CN114590260A

CN114590260A - Method and system for changing lanes on ramp and ramp

Info

Publication number: CN114590260A
Application number: CN202210310108.5A
Authority: CN
Inventors: 黄黎源; 冀鹏; 刘婷; 褚永强; 贺锦鹏
Original assignee: Zhiji Automobile Technology Co Ltd
Current assignee: Zhiji Automobile Technology Co Ltd
Priority date: 2022-03-28
Filing date: 2022-03-28
Publication date: 2022-06-07
Anticipated expiration: 2042-03-28
Also published as: CN114590260B

Abstract

The invention discloses a method and a system for changing lanes on an upper ramp and a lower ramp. The method comprises the following steps: determining whether a solid line exists on a path of the vehicle on/off-ramp; determining the earliest lane change point position of the vehicle on each lane according to whether a solid line exists or not; determining the latest lane change point position of the vehicle on each lane according to whether the solid line exists or not; and controlling the vehicle to execute lane changing operation according to the position of the earliest lane changing point and the position of the latest lane changing point of the vehicle. The method can effectively improve the correct passing rate in the scenes of getting on and off ramps and the like, and improve the experience of intelligent driving functions.

Description

Method and system for changing lanes on ramp and ramp

Technical Field

The invention belongs to the technical field of intelligent driving, and particularly relates to an on-off ramp lane changing method and system.

Background

Based on the intelligent driving auxiliary function under navigation, the vehicle can automatically drive in and out of the expressway ramps or the interchange turnouts and exceed the slowly-driven vehicle. With the advance of intelligent driving technology and the sudden increase of intelligent driving products in the market, more comfortable and more intelligent driving experience becomes the mainstream development direction at present. In the existing scheme, the following two problems exist: firstly, the factor of a long solid line is not considered, lane changing is carried out at a certain fixed distance from a ramp port, and when congestion occurs and a complex ramp environment is encountered, a vehicle does not enter a right lane in advance when the long solid line comes, so that a ramp is missed; and secondly, the lane change strategy is too programmed, and presents a consistent response in different scenes, namely, a certain position is fixed to start lane change, so that the lane change strategy does not accord with the driving habits of most users and the experience is poor.

Disclosure of Invention

Aiming at the defects or improvement requirements of the prior art, the invention provides the on-off ramp lane changing method and the on-off ramp lane changing system, which can effectively improve the correct passing rate in scenes such as on-off ramps and the like and improve the experience of intelligent driving functions.

To achieve the above object, according to an aspect of the present invention, there is provided an on-off-ramp lane change method including: determining whether a solid line exists on a path of the vehicle on and off the ramp; determining the earliest lane change point position of the vehicle on each lane according to whether a solid line exists or not; determining the latest lane change point position of the vehicle on each lane according to whether the solid line exists or not; and controlling the vehicle to execute lane changing operation according to the position of the earliest lane changing point and the position of the latest lane changing point of the vehicle.

In some embodiments, calculating the earliest lane change point position of the vehicle on each lane according to whether the solid line exists is embodied as: on the road of the vehicleWhen no solid line exists on the path, the distance from the earliest lane change point of the vehicle on each lane to the far end of the ramp port is determined by taking the far end of the ramp port as a reference

Or, taking the near end of the ramp port as a reference, determining the distance from the earliest lane change point of the vehicle on each lane to the near end of the ramp port

(ii) a Wherein n is the lane serial number of the lane corresponding to the ramp where the vehicle is located,

the distance required to be traveled by the user between the two adjacent lane change starting nodes,

the distance from the near end of the ramp port to the far end of the ramp port.

In some embodiments, calculating the earliest lane change point position of the vehicle on each lane according to whether the solid line exists is embodied as: when the solid line exists on the path of the vehicle on and off the ramp, further determining whether the vehicle is positioned on the lane on the side, away from the ramp, of the solid line; when the vehicle is determined to be positioned on the lane at the side, far away from the ramp, of the solid line, determining the distance from the earliest lane change point of the vehicle on each lane to the far end of the ramp port by taking the far end of the ramp port as a reference for the lane at the side, far away from the ramp, of the solid line

And for the lanes on one side of the solid line close to the ramp, determining the distance from the earliest lane change point of the vehicle on each lane to the far end of the ramp by taking the far end of the ramp as a reference

When the vehicle is determined to be positioned on the lane on the side of the solid line close to the ramp, the distance from the earliest lane change point of the vehicle on each lane to the far end of the ramp is determined by taking the far end of the ramp opening as a reference

Wherein, Δ S is the distance from the starting point of the long solid line to the earliest lane change point of the nearest lane on the side close to the ramp.

In some embodiments, calculating the latest lane change point position of the vehicle on each lane according to whether the solid line exists is embodied as: when determining that no solid line exists on the path of the vehicle on/off the ramp, determining the distance from the latest lane change point of the vehicle on each lane to the far end of the ramp port by taking the far end of the ramp port as the reference

Wherein n is the lane serial number of the lane corresponding to the ramp where the vehicle is located,

the distance required for the vehicle to finish the lane change at one time, and the distance required for the vehicle to start the lane change at the next time after the lane change at the previous time is finished is delta S.

In some embodiments, calculating the latest lane change point position of the vehicle on each lane according to whether the solid line exists is embodied as: when the solid line exists on the path of the vehicle on and off the ramp, further determining whether the vehicle is positioned on the lane on the side, away from the ramp, of the solid line; after determining that the vehicle is located far from the rampWhen the vehicle is on the lane at one side, determining the distance from the latest lane change point of the vehicle on each lane to the far end of the ramp port by taking the far end of the ramp port as the reference for the lane at the side, away from the ramp, of the solid line

Or, taking the near end of the ramp port as a reference, determining the distance from the latest lane change point of the vehicle on each lane to the near end of the ramp port

And for the lane positioned on one side of the solid line close to the ramp, determining the distance from the latest lane change point of the vehicle on each lane to the far end of the ramp port by taking the far end of the ramp port as a reference

When the vehicle is determined to be positioned on the lane on the side of the solid line close to the ramp, the distance from the latest lane change point of the vehicle on each lane to the far end of the ramp is determined by taking the far end of the ramp opening as a reference

Wherein c is the serial number of the long solid line relative to the lane line of the ramp,

the distance from the starting point of the long solid line to the far end of the ramp port,

the distance from the starting point of the long solid line to the near end of the ramp port.

In some embodiments of the present invention, the,

wherein,

the maximum driving speed of the vehicle is t1, the time required by the vehicle to complete one lane change is t, and the gap time required from the completion of the previous lane change of the vehicle to the beginning of the next lane change is delta t.

In some embodiments of the present invention, the,

wherein, V1 is the driving speed of the vehicle in the course of completing one lane change, V2 is the form speed of the vehicle from the completion of the previous lane change to the beginning of the next lane change, t1 is the time required by the vehicle to complete one lane change, and Δ t is the clearance time required from the completion of the previous lane change to the beginning of the next lane change.

In some embodiments, the method further comprises: acquiring road grade path information; acquiring lane-level path information; acquiring the position information of the vehicle in the lane; determining whether a solid line exists on a path of a vehicle on/off a ramp according to the lane-level path information; and combining the road-level path information and the lane-level path information, planning a lane-level path in a first distance range in front of the vehicle according to the current position information of the vehicle in the lane, and determining the position of the earliest lane change point of the vehicle on each lane.

In some embodiments, the method further comprises: according to the lane-level path information, performing lane-level path planning within a second distance range in front of the vehicle, and determining the latest lane change point information of the vehicle on each lane; wherein the first distance is greater than the second distance.

In some embodiments, the method further comprises: acquiring first traffic information and first lane line information; acquiring second traffic information; the first traffic information is traffic information within a third distance range in front of the vehicle. The second traffic information is traffic information within a fourth distance range in front of the vehicle, and the third distance is greater than the fourth distance.

In some embodiments, controlling the vehicle to perform the lane-changing operation according to the earliest lane-changing point position and the latest lane-changing point position of the vehicle is specifically as follows: after the vehicle enters a lane change interval between the earliest lane change point and the latest lane change point, the first traffic information, the second traffic information and the first lane line information are combined, on the premise of ensuring the safety distance, a steering system, a power system and a brake system of the vehicle are controlled, corresponding lane change operation is executed, and the vehicle can smoothly enter a ramp.

In some embodiments, the road-level path information includes a navigation path, a road ID through which the navigation path passes, and longitude and latitude coordinates of data points on the navigation path; the lane-level path information includes an internal lane structure of the road and second lane line information, wherein the first lane line information is low-precision lane-level information, and the second lane line information is high-precision lane-level information.

According to another aspect of the present invention, there is provided an on-off-ramp lane change system, including: the global path planning module is used for determining the position of the earliest lane change point of the vehicle on each lane according to whether a solid line exists or not; the system management module is used for determining the latest lane change point position of the vehicle on each lane according to whether a solid line exists or not; and the local path planning module is used for controlling the vehicle to execute lane change operation according to the earliest lane change point position and the latest lane change point position of the vehicle.

In some embodiments, the global path planning module is further to: when determining that no solid line exists on the path of the vehicle on/off the ramp, determining the distance from the earliest lane change point of the vehicle on each lane to the far end of the ramp port by taking the far end of the ramp port as a reference

In some embodiments, the global path planning module is further to: in thatWhen a solid line exists on a path of the vehicle on and off the ramp, further determining whether the vehicle is positioned on a lane on one side of the ramp away from the solid line; when the vehicle is determined to be positioned on the lane at the side of the solid line far away from the ramp, determining the distance from the earliest lane change point of the vehicle on each lane to the far end of the ramp by taking the far end of the ramp as a reference for the lane at the side of the solid line far away from the ramp

And for the lane positioned on one side of the solid line close to the ramp, determining the distance from the earliest lane change point of the vehicle on each lane to the far end of the ramp port by taking the far end of the ramp port as a reference

When the vehicle is determined to be positioned on the lane on the side of the solid line close to the ramp, the distance from the earliest lane change point of the vehicle on each lane to the far end of the ramp is determined by taking the far end of the ramp as a reference

Or, the distance from the earliest lane change point of the vehicle on each lane to the near end of the ramp port is determined by taking the near end of the ramp port as a reference

In some embodiments, the system management module is further to: when the solid line does not exist on the path of the vehicle on/off the ramp, the ramp opening is farTaking the end as a reference, and determining the distance from the latest lane change point of the vehicle on each lane to the far end of the ramp port

In some embodiments, the system management module is further to: when the solid line exists on the path of the vehicle on and off the ramp, further determining whether the vehicle is positioned on the lane on the side, away from the ramp, of the solid line; when the vehicle is determined to be positioned on the lane at the side, far away from the ramp, of the solid line, determining the distance from the latest lane change point of the vehicle on each lane to the far end of the ramp port by taking the far end of the ramp port as a reference for the lane at the side, far away from the ramp, of the solid line

Wherein c is the serial number of the lane line of the long solid line relative to the ramp,

In some embodiments, the system further comprises a first detection module for obtaining road-level path information; the second detection module is used for acquiring lane-level path information; the positioning module is used for acquiring the position information of the vehicle in the lane at present; the global path planning module and the system management module are also used for determining whether a solid line exists on the path of the on-off ramp of the vehicle according to the lane-level path information; the global path planning module is further used for planning a lane-level path in a first distance range in front of the vehicle according to the current position information of the vehicle in the lane by combining the road-level path information and the lane-level path information, and determining the position of the earliest lane change point of the vehicle on each lane.

In some embodiments, the system management module is further configured to perform lane-level path planning within a second distance range in front of the vehicle according to the lane-level path information, and determine latest lane change point information of the vehicle on each lane; wherein the first distance is greater than the second distance.

In some embodiments, the system further comprises: the third detection module is used for acquiring the first traffic information and the first lane line information; the fourth detection module is used for acquiring second traffic information; the first traffic information is traffic information within a third distance range in front of the vehicle. The second traffic information is traffic information within a fourth distance range in front of the vehicle, and the third distance is greater than the fourth distance.

In some embodiments, the local path planning module is further to: after the vehicle enters a lane change interval between the earliest lane change point and the latest lane change point, the first traffic information, the second traffic information and the first lane line information are combined, on the premise of ensuring the safety distance, a steering system, a power system and a brake system of the vehicle are controlled, corresponding lane change operation is executed, and the vehicle can smoothly enter a ramp.

According to still another aspect of the present invention, there is also provided a vehicle including the above on-off-ramp lane change system.

According to still another aspect of the present invention, there is also provided an electronic apparatus including: a processor; a memory communicatively coupled to the processor; the memory stores instructions executable by the processor to enable the processor to perform the method described above.

According to yet another aspect of the present invention, there is also provided a computer-readable storage medium storing computer instructions which, when executed by a processor, implement the above-described method.

Generally, compared with the prior art, the above technical solution conceived by the present invention has the following beneficial effects: acquiring lane and long solid line characteristics by using a high-precision map, and taking a more optimal driving route after multi-party data is fused, so as to finish lane changing in advance before a long solid line; meanwhile, the lane change time is adjusted by combining the real-time traffic flow information acquired by the sensing system, so that the correct passing rate of the advanced intelligent driving function when the autonomous on-off ramp is finished can be effectively improved.

Drawings

FIG. 1 is a schematic block diagram of an on-off ramp lane-change system in accordance with an embodiment of the present invention;

FIG. 2 is a schematic block diagram of a ramp-up and ramp-down lane change system in accordance with another embodiment of the present invention;

FIG. 3 is a control logic diagram for the on-off ramp lane change in accordance with an embodiment of the present invention;

FIG. 4 is a schematic diagram of map information obtained from a navigation map according to an embodiment of the present invention;

FIG. 5 is a schematic diagram of richer map information obtained by combining a navigation map and a high-precision map according to an embodiment of the present invention;

FIG. 6 is a schematic diagram of upper and lower ramp tracks planned by the global path planning module according to an embodiment of the present invention;

FIG. 7 is a schematic diagram of a computation model of the earliest lane change point without a long solid line according to an embodiment of the present invention;

FIG. 8 is a schematic view of a calculated model of the earliest lane change point with a long solid line according to an embodiment of the present invention;

FIG. 9 is a schematic view of a calculation model of the latest lane change point without a long solid line according to an embodiment of the present invention;

FIG. 10 is a schematic view of a calculation model of the latest lane change point with a long solid line according to an embodiment of the present invention;

FIG. 11 is a schematic diagram of a trajectory planned by the local path planning module according to an embodiment of the present invention;

fig. 12 is a block diagram of an electronic device according to an embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention. As those skilled in the art will recognize, the described embodiments may be modified in various different ways, all without departing from the spirit or scope of the present application. Accordingly, the drawings and description are to be regarded as illustrative in nature, and not as restrictive.

As shown in fig. 1 and 2, the on-off ramp lane change system according to the embodiment of the present invention includes: a first detection module 101, a second detection module 103, a third detection module 105, a fourth detection module 107, a fifth detection module 111, and a controller 109.

The first detection module 101 is configured to obtain road-level path information. In some embodiments, the road-level path information includes a navigation path, a road ID traversed by the navigation path, and latitude and longitude coordinates of data points on the navigation path. In some embodiments, the data points on the navigation path are selected according to actual needs, for example, the data points may be selected at certain intervals as long as the navigation requirements can be met. In some embodiments, the first detection module 101 is further configured to obtain real-time dynamic information such as a ramp distance and a road congestion condition. In some embodiments, the first detection module 101 is a navigation MAP (SD MAP).

The second detection module 103 is used to obtain the specific position of the vehicle in the lane. In some embodiments, the second detection module 103 is a positioning module, e.g., a GPS positioning module.

The third detecting module 105 is configured to obtain real-time first traffic information and first lane line information. In some embodiments, the third detection module 105 is also used to assist the second detection module 103 in implementing a positioning function. In some embodiments, the third detection module 105 is a camera system.

The fourth detection module 107 is configured to obtain real-time second traffic information, so as to facilitate subsequent calculation of a lane change safety distance and the like. In some embodiments, the fourth detection module 107 is a radar system.

In some embodiments, the first traffic information is traffic information within a first distance range in front of the vehicle. The second traffic information is traffic information within a second distance range ahead of the vehicle. In some embodiments, the first distance is greater than the second distance.

The fifth detection module 111 is used for acquiring lane-level path information. In some embodiments, the lane-level path information includes a road interior lane structure and second lane line information. In some embodiments, the fifth detection module 111 is a high precision MAP (HD MAP).

In some embodiments, the first lane line information is low precision lane level information, such as the number of lanes. The second lane line information is highly accurate lane level information, such as a line type of a lane line. In some embodiments, the fifth detecting module 111 detects that the line type of the lane line is a real or a dotted line.

The controller 109 is configured to perform path planning for changing the upper ramp and the lower ramp according to the information acquired by the first to fifth detection modules, and control the vehicle to perform the upper ramp and the lower ramp according to the planned path. As shown in fig. 1 and 2, in some embodiments, the controller 109 further includes a global path planning module 1091, a system management module 1093, and a local path planning module 1095.

The global path planning module 1091 is configured to perform lane-level path planning in a third distance range ahead of the vehicle according to the road-level path information acquired by the first detection module 101, the vehicle position information acquired by the second detection module 103, and the lane-level path information acquired by the fifth detection module 111, so as to obtain earliest lane change point information when a long solid line is combined. In some embodiments, the third distance is less than 10km, for example, the third distance is 5km or 2 km.

The system management module 1093 is configured to perform lane-level path planning within a fourth distance range ahead of the vehicle according to the lane-level path information acquired by the fifth detection module 111, so as to obtain the latest lane change point information when the long solid line is combined. In some embodiments, the fourth distance is less than 1km, for example, the fourth distance is 800m or 500 m.

The local path planning module 1095 is configured to plan a local path change path according to an actual environment and control the vehicle to execute a corresponding path change decision according to the earliest path change point information provided by the global path planning module 1091 and the latest path change point information provided by the system management module 1093, in combination with the first traffic information and the first lane line information provided by the third detection module 105 and the second traffic information provided by the fourth detection module 107 when the vehicle enters between the earliest path change point and the latest path change point.

As shown in fig. 1 and 2, in some embodiments, the on-off ramp lane-change system further includes a steering system 113, a power system 115, and a braking system 117. The steering system 113 is configured to perform a steering operation according to the operation trajectory planned by the local path planning module 1095. The power system 115 is used for executing acceleration operation according to the running track planned by the local path planning module 1095. The braking system 117 is configured to perform a deceleration operation according to the operation trajectory planned by the local path planning module 1095.

The control logic of the on-off ramp lane change of the embodiment of the invention is shown in fig. 3.

The first step is as follows: after the user sets navigation, a navigation MAP (SD MAP) sends the latest MAP information in the navigation path direction to the global path planning module 1091 with the current position as the center, and the MAP information includes the navigation path, the road identity information (i.e., road ID) passed by the navigation path, and the road-level path information such as the longitude and latitude coordinates of the data point on the navigation path. As shown in fig. 4.

The second step is that: the global path planning module 1091 obtains, according to the MAP information provided by the SD MAP, the more abundant MAP information corresponding to the HD MAP for the road segment from the navigation start point to the end point in combination with the lane level information obtained by the HD MAP. As shown in fig. 5, these richer map information include, but are not limited to:

(1) road section (road section, association): a start point and an end point for acquiring changes such as increase or decrease of the number of lanes, a divergence start area, a convergence end area and the like in advance;

(2) road center line (geometry, topology, traffic direction, road grade, road structure): the system is used for planning a reasonable and passable road grade path by combining other information according to the road starting point and the road finishing point set by the function;

(3) lane lines (geometry, type, color, direction, relative position, longitudinal deceleration markings, lane solid lines): the method is used for obtaining the virtual and real conditions (solid lines, dotted lines, left real and right virtual of double-layer lane lines, left virtual and right real and the like) at the starting point of the lane isolation line;

(4) lane center line (lane topology, traffic direction, lane type): the method is used for planning a reasonable and passable lane-level path according to the road starting point and the road finishing point set by the function and by combining other information.

The third step: the global path planning module 1091 performs global path planning within several kilometers ahead according to the specific position of the vehicle in the lane obtained by the positioning module, for example, the positioning module positions that the vehicle is in the leftmost lane, the global path planning module 1091 plans the track of the upper and lower ramps to match with each lane, and when matching, the factor of the long solid line is taken into consideration. As shown in fig. 6.

Specifically, for a ramp junction without a long solid line, the global path planning module 1091 plans the earliest lane change point according to the following logic: taking the far end of the ramp port as a reference, calculating the distance of the earliest lane change point of the vehicle on each lane:

，

where Xn, max1 is the distance from the earliest lane change point of the vehicle on the main road to the far end of the ramp port, n is the number of times the vehicle needs to change lanes when entering the ramp or the lane number of the lane on which the vehicle is located relative to the ramp, for example, the lane number closest to the ramp is 1,

the length of the connecting line segment of the ramp and the main road or the distance from the near end of the ramp port to the far end of the ramp port. In some embodiments of the present invention, the,

the empirical value obtained according to the driving habits of the user can be adjusted according to the actual situation. In some embodiments, the far end of the ramp port refers to the end of the intersection line of the ramp and the main road, which is farther from the vehicle, and the near end of the ramp port refers to the end of the intersection line of the ramp and the main road, which is closer to the vehicle.

Taking FIG. 7 as an example, setting

The earliest lane change point of the vehicle on the main road 4 occurs at a far end from the ramp

The position of (a).

In some embodiments, the proximal end of the ramp port can also be used as a reference, and the distance calculation model of the earliest lane change point of the vehicle on each lane is changed into:

，

wherein,

the distance from the earliest lane change point of the vehicle on the main road to the near end of the ramp port.

For a road junction with long solid lines, the logic for the global path planning module 1091 to plan the earliest lane change point is as follows:

taking the far end of the ramp port as a reference, taking the lane of the vehicle on the side of the long solid line far away from the ramp as an example, establishing a distance calculation model of the earliest lane change point of the vehicle on each lane as follows:

，

wherein, Δ S is the distance from the starting point of the long solid line to the earliest lane change point of the nearest lane on the side close to the ramp, and can be positive or negative.

Taking FIG. 8 as an example, setting

The position of (a).

，

when the vehicle is positioned on the lane on one side of the long solid line close to the ramp, the calculation model of the lane changing distance to the right in advance refers to the logic formula of the latest lane changing point of the ramp port without the long solid line, and details are not repeated here.

The fourth step: the system management module is responsible for planning the latest lane change point, and the factor of long solid lines is also considered during planning.

For the ramp junction without the long solid line, the logic of the system management module for planning the latest lane change point is as follows:

as shown in fig. 9, with the far end of the ramp entrance as a reference, a distance calculation model for the vehicle to change lane to the right in advance is established as follows:

，

wherein,

the distance from the latest lane change point of the vehicle on the main road to the far end of the ramp port,

In some embodiments of the present invention, the,

，

wherein, in the process,

In some embodiments of the present invention, the,

，

wherein, V1 is the driving speed of the vehicle during one lane change, and V2 is the form speed of the vehicle from the completion of the previous lane change to the beginning of the next lane change. In some embodiments, V1 and V2 vary over time. In some embodiments, V1 and V2 are empirical curves obtained according to driving habits of the user, and can be adjusted according to actual conditions.

Illustratively, the vehicle is traveling on the main road 4, n =4, and the values of the relevant parameters in the calculation model are as shown in the following table.

For a road junction with long solid lines, the logic of the system management module for planning the latest lane change point is as follows:

as shown in fig. 10, taking the far end of the ramp entrance as a reference and the vehicle is located in the lane on the side of the long solid line far from the ramp as an example, a distance calculation model for the vehicle changing to the right in advance is established as follows:

；

where c is the lane line number of the long solid line relative to the ramp, e.g., the number of the long solid line closest to the ramp is 1,

the distance from the starting point of the long solid line to the far end of the ramp port.

Illustratively, the vehicle is traveling on the main road 4, n =4, the long solid line is the second lane line with respect to the ramp, c =2, and the values of the relevant parameters in the calculation model are as shown in the following table.

In some embodiments, the distance calculation model of the latest lane change point of the vehicle on each lane is changed to:

；

wherein,

the distance from the latest lane change point of the vehicle on the main road to the near end of the ramp port,

The fifth step: the local path planning module 1095 performs autonomous lane change decision based on the earliest lane change point information and the latest lane change point information, in combination with the judgment of the camera and the radar system on the information such as the traffic flow position and speed, and on the premise of ensuring the safety distance. As shown in fig. 11.

And a sixth step: steering system 113, powertrain 115, and brake system 117 receive control commands from local path planner 1095 and perform corresponding lane-change operations.

Embodiments of the present application also provide a vehicle, which in some implementations may include the above-described on-off ramp lane change system.

Fig. 12 is a block diagram of an electronic device according to an embodiment of the present application. An embodiment of the present application further provides an electronic device, as shown in fig. 12, the electronic device includes: at least one processor 1201, and a memory 1203 communicatively coupled to the at least one processor 1201. The memory 1203 has stored therein instructions executable by the at least one processor 1201. The instructions are executed by at least one processor 1201. The processor 1201 implements the driving scenario reconstruction method in the above-described embodiment when executing the instruction. The number of the memory 1203 and the processor 1201 may be one or more. The electronic device is intended to represent various forms of digital computers, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. The electronic device may also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions, are meant to be examples only, and are not meant to limit implementations of the present application that are described and/or claimed herein.

The electronic device may further include a communication interface 1205 for communicating with an external device to perform data interactive transmission. The various devices are interconnected using different buses and may be mounted on a common motherboard or in other manners as desired. The processor 1201 may process instructions for execution within an electronic device, including instructions stored in or on a memory to display Graphical User Interface (GUI) Graphical information on an external input/output device, such as a display device coupled to an Interface. In other embodiments, multiple processors and/or multiple buses may be used, along with multiple memories and multiple memories, as desired. Also, multiple electronic devices may be connected, with each device providing some of the necessary operations (e.g., as an array of servers, a group of blade servers, or a multi-processor system). The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, only one thick line is shown in FIG. 12, but this is not intended to represent only one bus or type of bus.

Optionally, in a specific implementation, if the memory 1203, the processor 1201 and the communication interface 1205 are integrated on a chip, the memory 1203, the processor 1201 and the communication interface 1205 may complete communication with each other through an internal interface.

It should be understood that the processor may be a Central Processing Unit (CPU), other general purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic, discrete hardware components, etc. A general purpose processor may be a microprocessor or any conventional processor or the like. It is noted that the processor may be a processor supporting an Advanced reduced instruction set machine (ARM) architecture.

Embodiments of the present application provide a computer-readable storage medium (such as the above-mentioned memory 1203), which stores computer instructions, and when executed by a processor, the program implements the method provided in the embodiments of the present application.

Optionally, the memory 1203 may include a program storage area and a data storage area, wherein the program storage area may store an operating system and an application program required by at least one function; the storage data area may store data created according to use of the electronic device of the driving scene reconstruction method, and the like. Further, the memory 1203 may include high-speed random access memory and may also include non-transitory memory, such as at least one magnetic disk storage device, flash memory device, or other non-transitory solid state storage device. In some embodiments, the memory 1203 may optionally include a memory remotely disposed from the processor 1201, and these remote memories may be connected to the electronic device of the driving scene reconstruction method through a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example" or "some examples" or the like are intended to mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present application, "a plurality" means two or more unless specifically limited otherwise.

Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more (two or more) executable instructions for implementing specific logical functions or steps in the process. And the scope of the preferred embodiments of the present application includes other implementations in which functions may be performed out of the order shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved.

The logic and/or steps represented in the flowcharts or otherwise described herein, e.g., an ordered listing of executable instructions that can be considered to implement logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions.

It should be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. All or part of the steps of the method of the above embodiments may be implemented by hardware that is configured to be instructed to perform the relevant steps by a program, which may be stored in a computer-readable storage medium, and which, when executed, includes one or a combination of the steps of the method embodiments.

In addition, functional units in the embodiments of the present application may be integrated into one processing module, or each unit may exist alone physically, or two or more units are integrated into one module. The integrated module can be realized in a hardware mode, and can also be realized in a software functional module mode. The integrated module may also be stored in a computer-readable storage medium if it is implemented in the form of a software functional module and sold or used as a separate product. The storage medium may be a read-only memory, a magnetic or optical disk, or the like.

The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily conceive various changes or substitutions within the technical scope of the present application, and these should be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. An on-off ramp lane changing method is characterized by comprising the following steps:

determining whether a solid line exists on a path of the vehicle on and off the ramp;

determining the earliest lane change point position of the vehicle on each lane according to whether a solid line exists or not;

determining the latest lane change point position of the vehicle on each lane according to whether the solid line exists or not;

and controlling the vehicle to execute lane changing operation according to the position of the earliest lane changing point and the position of the latest lane changing point of the vehicle.

2. The on-off-ramp lane change method according to claim 1, wherein calculating the earliest lane change point position of the vehicle on each lane according to whether the solid line exists is specifically:

when it is determined that no solid line exists on the path of the vehicle on and off the ramp, the distance from the earliest lane change point of the vehicle on each lane to the far end of the ramp is determined by taking the far end of the ramp as a reference

(ii) a Or, taking the near end of the ramp port as a reference, determining the distance from the earliest lane change point of the vehicle on each lane to the near end of the ramp port

；

3. The on-off-ramp lane change method according to claim 2, wherein calculating the earliest lane change point position of the vehicle on each lane according to whether the solid line exists is specifically:

when the solid line exists on the path of the vehicle on and off the ramp, further determining whether the vehicle is positioned on the lane on the side, away from the ramp, of the solid line;

when the vehicle is determined to be positioned on the lane at the side, far away from the ramp, of the solid line, determining the distance from the earliest lane change point of the vehicle on each lane to the far end of the ramp port by taking the far end of the ramp port as a reference for the lane at the side, far away from the ramp, of the solid line

And for the lane positioned on one side of the solid line close to the ramp, determining the earliest lane change point of the vehicle on each lane to the ramp port by taking the far end of the ramp port as a referenceDistance of far end

4. The on-off-ramp lane change method according to claim 1, wherein calculating the latest lane change point position of the vehicle on each lane according to whether the solid line exists is specifically:

when determining that no solid line exists on the path of the vehicle on/off the ramp, determining the distance from the latest lane change point of the vehicle on each lane to the far end of the ramp port by taking the far end of the ramp port as the reference

distance, Δ S, required for a vehicle to complete a lane changeThe distance required by the vehicle to start lane changing for the next time after the previous lane changing is finished.

5. The on-off-ramp lane change method according to claim 4, wherein calculating the latest lane change point position of the vehicle on each lane according to whether the solid line exists is specifically:

when the vehicle is determined to be positioned on the lane at the side, far away from the ramp, of the solid line, determining the distance from the latest lane change point of the vehicle on each lane to the far end of the ramp port by taking the far end of the ramp port as a reference for the lane at the side, far away from the ramp, of the solid line

is from the starting point of the long solid line to the ramp portThe distance of the distal end is such that,

6. The on-off-ramp lane change method according to claim 5, wherein the on-off-ramp lane change method is performed in a single-track system

Wherein,

7. The on-off-ramp lane change method according to claim 5,

8. The on-off-ramp lane change method according to any one of claims 1 to 7, further comprising:

acquiring road grade path information;

acquiring lane-level path information;

acquiring the position information of the vehicle in the lane;

determining whether a solid line exists on a path of a vehicle on/off ramp according to the lane-level path information;

and combining the road-level path information and the lane-level path information, planning a lane-level path in a first distance range in front of the vehicle according to the current position information of the vehicle in the lane, and determining the position of the earliest lane change point of the vehicle on each lane.

9. The on-off-ramp lane-changing method according to claim 8, further comprising: according to the lane-level path information, performing lane-level path planning within a second distance range in front of the vehicle, and determining the latest lane change point information of the vehicle on each lane; wherein the first distance is greater than the second distance.

10. The on-off-ramp lane change method according to claim 9, further comprising:

acquiring first traffic information and first lane line information;

acquiring second traffic information;

the first traffic information is traffic information within a third distance range in front of the vehicle, the second traffic information is traffic information within a fourth distance range in front of the vehicle, and the third distance is larger than the fourth distance.

11. The on-off-ramp lane changing method according to claim 10, wherein controlling the vehicle to perform the lane changing operation according to the earliest lane changing point position and the latest lane changing point position of the vehicle is specifically: after the vehicle enters a lane change interval between the earliest lane change point and the latest lane change point, the first traffic information, the second traffic information and the first lane line information are combined, on the premise of ensuring the safety distance, a steering system, a power system and a brake system of the vehicle are controlled, corresponding lane change operation is executed, and the vehicle can smoothly enter a ramp.

12. The on-off-ramp lane change method according to claim 11, wherein the road-level path information includes a navigation path, a road ID through which the navigation path passes, and longitude and latitude coordinates of data points on the navigation path; the lane-level path information includes an internal lane structure of the road and second lane line information, wherein the first lane line information is low-precision lane-level information, and the second lane line information is high-precision lane-level information.

13. An on-off ramp lane-changing system, comprising:

the global path planning module is used for determining the position of the earliest lane change point of the vehicle on each lane according to whether a solid line exists or not;

the system management module is used for determining the position of the latest lane change point of the vehicle on each lane according to whether a solid line exists or not;

and the local path planning module is used for controlling the vehicle to execute lane change operation according to the earliest lane change point position and the latest lane change point position of the vehicle.

14. The on-off-ramp lane-change system of claim 13, wherein the global path planning module is further to: when determining that no solid line exists on the path of the vehicle on/off the ramp, determining the distance from the earliest lane change point of the vehicle on each lane to the far end of the ramp port by taking the far end of the ramp port as a reference

15. The on-off-ramp lane-change system of claim 14, wherein all-roundThe office path planning module is further configured to: when the solid line exists on the path of the vehicle on and off the ramp, further determining whether the vehicle is positioned on the lane on the side, away from the ramp, of the solid line; when the vehicle is determined to be positioned on the lane at the side, far away from the ramp, of the solid line, determining the distance from the earliest lane change point of the vehicle on each lane to the far end of the ramp port by taking the far end of the ramp port as a reference for the lane at the side, far away from the ramp, of the solid line

16. The on-off-ramp lane-change system of claim 13, wherein the system management module is further configured to: when determining that no solid line exists on the path of the vehicle on/off the ramp, determining the distance from the latest lane change point of the vehicle on each lane to the far end of the ramp port by taking the far end of the ramp port as the reference

Wherein n is the lane serial number of the lane corresponding to the ramp where the vehicle is located

17. The on-off-ramp lane-change system of claim 16, wherein the system management module is further configured to: when the solid line exists on the path of the vehicle on and off the ramp, further determining whether the vehicle is positioned on the lane on the side, away from the ramp, of the solid line; when the vehicle is determined to be positioned on the lane at the side, far away from the ramp, of the solid line, determining the distance from the latest lane change point of the vehicle on each lane to the far end of the ramp port by taking the far end of the ramp port as a reference for the lane at the side, far away from the ramp, of the solid line

After determining that the vehicle is located close to the solid lineWhen the vehicle is on the lane at one side of the ramp, the distance from the latest lane change point of the vehicle on each lane to the far end of the ramp port is determined by taking the far end of the ramp port as a reference

18. The on-off-ramp lane change system according to any one of claims 13 to 17, further comprising

The first detection module is used for acquiring road grade path information;

the second detection module is used for acquiring lane-level path information;

the positioning module is used for acquiring the current position information of the vehicle in the lane;

the global path planning module and the system management module are also used for determining whether a solid line exists on the path of the on-off ramp of the vehicle according to the lane-level path information;

the global path planning module is further used for planning a lane-level path in a first distance range in front of the vehicle according to the current position information of the vehicle in the lane by combining the road-level path information and the lane-level path information, and determining the earliest lane change point position of the vehicle on each lane.

19. The on-off-ramp lane-changing system according to claim 18, wherein the system management module is further configured to perform lane-level path planning within a second distance range in front of the vehicle according to the lane-level path information, and determine latest lane-changing point information of the vehicle on each lane; wherein the first distance is greater than the second distance.

20. The on-off-ramp lane-change system according to claim 19, further comprising:

the third detection module is used for acquiring the first traffic information and the first lane line information;

the fourth detection module is used for acquiring second traffic information;

21. The on-off-ramp lane-change system of claim 20, wherein the local path planning module is further to: after the vehicle enters a lane change interval between the earliest lane change point and the latest lane change point, the first traffic information, the second traffic information and the first lane line information are combined, on the premise of ensuring the safety distance, a steering system, a power system and a brake system of the vehicle are controlled, corresponding lane change operation is executed, and the vehicle can smoothly enter a ramp.

22. The on-off-ramp lane-changing system according to claim 21, wherein the road-level path information includes a navigation path, a road ID through which the navigation path passes, and longitude and latitude coordinates of data points on the navigation path; the lane-level path information includes an internal lane structure of the road and second lane line information, wherein the first lane line information is low-precision lane-level information, and the second lane line information is high-precision lane-level information.

23. A vehicle characterized by comprising the on-off-ramp lane change system according to any one of claims 13 to 22.

24. An electronic device, comprising:

a processor;

a memory communicatively coupled to the processor;

the memory stores instructions executable by the processor to enable the processor to perform the method of any one of claims 1 to 12.

25. A computer readable storage medium storing computer instructions which, when executed by a processor, implement the method of any one of claims 1 to 12.