Assisted driving device and corresponding vehicle, method, computer equipment and medium

Abstract

The present invention proposes an assisted driving device for a vehicle and a corresponding vehicle, method, computer device and medium. The assisted driving device includes: an information acquisition unit configured to acquire information about the traffic conditions in front of the vehicle; an identification unit configured to identify the existence of a traffic jam in front of the vehicle and the degree of the traffic jam based on the information; a processing unit configured to provide an output for the vehicle based on the degree of the traffic jam and the current speed of the vehicle in response to the traffic jam being identified, the output indicating that the vehicle starts to decelerate at a braking acceleration at a control distance from the starting position of the traffic jam. Utilizing the solution of the present invention helps to improve the driving safety of the vehicle and the comfort of the vehicle occupants in the case of traffic jams.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and more specifically, to an auxiliary driving device for a vehicle, a vehicle comprising the same, and a corresponding method, a computer device, and a computer-readable storage medium. Background Art

[0002] Traffic jams are common on roads today. Traffic jams can cause a variety of problems. For example, a vehicle traveling to a traffic jam may need to brake urgently to avoid a collision with the vehicle ahead, causing discomfort to the vehicle occupants. Another example is that a vehicle suddenly encountering a traffic jam may not have enough time to brake and may collide with the vehicle ahead, causing an accident. Summary of the invention

[0003] The object of the present invention is to provide a solution which can alleviate at least some of the above-mentioned problems and contribute to improving the driving safety of the vehicle and the comfort of the vehicle occupants in traffic jams.

[0004] Specifically, according to a first aspect of the present invention, there is provided a driving assistance device for a vehicle, comprising:

[0005] an information acquisition unit configured to acquire information about traffic conditions ahead of the vehicle;

[0006] an identification unit configured to identify the presence of a traffic jam ahead of the vehicle and the extent of the traffic jam based on the information;

[0007] A processing unit is configured to provide an output for the vehicle based on the extent of the traffic jam and the current speed of the vehicle in response to the traffic jam being identified, the output indicating that the vehicle starts to decelerate at a braking acceleration at a control distance from a starting location where the traffic jam starts.

[0008] According to a second aspect of the present invention, a vehicle including the above-mentioned driving assistance device is provided.

[0009] According to a third aspect of the present invention, there is provided an assisted driving method corresponding to the above-mentioned assisted driving device for a vehicle.

[0010] According to a fourth aspect of the present invention, there is provided a computer device comprising a memory and a processor, wherein a computer program is stored on the memory, and when the computer program is executed by the processor, the above-mentioned assisted driving method is executed.

[0011] According to a fifth aspect of the present invention, there is provided a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, causes the above-mentioned assisted driving method to be executed.

[0012] According to the solution of the present invention, a traffic jam and its degree in front of the vehicle are identified based on information about the traffic conditions in front of the vehicle, and an output for the vehicle is provided based on the degree of the traffic jam and the current speed of the vehicle to instruct the vehicle to start decelerating at a braking acceleration at a control distance from the start position of the traffic jam. By using the present invention, an output instructing the vehicle to decelerate can be provided in a timely and corresponding manner in response to the traffic jam in front of the vehicle, thereby avoiding or reducing sudden braking or accidents that may be caused by traffic jams, helping to improve the driving safety of the vehicle and the comfort of the vehicle occupants in the case of traffic jams, and improving the experience of the vehicle occupants. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Non-limiting and non-exhaustive embodiments of the present invention are described, by way of example, with reference to the following drawings, in which:

[0014] Figure 1 is a schematic diagram showing a driving assistance device for a vehicle according to an embodiment of the present invention;

[0015] Figure 2 is a flow chart schematically illustrating a method for assisting driving of a vehicle according to an embodiment of the present invention;

[0016] Figure 3 is a graph showing the relationship between the control distance determined according to the present invention and the current speed of the vehicle. DETAILED DESCRIPTION

[0017] Figure 1 1 shows a driving assistance device 100 according to an embodiment of the present invention. The driving assistance device 100 can be used in a vehicle. Hereinafter, the vehicle may be represented by vehicle V.

[0018] The driving assistance device 100 includes an information acquisition unit 101, a recognition unit 102, and a processing unit 103. The recognition unit 102 is communicatively coupled to the information acquisition unit 101, and the processing unit 103 is communicatively coupled to the recognition unit 102.

[0019] The information acquisition unit 101 may be configured to acquire information about the traffic conditions in front of the vehicle V. Here, the information about the traffic conditions in front of the vehicle V may include at least some of the various information related to the traffic conditions in front of the vehicle, such as: information related to the traffic flow in front of the vehicle; other possible traffic-related information, such as information related to the road conditions in front of the vehicle, etc. The traffic flow in front of the vehicle V may include traffic flow along at least part of the driving route that the vehicle will travel (for example, a road or lane portion within a certain distance range (for example, 200 meters, 500 meters or a longer or shorter distance range) in front of the vehicle). In one embodiment, the traffic participants forming the traffic flow may include one or more of the various traffic participants on the road, such as but not limited to vehicles, cyclists, pedestrians, etc. For the traffic flow, the information related thereto may be in various forms and may be acquired in various possible ways or combinations thereof, which will be further described below.

[0020] Depending on the situation, the information acquisition unit 101 may also be configured to acquire other possible information, such as information about traffic participants (e.g., other vehicles) in front of the vehicle V, especially within a predetermined distance range in front of the vehicle V, including the location, orientation, speed, etc. of the traffic participants. The predetermined distance range may be appropriately determined in various ways. For example, when the vehicle V is in adaptive cruise control (ACC), the predetermined distance range may correspond to a preset distance that the vehicle V should maintain with the adjacent vehicle in front of it according to the adaptive cruise control.

[0021] The information acquisition unit 101 may acquire the above information in various possible ways or in any suitable combination thereof. For example, the information acquisition unit may include and / or be suitable for connecting to a sensor installed at a suitable position on the vehicle (e.g., the front and / or top of the vehicle), thereby capturing information with the aid of the sensor. The sensor may include a camera, a lidar, a millimeter wave radar, an ultrasonic sensor, a speedometer, or any other suitable sensor, or any suitable combination thereof, such as being placed and configured to be suitable for acquiring information about traffic participants in front of the vehicle V. For another example, the information acquisition unit may be suitable for communicating with a source capable of providing information inside and / or outside the vehicle, such as a vehicle-mounted global navigation satellite system (GNSS), a highly automated driving (HAD) map, an online server, other vehicles, and / or available infrastructure, to obtain relevant information therefrom and thereby acquire information about the traffic conditions in front of the vehicle V.

[0022] In one embodiment, the information acquisition unit 101 detects the speed of the vehicle through a speed sensor installed on the wheel of the vehicle V, detects the traffic participants such as vehicles and their information in front of the vehicle through a millimeter wave radar and a camera installed on the front and / or top of the vehicle, and obtains information about the traffic conditions in front of the vehicle from an online server that provides online traffic information by communicating with the latter. For example, the online server is configured to collect and store traffic-related data uploaded by various data providers. Optionally, the online server can determine information about the traffic conditions of the relevant road section, area or unit based on the collected and stored traffic-related data, such as information indicating whether there is traffic congestion in the relevant road section, area or unit, the location (such as the starting location) and degree of the existing traffic congestion, etc.

[0023] The data provider may include a vehicle or a roadside traffic monitoring device arranged on the roadside. The roadside traffic monitoring device may collect traffic-related data (e.g., position, orientation, speed, etc.) of traffic participants (e.g., vehicles, cyclists, pedestrians, etc.) near its location via various sensors installed thereon (e.g., cameras, lidars, millimeter-wave radars, ultrasonic sensors, and / or speed meters, etc.) and upload them to a server. The traffic-related data uploaded by the vehicle as a data provider may include the position, orientation, speed, etc. of the vehicle, and / or the position, orientation, speed, etc. of other traffic participants (e.g., other vehicles, cyclists, pedestrians, etc.) around the vehicle or in communication with the vehicle obtained by the vehicle.

[0024] A vehicle, such as vehicle V, may obtain its position, orientation, and speed in any suitable manner, such as but not limited to: obtaining its position by using GNSS or real-time kinematic carrier phase differential technology (RTK) or other technologies, obtaining its orientation by using an orientation gyroscope or the like, and obtaining its speed by using onboard sensors, navigation equipment, etc. In addition, a vehicle may obtain the position, orientation, and speed of other traffic participants around it or communicating with it by using sensors on it or by using vehicle-to-vehicle communication or the like.

[0025] The recognition unit 102 may be configured to recognize whether there is a traffic jam in front of the vehicle V based on the information from the information acquisition unit 101 and to recognize the degree of the traffic jam if there is a traffic jam.

[0026] Two or more different degrees of traffic congestion can be set. In one embodiment, the degree of traffic congestion includes: degree 1, general; degree 2, severe; degree 3, very severe. In one embodiment, when the average travel speed of the traffic flow in the traffic congestion is respectively in the first speed range, the second speed range and the third speed range, the degree of traffic congestion is respectively general, severe and very severe. The first, second and third speed ranges can be appropriately determined, for example, they can be 10-25 km / h, 5-10 km / h, 0-5 km / h, respectively. In one embodiment, traffic congestion of degree 1, degree 2 and degree 3 respectively corresponds to traffic congestion displayed in yellow, red and crimson on signs or display screens erected along the road, and the absence of traffic congestion can correspond to traffic conditions displayed in green on such signs or display screens.

[0027] Different degrees of traffic jam may correspond to different allowed travel speeds. For degree 1, degree 2, and degree 3 traffic jams, the corresponding allowed travel speeds may be a first allowed travel speed, a second allowed travel speed, and a third allowed travel speed, respectively, the first allowed travel speed being greater than the second allowed travel speed, and the second allowed travel speed being greater than the third allowed travel speed. The first, second, and third allowed travel speeds may be appropriately determined in various possible ways, and each may be a speed value or a value within a speed range.

[0028] In one embodiment, the information from the information acquisition unit 101 directly indicates: whether there is a traffic jam ahead of the vehicle V; and, if there is a traffic jam, the location and degree of the traffic jam. In this case, the identification unit 102 can directly identify the traffic jam ahead of the vehicle V and its location and degree from the information. In this case, for each degree of traffic jam, the corresponding allowed travel speed can be determined as the allowed travel speed corresponding to the degree, for example, according to a pre-established lookup table, or determined by an online server based on the average travel speed of each of one or more traffic flows in the traffic jam of the degree and provided to the identification unit via the information acquisition unit.

[0029] In another embodiment, the information from the information acquisition unit 101 includes traffic-related information of each traffic participant forming the traffic flow in front of the vehicle V. In this case, the identification unit 102 can identify the traffic jam existing in front of the vehicle V and its location and degree based on the traffic-related information in various possible ways. In one embodiment, the identification unit calculates the average travel speed of the traffic flow based on the traffic-related information, and determines that there is a traffic jam when the average travel speed is lower than a speed threshold. The identification unit can, for example, identify the degree of the traffic jam based on the speed range in which the average travel speed is located. The speed threshold can be appropriately determined, for example, it can be a speed of 25 kilometers per hour or higher or lower. In this case, for the identified degree of traffic jam, the corresponding allowed travel speed can be determined as the allowed travel speed corresponding to the degree, for example, according to a pre-established lookup table, or determined by the identification unit based on the calculated average travel speed.

[0030] In one embodiment, the first allowed travel speed is 20 km / h, the second allowed travel speed is a value within a range of 5 km / h to 10 km / h, and the third allowed travel speed is a speed value of zero or close to zero.

[0031] The processing unit 103 may be configured to provide an output for the vehicle V in response to the traffic jam being identified based on the degree of the traffic jam and the current speed of the vehicle V. In one embodiment, the output indicates that the vehicle V begins to decelerate at a braking acceleration at a control distance from a starting position where the traffic jam begins.

[0032] In one embodiment, the processing unit is configured to: in response to the traffic jam being identified, determine whether the current speed of the vehicle V is higher than the allowed travel speed in the case of the traffic jam, and perform the above-mentioned operation of providing output only if the judgment result is affirmative.

[0033] In one embodiment, the processing unit 103 is configured to: in response to the traffic jam being identified, calculate the first acceleration according to the following formula:

[0034]

[0035] Among them, V c is the current speed of vehicle V, V j is the permissible travel speed in the case of the traffic jam determined based on the degree of the traffic jam, and D c is the control distance, and A1 is the first acceleration.

[0036] Here, the current speed V of vehicle V cIt can be obtained by the information acquisition unit 101, as described above. In addition, the control distance D c It can be determined based on the current speed of the vehicle V, which will be further described later.

[0037] The processing unit 103 may also be configured to determine whether there is a leading vehicle within a preset distance in front of the vehicle V when the vehicle V is in adaptive cruise control.

[0038] Adaptive cruise control is a known assisted driving technology implemented by an intelligent automatic control system, and its basic function is to control the vehicle to maintain a preset distance from the vehicle in front (e.g., the vehicle in front of the same lane). When it is detected that the distance between the vehicle and the vehicle in front is too small, for example, less than a preset distance, the ACC control unit decelerates the vehicle to increase the distance between the vehicle and the vehicle in front. When the distance between the vehicle and the vehicle in front increases to a preset distance, the ACC control unit controls the vehicle to travel at a set speed. The preset distance can be pre-set by the vehicle driver, for example, and can correspond to the minimum longitudinal safety distance that the vehicle must have with the adjacent vehicle in front of it during driving or be determined based on the latter. The value of the longitudinal safety distance can be related to the driving speed of the vehicle.

[0039] When the vehicle V is under adaptive cruise control: in response to the absence of a front vehicle within a preset distance in front of the vehicle, the processing unit uses the first acceleration as the braking acceleration; in response to the presence of a front vehicle within the preset distance in front of the vehicle, the processing unit obtains an adaptive acceleration automatically determined by the adaptive cruise control in response to the presence of the front vehicle, and determines the first acceleration and the adaptive acceleration, whichever has a larger absolute value, as the braking acceleration. The adaptive acceleration is the braking acceleration of the vehicle determined by the adaptive cruise control to brake the vehicle to increase the distance between the vehicle V and the front vehicle when the distance between the vehicle V and the front vehicle is less than the preset distance. The method for determining the adaptive acceleration and the elements involved may be known in the prior art and will not be described in detail here.

[0040] The output provided by the processing unit may be provided to an ACC control unit of the vehicle V so that the ACC control unit controls the vehicle to start decelerating at the braking acceleration at the control distance from the start position of the traffic jam. Optionally, the processing unit may present the provided output to the driver of the vehicle in the form of sound and / or visual information through a speaker and / or display screen on the vehicle V.

[0041] Although the solution of the present invention is particularly applicable to a situation where the vehicle is in adaptive cruise control, it can also be used in other situations, including a situation where the vehicle is not in adaptive cruise control - in this case, the first acceleration can be directly used as the braking acceleration.

[0042] Reference Figure 3 In one embodiment, the processing unit 103 is configured to: when the current speed of the vehicle V is greater than the first speed threshold V TH1 and is not greater than the second speed threshold V TH2 When the control distance D is determined c is the first distance value D1; when the current speed of the vehicle is greater than the third speed threshold V TH3 When the current speed of the vehicle is greater than the second speed threshold and not greater than the third speed threshold, the control distance is determined according to the following formula:

[0043] D c =D1+(D2-D1)*(V c -V TH2 ) / (V TH3 -V TH2 ).

[0044] Here, V TH1 <V TH2 , V TH2 <V TH3 , D2>D1, such as Figure 3 shown.

[0045] In one embodiment, a speed below the second speed threshold is considered a low speed, and a speed equal to or above the second speed threshold is considered a high speed.

[0046] The first speed threshold, the second speed threshold, the third speed threshold, the first distance value and the second distance value may be appropriately determined based on possible factors, such as: 1) a comfortable braking acceleration that is comfortable for the occupants of the vehicle V - for example, not more than -2m when the vehicle is at a low speed; 2 / s, not more than -1.5m when the vehicle is at high speed 2 / s; 2) the permissible braking acceleration of the auxiliary system of the vehicle V - for example, not more than -5m when the vehicle is at a low speed 2 / s (for example, -4m 2 / s), and not more than -3.5m when the vehicle is at high speed 2 / s (for example, -3m 2 / s); and / or, 3) a braking buffer distance of the vehicle V, for example, 5 to 10 meters. In one embodiment, the first, second and third speed thresholds and the first and second distance values ​​are determined so that: the absolute value of the first acceleration is not greater than the maximum braking acceleration absolute value allowed by the auxiliary system of the vehicle V, or is not greater than the maximum braking acceleration absolute value that is comfortable for the occupants of the vehicle V, or is not greater than the smaller of the two absolute values.

[0047] In one embodiment, the first speed threshold is 0 km / h, the second speed threshold is in the range of 20 km / h to 40 km / h, the third speed threshold is in the range of 70 km / h to 90 km / h, the first distance value is in the range of 16 meters to 30 meters, and the second distance value is in the range of 120 meters to 160 meters.

[0048] Figure 2 The following schematically shows an assisted driving method 200 for a vehicle according to an embodiment of the present invention. The assisted driving method can be implemented using the assisted driving device of the present invention as described above.

[0049] In step S201, information about the traffic conditions ahead of the vehicle is acquired.

[0050] In step S202, based on the information, it is identified that there is a traffic jam ahead of the vehicle and the extent of the traffic jam is identified.

[0051] In step S203, in response to the traffic jam being identified, an output for the vehicle is provided based on the degree of the traffic jam and the current speed of the vehicle, the output indicating that the vehicle starts to decelerate at a braking acceleration at a control distance from the starting position of the traffic jam.

[0052] In one embodiment, the assisted driving method further comprises: when the vehicle is in adaptive cruise control, in response to the traffic jam being identified,

[0053] The first acceleration is calculated based on the degree of traffic congestion and the current speed of the vehicle according to the following formula: Among them, V c is the current speed of the vehicle, V j is the permissible travel speed in the case of the traffic jam determined based on the degree of the traffic jam, and D c is the control distance, A1 is the first acceleration;

[0054] When there is no vehicle ahead within a preset distance ahead of the vehicle, using the first acceleration as the braking acceleration;

[0055] When there is a leading vehicle within the preset distance in front of the vehicle, an adaptive acceleration automatically determined by the adaptive cruise control in response to the presence of the leading vehicle is obtained, and the one with a larger absolute value between the first acceleration and the adaptive acceleration is determined as the braking acceleration.

[0056] In one embodiment, the assisted driving method further includes:

[0057] When the current speed of the vehicle is greater than a first speed threshold and not greater than a second speed threshold, determining the control distance to be a first distance value, wherein the second speed threshold is greater than the first speed threshold;

[0058] When the current speed of the vehicle is greater than a third speed threshold, determining the control distance to be a second distance value, wherein the third speed threshold is greater than the second speed threshold, and the second distance value is greater than the first distance value;

[0059] When the current speed of the vehicle is greater than the second speed threshold and not greater than the third speed threshold, the control distance is determined according to the following formula:

[0060] D c =D1+(D2-D1)*(V c -V TH2 ) / (V TH3 -V TH2 )

[0061] Among them, D c is the control distance, D1 is the first distance value, D2 is the second distance value, V c is the current speed of the vehicle, V TH2 is the second speed threshold, V TH3 is the third speed threshold.

[0062] Each of the above steps can be performed by a corresponding unit of the driving assistance device of the present invention, as described above in conjunction with Figure 1 In addition, the operations and details described above in conjunction with the units of the driving assistance device of the present invention may be included or embodied in the driving assistance method of the present invention.

[0063] The solution of the present invention is applicable to various vehicles, including vehicles suitable for being driven by human drivers and autonomous driving vehicles, and is particularly applicable to situations where the vehicle is in adaptive cruise control.

[0064] It should be understood that each unit of the auxiliary driving device of the present invention can be implemented in whole or in part by software, hardware, firmware or a combination thereof. Each of the units can be embedded in the processor of the computer device in the form of hardware or firmware or independent of the processor, or can be stored in the memory of the computer device in the form of software for the processor to call to perform the operation of each unit. Each of the units can be implemented as an independent component or module, or two or more units can be implemented as a single component or module.

[0065] It should be understood by those skilled in the art that Figure 1The schematic diagram of the device shown in the figure is only an exemplary block diagram of a part of the structure related to the solution of the present invention, and does not constitute a limitation on the computer device, processor or computer program embodying the solution of the present invention. The specific computer device, processor or computer program may include more or fewer components or modules than shown in the figure, or combine or split certain components or modules, or have different arrangements of components or modules.

[0066] In one embodiment, a computer device is provided, which includes a memory and a processor, wherein a computer program executable by the processor is stored on the memory, and the processor executes some or all steps of the method of the present invention when executing the computer program. The computer device can be broadly a server, a vehicle-mounted terminal, or any other electronic device with necessary computing and / or processing capabilities. In one embodiment, the computer device may include a processor, a memory, a network interface, a communication interface, etc. connected through a system bus. The processor of the computer device can be used to provide necessary computing, processing and / or control capabilities. The memory of the computer device may include a non-volatile storage medium and an internal memory. An operating system, a computer program, etc. may be stored in or on the non-volatile storage medium. The internal memory can provide an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The network interface and the communication interface of the computer device can be used to connect and communicate with external devices through a network. The steps of the method of the present invention are executed by the processor.

[0067] The present invention may be implemented as a computer-readable storage medium having a computer program stored thereon, the computer program implementing some or all of the steps of the method of the present invention when executed by a processor. In one embodiment, the computer program is distributed on a plurality of computer devices or processors coupled to a network so that the computer program is stored, accessed and executed in a distributed manner by one or more computer devices or processors. A single method step / operation, or two or more method steps / operations, may be performed by a single computer device or processor or by two or more computer devices or processors. One or more method steps / operations may be performed by one or more computer devices or processors, and one or more other method steps / operations may be performed by one or more other computer devices or processors. One or more computer devices or processors may perform a single method step / operation, or perform two or more method steps / operations.

[0068] It will be appreciated by those skilled in the art that all or part of the steps of the method of the present invention may be performed by instructing related hardware such as a computer device or a processor through a computer program, and the computer program may be stored in a non-temporary computer-readable storage medium, which causes the steps of the method of the present invention to be performed when the computer program is executed. Depending on the circumstances, any reference to memory, storage, database or other media herein may include non-volatile and / or volatile memory. Examples of non-volatile memory include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), flash memory, magnetic tape, floppy disk, magneto-optical data storage device, optical data storage device, hard disk, solid state disk, etc. Examples of volatile memory include random access memory (RAM), external cache memory, etc.

[0069] The various technical features described above can be combined arbitrarily. Although all possible combinations of these technical features are not described, any combination of these technical features should be considered to be covered by this specification as long as there is no contradiction in such combination.

[0070] Although the present invention has been described in conjunction with the embodiments, it should be understood by those skilled in the art that the above description and the accompanying drawings are only exemplary and non-restrictive, and the present invention is not limited to the disclosed embodiments. Various modifications and variations are possible without departing from the spirit of the present invention.

Claims

1. A driving assistance device for a vehicle, comprising: an information acquisition unit configured to acquire information about traffic conditions ahead of the vehicle; an identification unit configured to identify the presence of a traffic jam ahead of the vehicle and the extent of the traffic jam based on the information; a processing unit configured to, in response to the traffic jam being identified, determine a vehicle speed based on the degree of the traffic jam and the current speed of the vehicle (V c ) provides an output for the vehicle, the output indicating that the vehicle is at a control distance (D) from the starting position of the traffic jam. c ) starts to decelerate with a braking acceleration, wherein the control distance (D c ) is determined based on the current speed of the vehicle, The processing unit is further configured to: when the vehicle is in adaptive cruise control, in response to the traffic jam being identified, The first acceleration is calculated based on the degree of traffic congestion and the current speed of the vehicle according to the following formula: Among them, V c is the current speed of the vehicle, V j is the permissible travel speed in the case of the traffic jam determined based on the degree of the traffic jam, and D c is the control distance, A1 is the first acceleration; When there is no vehicle ahead within a preset distance ahead of the vehicle, using the first acceleration as the braking acceleration; When there is a leading vehicle within the preset distance in front of the vehicle, an adaptive acceleration automatically determined by the adaptive cruise control in response to the presence of the leading vehicle is obtained, and the one with a larger absolute value between the first acceleration and the adaptive acceleration is determined as the braking acceleration.

2. The driving assistance device according to claim 1, wherein: The processing unit is further configured to: When the current speed of the vehicle is greater than a first speed threshold (V TH1 ) and is not greater than the second speed threshold (V TH2 ), determining that the control distance is a first distance value (D1), wherein the second speed threshold is greater than the first speed threshold; When the current speed of the vehicle is greater than the third speed threshold (V TH3 ), determining that the control distance is a second distance value (D2), wherein the third speed threshold is greater than the second speed threshold, and the second distance value is greater than the first distance value; When the current speed of the vehicle is greater than the second speed threshold and not greater than the third speed threshold, the control distance is determined according to the following formula: D c =D1+(D2-D1)*(V c -V TH2 ) / (V TH3 -V TH2 ) Among them, D c is the control distance, D1 is the first distance value, D2 is the second distance value, V c is the current speed of the vehicle, V TH2 is the second speed threshold, V TH3 is the third speed threshold.

3. The driving assistance device according to claim 2, wherein: The first speed threshold is 0 km / h, the second speed threshold is in the range of 20 km / h to 40 km / h, the third speed threshold is in the range of 70 km / h to 90 km / h, the first distance value is in the range of 16 meters to 30 meters, and the second distance value is in the range of 120 meters to 160 meters.

4. A vehicle comprising the driving assistance device according to any one of claims 1 to 3.

5. A method for assisting driving of a vehicle, comprising: obtaining information about traffic conditions ahead of the vehicle; identifying the presence of a traffic jam ahead of the vehicle and the extent of the traffic jam based on the information; In response to the traffic jam being identified, based on the degree of the traffic jam and the current speed of the vehicle (V c ) provides an output for the vehicle, the output indicating that the vehicle is at a control distance (D) from the starting position of the traffic jam. c ) starts to decelerate with a braking acceleration, wherein the control distance (D c ) is determined based on the current speed of the vehicle, The assisted driving method further comprises: when the vehicle is in adaptive cruise control, in response to the traffic jam being identified, The first acceleration is calculated based on the degree of traffic congestion and the current speed of the vehicle according to the following formula: Among them, V c is the current speed of the vehicle, V j is the permissible travel speed in the case of the traffic jam determined based on the degree of the traffic jam, and D c is the control distance, A1 is the first acceleration; When there is no vehicle ahead within a preset distance ahead of the vehicle, using the first acceleration as the braking acceleration; When there is a leading vehicle within the preset distance in front of the vehicle, an adaptive acceleration automatically determined by the adaptive cruise control in response to the presence of the leading vehicle is obtained, and the one with a larger absolute value between the first acceleration and the adaptive acceleration is determined as the braking acceleration.

6. The assisted driving method according to claim 5, wherein: The assisted driving method further includes: When the current speed of the vehicle is greater than a first speed threshold (V TH1 ) and is not greater than the second speed threshold (V TH2 ), determining that the control distance is a first distance value (D1), wherein the second speed threshold is greater than the first speed threshold; When the current speed of the vehicle is greater than the third speed threshold (V TH3 ), determining that the control distance is a second distance value (D2), wherein the third speed threshold is greater than the second speed threshold, and the second distance value is greater than the first distance value; When the current speed of the vehicle is greater than the second speed threshold and not greater than the third speed threshold, the control distance is determined according to the following formula: D c =D1+(D2-D1)*(V c -V TH2 ) / (V TH3 -V TH2 ) Among them, D c is the control distance, D1 is the first distance value, D2 is the second distance value, V c is the current speed of the vehicle, V TH2 is the second speed threshold, V TH3 is the third speed threshold.

7. The driving assistance method according to claim 6, wherein: The first speed threshold is 0 km / h, the second speed threshold is in the range of 20 km / h to 40 km / h, the third speed threshold is in the range of 70 km / h to 90 km / h, the first distance value is in the range of 16 meters to 30 meters, and the second distance value is in the range of 120 meters to 160 meters.

8. A computer device comprising a memory and a processor, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, the assisted driving method according to any one of claims 5 to 7 is executed.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, the assisted driving method according to any one of claims 5 to 7 is executed.

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