
Chinese (zh)
Inventor
杜光辉
经建峰
袁雁城
张尧文
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格物汽车科技(苏州)有限公司
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Publication of WO2021109165A1 publication Critical patent/WO2021109165A1/fr

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    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/04—Traffic conditions
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed

Definitions

  • the present invention relates to the technical field of automatic driving, and in particular to a method for predicting a vehicle before a vehicle in front of a target lane when a vehicle changes lanes during automatic driving.
  • Autonomous driving includes four modules: prediction, decision-making, planning, and control.
  • the prediction module predicts whether the vehicle will change lanes in the future and the lane change trajectory in the case of lane changes based on the vehicle driving state data and lane environment data in each lane.
  • Lane change includes left lane change and right lane change.
  • Left and right lane changes include lane change before the vehicle in front of the target lane and lane change after the vehicle in front of the target lane.
  • the decision-making module calculates the next expected state of the vehicle based on the predicted output results of the prediction module, environmental information, navigation information, the driver's behavior module, the vehicle dynamics model, etc.; the planning module plans the current state and the next expected state Vehicle driving trajectory; the control module calculates the corresponding accelerator, braking and steering according to the planned driving trajectory.
  • the present invention provides a method for predicting before a vehicle changes lanes to a target lane in automatic driving, which combines the pre-lane change vehicle, the first vehicle in front of the lane where the pre-lane change vehicle is located, and the first vehicle in the target lane in front of the pre-change vehicle.
  • the driving state data of a car and the second car in front of the pre-changing vehicle in the target lane calculates the willingness of the pre-changing vehicle to change lanes to the target lane before the first car in front of the pre-changing vehicle , According to the degree of willingness, predict whether the pre-lane change vehicle will change lanes to the first vehicle in front of the target lane in the future, effectively eliminate the factors that interfere with the decision of the vehicle by surrounding vehicles, and improve the confidence of the decision of the vehicle; at the same time, it is effective Reduce the amount of data analysis and calculation of the prediction module in the automatic driving system, reduce the operating difficulty and operating cost of the automatic driving system, and effectively improve the lag time of decision-making.
  • the present invention provides a method for predicting a vehicle before it changes lanes to a target lane in automatic driving, which includes the following steps:
  • the vehicle one is the first vehicle in front of the lane where the pre-lane change vehicle is located; and the vehicle two is in the target lane The first car located in front of the pre-changing vehicle; said vehicle three is the second vehicle in front of the pre-changing vehicle in the target lane;
  • the willingness exceeds the willingness threshold it is predicted that the pre-lane change vehicle will change lanes before the second vehicle at a future time.
  • it further includes that when the lateral speed of the pre-lane change vehicle in the direction of the target lane is less than zero and maintains for a certain period of time, the willingness of the pre-lane change vehicle to change to the target lane is zero .
  • calculating the willingness ⁇ includes:
  • calculating the willingness ⁇ includes:
  • it further includes: calculating the willingness ⁇ 1 according to formula 1,
  • A represents the actual acceleration of the pre-lane change vehicle
  • k 1 represents the linear slope of the functional relationship between the actual acceleration of the pre-lane change vehicle and the willingness ⁇ 1;
  • a 1 represents a fixed acceleration value on the acceleration axis where the actual acceleration of the pre-lane change vehicle is located
  • ⁇ represents the increase in willingness that the actual acceleration of the pre-lane change vehicle exceeds the acceleration threshold for a certain period of time.
  • A characterizes the distance that the pre-lane change vehicle needs to keep from the vehicle 1 when it is traveling at a driving speed of V2;
  • B represents the driving distance of the pre-lane change vehicle decelerating from the driving speed V1 to the driving speed V2 at a deceleration a x;
  • L1 is the initial distance between the pre-lane change vehicle and vehicle one
  • V1 is the traveling speed of the pre-lane change vehicle
  • S2 is the braking distance from braking to stop of the vehicle one
  • a represents the difference between the preset comfortable braking deceleration a Thres of the pre-lane change vehicle and the deceleration a x ;
  • k 3 represents the linear slope of the functional relationship between the relative speed of the pre-lane change vehicle and vehicle one and the willingness ⁇ 3;
  • X1 represents a fixed speed value on the speed axis where the relative speed of the pre-lane change vehicle and vehicle one is located.
  • V2 is the driving speed of vehicle one
  • S1 is the braking distance from pre-lane change vehicle braking to stop
  • S1 is the braking distance from pre-lane change vehicle braking to stop
  • L1 is the initial distance between the pre-lane change vehicle and vehicle one
  • ⁇ 2 represents a fixed distance value
  • Fig. 3a is a graph of calculating willingness ⁇ 1 in a preferred embodiment of the present invention.
  • Fig. 7 is a graph of calculating willingness ⁇ 6 in a preferred embodiment of the present invention.
  • a 1 represents a fixed acceleration value on the abscissa axis, for example, A 1 takes 0.1g.
  • a 1 is the standard amount that can be adjusted.
  • the duration of the vehicle 4’s actual acceleration exceeding the acceleration threshold is taken as the abscissa, and the willingness increment ⁇ is the ordinate axis to establish a coordinate system.
  • the actual acceleration of the vehicle 4 exceeds the acceleration threshold for the duration of time and The functional relationship between the willingness increment ⁇ is shown in Fig. 3(b).
  • A represents the distance that the vehicle 4 needs to keep from the vehicle 1 when it is running at the driving speed V2;
  • Table B The travel distance of vehicle 4 decelerating from travel speed V1 to travel speed V2 at a deceleration a x;
  • L1 is the initial distance between vehicle 4 and vehicle one
  • V1 is the traveling speed of vehicle 4.
  • V2 is the driving speed of vehicle one
  • S1 is the braking distance from vehicle 4 to stop
  • S2 is the braking distance from braking to stop of the vehicle one
  • T r is the reaction time of the braking of the vehicle 4.
  • D is the safe stopping distance between vehicle 4 and vehicle 1 when they both brake to a stop
  • the comfortable braking deceleration a Thres is preset according to the driver's characteristics. As shown in Figure 4, the difference between the deceleration a Thres and the deceleration a x is the abscissa, and the willingness ⁇ 2 is the ordinate to establish a coordinate system.
  • the functional relationship between ⁇ 2 and the difference between deceleration a Thres and deceleration a x is:
  • a represents the difference between the preset comfortable braking deceleration a Thres of the vehicle 4 and the deceleration a x ;
  • k 2 represents the linear slope of the functional relationship between the difference between the deceleration a Thres and the deceleration a x and the degree of willingness ⁇ 2;
  • a 1 represents a fixed deceleration value on the abscissa axis, for example, a 1 takes 0.5g. It is a standard amount that can be adjusted.
  • X represents the relative speed of vehicle 4 and vehicle one
  • k 3 represents the linear slope of the functional relationship between the relative speed of vehicle 4 and vehicle one and the degree of willingness ⁇ 3;
  • X1 represents a fixed speed value on the abscissa axis, for example, X1 takes V1, and V1 is the driving speed of the vehicle 4.
  • X1 is a variable that can be calibrated.
  • ⁇ 1 represents the degree of congestion in front of the lane where the pre-changing vehicle is located
  • ⁇ 2 represents the degree of congestion in front of the lane where the second vehicle is located.
  • the congestion level When calculating the congestion level here, it is characterized by the number of cars within a certain distance. For example, if there are 6 cars within 100mm ahead, the calculated congestion level is
  • the calculation of the willingness ⁇ 5 includes:
  • A characterizes the distance that the vehicle 4 needs to keep from the vehicle one when it is traveling at the driving speed V2;
  • V1 is the traveling speed of vehicle 4.
  • V2 is the driving speed of vehicle one
  • S1 is the braking distance from vehicle 4 to stop
  • S2 is the braking distance from braking to stop of the vehicle one
  • T r is the reaction time of the braking of the vehicle 4.
  • D is the safe stopping distance between vehicle 4 and vehicle 1 when they both brake to a stop
  • L1 is the initial distance between vehicle 4 and vehicle one
  • ⁇ 1 represents a fixed distance value, which is a standard amount that can be adjusted.
  • the degree of willingness ⁇ 5 is related to the distance along the lane line between vehicle 1 and vehicle 3.
  • the distance between vehicle 1 and vehicle 3 along the lane line is used as the abscissa, and the degree of willingness ⁇ 5 is the ordinate to establish the coordinates.
  • System the functional relationship between the willingness ⁇ 5 and the distance along the lane line between the vehicle one and the vehicle three is shown in Fig. 6,
  • E represents the distance along the lane line between vehicle one and vehicle three;
  • k 4 represents the linear slope of the functional relationship between the distance along the lane line between vehicle one and vehicle three and the degree of willingness ⁇ 5;
  • E1 and E2 represent two fixed distance values on the abscissa axis, E1 takes 2m, and E2 takes 0.5s*V1; E1 and E2 are both calibrated quantities that can be adjusted.
  • the calculation of the willingness ⁇ 6 includes:
  • A characterizes the distance that the vehicle 4 needs to keep from the vehicle one when it is traveling at the driving speed V2;
  • V1 is the traveling speed of vehicle 4.
  • V2 is the driving speed of vehicle one
  • S1 is the braking distance from vehicle 4 to stop
  • S2 is the braking distance from braking to stop of the vehicle one
  • T r is the reaction time of the braking of the vehicle 4.
  • D is the safe stopping distance between vehicle 4 and vehicle 1 when they both brake to a stop
  • L1 is the initial distance between vehicle 4 and vehicle one
  • ⁇ 2 represents a fixed distance value, which is a standard amount that can be adjusted.
  • the degree of willingness ⁇ 6 is related to the speed ratio F of vehicle three to vehicle one.
  • the speed ratio of vehicle three to vehicle one is used as the abscissa and the degree of willingness ⁇ 6 is used as the ordinate to establish a coordinate system.
  • the functional relationship between the willingness ⁇ 6 and the speed ratio F of vehicle three to vehicle one is:
  • F represents the ratio of the speed of the vehicle three to the speed of the vehicle one
  • F1 and F2 represent two fixed values on the abscissa. For example, F1 takes 1, and F2 takes 1.5. Here, both F1 and F2 are standard amounts that can be adjusted.
  • k 5 represents the linear slope of the functional relationship between the speed ratio of vehicle three to vehicle one and the degree of willingness ⁇ 6;
  • ⁇ * represents a fixed value greater than zero and less than or equal to 1, which is a standard amount that can be adjusted.
  • the first car in front of the lane where the pre-lane change vehicle is located the first car in the target lane in front of the pre-lane change vehicle, and the second car in the target lane in front of the pre-lane change vehicle.
  • the driving state data of the vehicle calculates the willingness of the pre-lane-changing vehicle to change lanes to the target lane before the first car in front of the pre-lane-changing vehicle, and predicts whether the pre-lane-changing vehicle will change lanes to the target in the future based on the willingness Before the first car in front of the lane, it effectively eliminates the factors that interfere with the decision of the vehicle by surrounding vehicles, and improves the confidence of the decision of the vehicle; at the same time, it effectively reduces the amount of data analysis and calculation of the prediction module in the automatic driving system, and reduces the operation of the automatic driving system. Difficulty and operating cost, effectively improving the lag in decision-making.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Traffic Control Systems (AREA)

Abstract

La présente invention concerne un procédé de prédiction dans une conduite automatique pour effectuer un changement de voie pour dépasser un véhicule de tête dans une voie cible. Ledit procédé comprend les étapes consistant à : acquérir des données d'état de conduite, dans une période d'échantillonnage actuel, d'un véhicule s'apprêtant à effectuer un changement de voie, un véhicule I, un véhicule II et un véhicule III, le véhicule I étant le véhicule juste devant le véhicule s'apprêtant à effectuer un changement de voie dans la voie actuelle du véhicule s'apprêtant à effectuer un changement de voie, et le véhicule II et le véhicule III étant respectivement le premier véhicule le plus proche et le second véhicule le plus proche devant le véhicule s'apprêtant à effectuer un changement de voie dans une voie cible; calculer, à l'aide des données d'état de conduite des véhicules, la volonté de réaliser un changement de voie du véhicule s'apprêtant à effectuer un changement de voie pour dépasser le véhicule II; et lorsque la volonté dépasse un seuil de volonté, prédire que le véhicule s'apprêtant à effectuer un changement de voie effectuera un changement de voie pour dépasser le véhicule II à un moment futur. Dans la présente invention, le procédé de prédiction dans une conduite automatique pour effectuer un changement de voie pour dépasser un véhicule de tête dans une voie cible exclut efficacement des facteurs de véhicules environnants interférant avec la prise de décision d'un véhicule, améliore la certitude de décision du véhicule, réduit efficacement l'analyse de données et la quantité de calcul d'un module de prédiction dans un système de conduite automatique, réduit la difficulté de fonctionnement et les coûts de fonctionnement du système de conduite automatique, et améliore efficacement le décalage et le retard de prise de décision.
PCT/CN2019/123928 2019-12-06 2019-12-09 Procédé de prédiction dans une conduite automatique pour effectuer un changement de voie pour dépasser un véhicule de tête dans une voie cible WO2021109165A1 (fr)

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