## 6 Simulation Solution
### Changing Lanes in Obstructed Traffic Scenarios
In order to verify the effect of economic indicators studied in this article on lane change trajectory planning, the energy consumption during the lane change process was calculated for the first two cases. Figure 11 shows the energy consumption to overcome air resistance under different lane change conditions. In an obstacle-free scenario, the energy consumption of the comfort demand trajectory is about 4.231\(\cdot\)10\({}^{4}\) N\(\cdot\)m, the energy consumption of the efficiency demand trajectory is about 2.287\(\cdot\)10\({}^{4}\) N\(\cdot\)m, and the energy consumption of the economic demand trajectory is about 2.367\(\cdot\)10\({}^{4}\) N\(\cdot\)m. However, in traffic vehicle scenarios with obstacles, the comfort demand trajectory energy consumption is about 2.529\(\cdot\)10\({}^{4}\) N\(\cdot\)m, the efficiency demand trajectory energy consumption is about 2.287\(\cdot\)10\({}^{4}\) N\(\cdot\)m, and the economic demand trajectory energy consumption is about 2.044\(\cdot\)10\({}^{4}\) N\(\cdot\)m. From the above  
Figure 8: Iteration graph of Particle Swarm Algorithm. Figure 9: The solution of the lane-changing time of vehicles with obstacles. data, it can be seen that under the demands of efficiency and economy, the energy consumption during the lane-changing process will be greatly reduced. However, due to the low importance of economic indicators given to the trajectory under comfort demands, the energy consumption during the lane-changing process will greatly increase. From the above analysis, it can be seen that under the condition of meeting the constraints of safe lane changing, when considering economic factors during lane changing, the energy consumption during the lane changing process can be significantly reduced. Figure 10: Simulation of lane changing for vehicles with obstacles; they should be listed as (**a**) trajectory tracking curve; (**b**) lane change speed curve; (**c**) yaw angular velocity curve; (**d**) lateral acceleration curve; (**e**) longitudinal displacement with the preceding vehicle in the original lane; (**f**) the longitudinal displacement of the vehicle with the target lane. Due to the efficiency and economic demands, energy consumption during lane changing is reduced by shortening the lane-changing time. For a vehicle that needs to complete a fixed-length driving task, the total energy consumption not only considers the lane-changing process but also includes the energy consumption required to supplement the longitudinal distance difference caused by different lane-changing processes. As the lane change process studied in this article is a variable speed process (90-108 Km/h), the straight section can be completed by 90 Km/h (first straight, then lane change) or 108 Km/h (first lane change then straight). Here, for the lane-changing behavior in the above two situations, the following table is established to analyze the total energy consumption. Table 3 above provides a more reasonable comparison of the energy consumption throughout the entire process. It can be seen that in each lane changing scenario, if we first go straight at 90 Km/h and then change lanes, the energy consumption situation is as follows: comfort demand energy consumption is the highest, followed by economic demand energy consumption, and finally efficiency demand energy consumption, where economic demand energy consumption is close to efficiency demand energy consumption. If we change lanes first and then proceed straight at 108 Km/h, the energy consumption will be greater than the comfort demand for efficiency and economy. This is mainly because energy consumption is mainly used to overcome air resistance, which is closely related to vehicle speed at high speeds. During the lane change process, the lateral speed can be ignored, mainly due to the forward speed of the vehicle. Therefore, the speed during the lane change process is between 90 and 108 Km/h.