Speed control method and device, control apparatus, and storage medium

Abstract

Embodiments of the present application disclose a speed control method and device, a control apparatus and a storage medium. The method comprises: determining a trajectory intersection between a motion trajectory of a dynamic obstacle on both sides of a driving direction of a vehicle and a driving trajectory of the vehicle; predicting a first actual collision point in the trajectory intersection; and controlling a driving speed of the vehicle according to a corresponding collision part of the vehicle and the dynamic obstacle at the collision point. The method can ensure timely prediction of the collision, and flexibly control the vehicle speed according to the collision part, thereby avoiding unnecessary speed change or braking, and effectively improving the reliability of the vehicle speed control and the driving safety.

Description

Technical Field

[0001] The present invention relates to the field of driving control technology, and in particular to a speed control method, device, control equipment and storage medium. Background Technology

[0002] In recent years, autonomous driving technology has developed rapidly. In the application scenarios of autonomous driving, the primary problem to be solved is to reasonably control the speed of the vehicle so that it can drive stably in good road conditions and slow down or brake in time when there are obstacles, so as to effectively avoid obstacles.

[0003] Current speed control methods mainly involve mapping all obstacles that intersect with the path planned by the main vehicle onto a displacement-time (ST) graph, and then performing speed planning on the ST graph.

[0004] In the process of developing this invention, at least the following technical problems were discovered in the prior art: the speed planning method has limitations; once the path of the main vehicle intersects with the trajectory of an obstacle, speed planning is prone to failure. For example, for low-speed autonomous vehicles, due to their low speed, the traffic light often turns red halfway through an intersection, and vehicles on both sides begin to move. In this case, if the path of the vehicle intersects with the paths of the vehicles on both sides, it will trigger an emergency stop, leading to speed planning failure. However, in reality, the vehicle and the vehicles on both sides may not arrive at the same position simultaneously, and a collision may not occur. Therefore, current speed control methods have poor flexibility and low reliability. Summary of the Invention

[0005] This invention provides a speed control method, apparatus, control device, and storage medium to achieve flexible control of driving speed and improve the reliability of speed control.

[0006] In a first aspect, embodiments of the present invention provide a speed control method, comprising:

[0007] Determine the intersection point between the trajectory of the dynamic obstacles on both sides of the vehicle's travel direction and the vehicle's travel trajectory;

[0008] Predict the first actual collision point among the intersection points of the trajectories;

[0009] The vehicle's speed is controlled based on the collision points of the vehicle and the dynamic obstacle at the point of collision.

[0010] Optionally, before determining the intersection point between the motion trajectories of dynamic obstacles on both sides of the vehicle's travel direction and the vehicle's travel trajectory, the method further includes:

[0011] Detect dynamic obstacles on both sides of the vehicle's direction of travel that meet the trajectory collision conditions;

[0012] The trajectory collision conditions include at least one of the following:

[0013] The intrusion range of the dynamic obstacle into the safe zone of the vehicle exceeds a set threshold.

[0014] The angle between the direction of motion of the dynamic obstacle and the direction of travel of the vehicle is within a set angle range.

[0015] Optionally, the trajectory collision condition includes the dynamic obstacle's intrusion into the vehicle's safe zone exceeding a set threshold.

[0016] The dynamic obstacles on both sides of the vehicle's direction of travel that meet the trajectory collision conditions include:

[0017] A first boundary and a second boundary are defined for the safe zone of the vehicle, wherein the first boundary and the second boundary are perpendicular to the direction of travel of the vehicle.

[0018] Based on the first boundary and the second boundary, calculate the intrusion range of dynamic obstacles on both sides of the vehicle's driving direction into the safe area;

[0019] If the intrusion range exceeds the set threshold, then the dynamic obstacle is a dynamic obstacle that meets the trajectory collision conditions.

[0020] Optionally, determining the first and second boundaries of the safe zone of the vehicle includes:

[0021] The vehicle is translated a certain distance in a direction perpendicular to the direction of travel. Based on the positions of the vehicle before and after translation of the two boundary points in the direction of travel, two extension lines perpendicular to the direction of travel are determined.

[0022] If there is an uncrossable road line marker between each of the extension lines, then the extension line adjacent to the dynamic obstacle and the road line shall be respectively regarded as the first boundary and the second boundary of the safe area;

[0023] Otherwise, each of the aforementioned extension lines shall be used as the first boundary and the second boundary of the safe area, respectively.

[0024] Optionally, the prediction of the first actual collision point among the trajectory intersections includes:

[0025] By traversing the intersection points of the trajectories according to the temporal sequence, the time required for the dynamic obstacle to move to the currently traversed intersection point is determined.

[0026] Calculate the destination location of the vehicle within the stated time period;

[0027] If the target location is the same as the intersection point of the trajectory, then the intersection point of the currently traversed trajectory is taken as the collision point and the traversal stops.

[0028] Optionally, before calculating the destination location traveled by the vehicle within the stated time period, the method further includes:

[0029] Calculate the distance traveled by the vehicle within the stated time period;

[0030] If the travel distance is less than a distance threshold, then the operation of calculating the destination location of the vehicle within the time period is triggered.

[0031] Optionally, controlling the vehicle's speed based on the collision points of the vehicle and the dynamic obstacle at the point of collision includes:

[0032] The corresponding collision point is determined based on the posture of the vehicle and the dynamic obstacle at the point of collision.

[0033] The vehicle's speed is controlled based on the location of the collision.

[0034] Optionally, determining the corresponding collision location based on the postures of the vehicle and the dynamic obstacle at the collision point includes:

[0035] Keeping the vehicle's posture at the point of collision unchanged, the dynamic obstacle is translated in the opposite direction of the direction of movement with a set step length, so as to obtain the overlapping part of the vehicle and the dynamic obstacle at each translation position.

[0036] The smallest overlapping portion among the overlapping portions is taken as the collision portion of the vehicle and the dynamic obstacle at the collision point.

[0037] Optionally, controlling the vehicle's speed based on the collision location includes:

[0038] If the collision site is located on the first side of the vehicle's centerline, then the vehicle's speed is reduced.

[0039] If the collision site is located on the second side of the vehicle's centerline, the vehicle's current speed is maintained.

[0040] Secondly, embodiments of the present invention also provide a speed control device, comprising:

[0041] The determination module is used to determine the intersection point between the movement trajectories of dynamic obstacles on both sides of the vehicle's driving direction and the vehicle's driving trajectory.

[0042] The prediction module is used to predict the first actual collision point among the trajectory intersections;

[0043] The control module is used to control the vehicle's speed based on the collision points of the vehicle and the dynamic obstacle at the point of collision.

[0044] Thirdly, embodiments of the present invention also provide a control device, comprising:

[0045] One or more processors;

[0046] Storage device for storing one or more programs;

[0047] The one or more programs are executed by the one or more processors, causing the one or more processors to implement the speed control method provided in the embodiments of the present invention.

[0048] Fourthly, embodiments of the present invention also provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the speed control method provided in embodiments of the present invention.

[0049] This invention provides a speed control method, apparatus, control device, and storage medium. First, the intersection points of the motion trajectories of dynamic obstacles on both sides of the vehicle's travel direction and the vehicle's travel trajectory are determined. Then, the first actual collision point among these intersection points is predicted. Finally, the vehicle's speed is controlled based on the corresponding collision points of the vehicle and the dynamic obstacles at the collision points. This embodiment, by determining the collision points between the vehicle and the obstacles based on the predicted first actual collision point and controlling the vehicle's speed accordingly, ensures timely collision prediction and flexible speed control at the collision points, avoiding unnecessary gear changes or braking, thereby effectively improving the reliability of vehicle speed control and driving safety. Attached Figure Description

[0050] Figure 1 A flowchart illustrating a speed control method provided in an embodiment of the present invention;

[0051] Figure 2 A flowchart illustrating a speed control method provided in an embodiment of the present invention;

[0052] Figure 3 A schematic diagram of a vehicle's safety zone provided in an embodiment of the present invention;

[0053] Figure 4 This is a schematic diagram illustrating the implementation of determining the collision location according to an embodiment of the present invention;

[0054] Figure 5 This is a schematic diagram of the structure of a speed control device provided in an embodiment of the present invention;

[0055] Figure 6 This is a schematic diagram of the structure of a control device provided in an embodiment of the present invention. Detailed Implementation

[0056] The present invention will now be described in further detail 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 not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0057] Before discussing the exemplary embodiments in more detail, it should be noted that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although the flowcharts describe the operations (or steps) as sequential processes, many of these operations can be performed in parallel, concurrently, or simultaneously. Furthermore, the order of the operations can be rearranged. The process can be terminated when its operation is completed, but may also have additional steps not included in the figures. The process can correspond to a method, function, procedure, subroutine, subroutine, etc. Moreover, embodiments and features in the embodiments of the present invention can be combined with each other without conflict.

[0058] The term "comprising" and its variations as used in this invention are open-ended, meaning "including but not limited to". The term "based on" means "at least partially based on". The term "one embodiment" means "at least one embodiment".

[0059] It should be noted that the concepts of "first" and "second" mentioned in this invention are only used to distinguish the corresponding contents and are not used to limit the order or interdependence.

[0060] It should be noted that the terms "a" and "a plurality of" used in this invention are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0061] Figure 1This is a flowchart illustrating a speed control method provided in an embodiment of the present invention. This method is applicable to situations where vehicle speed needs to be controlled. For example, an autonomous vehicle can control its speed based on a predicted collision with an obstacle. This method can be executed by a speed control device, which can be implemented in software and / or hardware and is generally integrated into a control device. The control device can be a data processing device within the vehicle, or a device that can interact with the vehicle to control its speed. In this embodiment, the control device includes, but is not limited to, a vehicle controller, a vehicle-mounted infotainment system, a computer, and a vehicle interconnection terminal. It should be noted that, unless otherwise specified, the vehicle in this embodiment refers to a vehicle whose speed is controlled by the control device.

[0062] like Figure 1 As shown in the figure, an embodiment of the present invention provides a speed control method, which includes the following steps:

[0063] S110. Determine the intersection point between the trajectory of the dynamic obstacles on both sides of the vehicle's driving direction and the vehicle's driving trajectory.

[0064] In this embodiment, dynamic obstacles refer to moving objects located on either side of the vehicle's direction of travel, such as vehicles traveling on a road. These dynamic obstacles may collide with the vehicle during their movement. There can be one or more dynamic obstacles. "On either side of the vehicle's direction of travel" can be understood as the area to the left and right of the straight line in the vehicle's direction of travel as a baseline. An object moving within this area is not currently directly in front of or behind the vehicle, but if its trajectory intersects with the vehicle's trajectory during subsequent movement, it indicates that the object may collide with the vehicle. It is understood that the area on either side of the vehicle's direction of travel can also be defined as a certain range. For example, it could be the area within a certain radius around the center point of the vehicle, using the straight line in the vehicle's direction of travel as a baseline. Moving objects within this area are considered dynamic obstacles. The area on either side of the vehicle's direction of travel is not limited here and can be set according to actual needs and road conditions.

[0065] Before determining the intersection point between the trajectory of dynamic obstacles on both sides of the vehicle's travel direction and the vehicle's trajectory, the dynamic obstacles on both sides of the vehicle's travel direction can be detected and identified first. Then, based on the trajectory of the dynamic obstacles, it can be predicted whether they will collide with the vehicle and affect its driving. Dynamic obstacles that are likely to collide with the vehicle can be filtered out as a basis for controlling the driving speed. For example, dynamic obstacles can be detected based on their direction of movement, speed, and / or acceleration on both sides of the vehicle's travel direction.

[0066] A motion trajectory refers to the trajectory of a dynamic obstacle's positional changes within a set time period or a set range around the vehicle. This trajectory can be pre-set, communicated to the vehicle via a vehicle-to-everything (V2X) network, or predicted by the vehicle based on the obstacle's direction, speed, and / or acceleration. A driving trajectory refers to the trajectory of the vehicle's positional changes within a set time period or a set range around the vehicle, and can be automatically planned by control equipment. A trajectory intersection point is the point where the dynamic obstacle's trajectory intersects with the vehicle's driving trajectory. Both the vehicle and the obstacle will pass this intersection point while traveling along their respective driving trajectories. If both arrive at the intersection point simultaneously, it is considered a point of collision. If they do not arrive simultaneously, it is not considered a point of collision and will not affect the vehicle's speed. There can be one or more trajectory intersection points. For example, if there is only one dynamic obstacle, there may be one trajectory intersection point; if there are multiple dynamic obstacles, there may be multiple trajectory intersection points.

[0067] S120. Predict the first actual collision point among the intersection points of the trajectories.

[0068] In this embodiment, when there is only one determined trajectory intersection point, it directly predicts whether a collision will occur between the vehicle and the dynamic obstacle at that intersection point. If so, the trajectory intersection point is the collision point, and the control device needs to adjust the vehicle's speed or brake accordingly to avoid a collision. Otherwise, the trajectory intersection point is not the actual collision point, and the vehicle can continue traveling at the planned speed. When there are multiple determined trajectory intersection points, the system can predict which trajectory intersection point will lead to the first actual collision, based on the chronological order of these intersections, and control the driving speed accordingly. The first trajectory intersection point determined to be the first to cause an actual collision is the first collision point.

[0069] In this step, each trajectory intersection can be traversed in chronological order to obtain the first actual collision point. The method for predicting collision points among trajectory intersections is not limited here. For example, for a trajectory intersection, the time required to reach the intersection can be calculated based on the respective speeds of the vehicle and the dynamic obstacle. If the required times are equal, the intersection is considered the first actual collision point. Alternatively, the time taken for the dynamic obstacle to reach the intersection and the vehicle's speed can be used to calculate whether the vehicle will also reach the intersection within that timeframe. If so, the intersection is considered the first actual collision point.

[0070] S130. Control the vehicle's speed based on the collision points of the vehicle and the dynamic obstacle at the point of collision.

[0071] In this embodiment, the collision site can refer to the part of the vehicle that comes into contact with a dynamic obstacle when they collide. For example, taking the vehicle's centerline (which passes through the vehicle's center point and is perpendicular to the vehicle's direction of travel) as an example, the collision site can be in front of the vehicle's centerline, such as the front of the vehicle or the front side of the vehicle, or behind the vehicle's centerline, such as the rear of the vehicle or the rear side of the vehicle.

[0072] Different collision locations correspond to different vehicle speed control strategies. For example, if the collision location is in front of the vehicle's centerline, it indicates that the vehicle may actively collide with a dynamic obstacle at the predicted collision point. In this case, the vehicle's speed needs to be adjusted, such as reducing speed or braking, to avoid an active collision with the dynamic obstacle. If the collision location is behind the vehicle's centerline, it indicates that the vehicle may be struck by the dynamic obstacle at the predicted collision point, which is a passive state. In this case, the vehicle can maintain its current speed without adjusting its speed to avoid the obstacle. Based on this, the vehicle's speed is controlled according to the collision location of the vehicle and the dynamic obstacle at the first predicted collision point.

[0073] This invention provides a speed control method that first determines the intersection point between the trajectory of dynamic obstacles on both sides of the vehicle's travel direction and the vehicle's trajectory; then, it predicts the first actual collision point among the trajectory intersection points; and finally, it controls the vehicle's speed based on the corresponding collision points of the vehicle and the dynamic obstacles. This method, by determining the collision points between the vehicle and the obstacles on both sides based on the predicted first actual collision point, and controlling the vehicle's speed accordingly, ensures timely collision prediction and flexible speed control at the collision points, avoiding unnecessary gear changes or braking, thereby effectively improving the reliability of vehicle speed control and driving safety.

[0074] Figure 2 This is a flowchart illustrating a speed control method provided by an embodiment of the present invention, which is a refinement of the aforementioned embodiments. In this embodiment, the processes of detecting dynamic obstacles on both sides of the vehicle's travel direction that meet the trajectory collision conditions, predicting the first actual collision point, and controlling the vehicle's speed based on the collision location are described in detail. It should be noted that technical details not described in detail in this embodiment can be found in any of the above embodiments.

[0075] like Figure 2As shown in the figure, an embodiment of the present invention provides a speed control method, which includes the following steps:

[0076] S210. Detect dynamic obstacles on both sides of the vehicle's driving direction that meet the trajectory collision conditions.

[0077] In this embodiment, the trajectory collision condition refers to the condition used to determine whether a collision will actually occur between dynamic obstacles on both sides of the vehicle's driving direction and the vehicle's own driving trajectory. Based on the trajectory collision condition, dynamic obstacles with a high probability of collision can be filtered out. The trajectory collision condition includes at least one of the following: the intrusion range of the dynamic obstacle into the vehicle's safe zone exceeds a set threshold; the angle between the dynamic obstacle's direction of motion and the vehicle's driving direction falls within a set angle range.

[0078] In one embodiment, the safe zone can refer to the area obtained by translating the vehicle in a direction perpendicular to the direction of travel, and this area can be located on both sides of the vehicle's direction of travel. The intrusion range can refer to the size of the area within which the vehicle body of a dynamic obstacle enters the safe zone. The set threshold can refer to a pre-defined maximum value of the range within which a dynamic obstacle can intrude into the vehicle's safe zone. The threshold can be set according to actual needs and is not limited here. For example, the threshold can be set to half the vehicle's body area or half its body length. Based on this, if the intrusion range of a dynamic obstacle into the vehicle's safe zone exceeds the set threshold, the dynamic obstacle can be determined to meet the trajectory collision conditions.

[0079] Optionally, the trajectory collision condition includes the dynamic obstacle's intrusion range into the vehicle's safe area exceeding a set threshold; detecting dynamic obstacles on both sides of the vehicle's driving direction that meet the trajectory collision condition includes: determining a first boundary and a second boundary of the vehicle's safe area, the first boundary and the second boundary being perpendicular to the vehicle's driving direction; calculating the intrusion range of dynamic obstacles on both sides of the vehicle's driving direction into the safe area based on the first boundary and the second boundary; if the intrusion range exceeds the set threshold, the dynamic obstacle is a dynamic obstacle that meets the trajectory collision condition.

[0080] The vehicle's safety zone comprises two boundary lines, designated as the first boundary and the second boundary, both perpendicular to the vehicle's direction of travel. The first and second boundaries can be determined based on the vehicle's length and actual road conditions. For example, if the vehicle's length is 5 meters, the area defined by the two boundaries, including the vehicle, spanning 5.5 meters in the direction of travel, can be considered the safety zone. For instance, if there are no other road markings within the safety zone, or if existing road markings allow vehicles to cross them (such as dashed lines), the upper and lower boundaries of the safety zone in the direction of travel are the first and second boundaries. If other road markings exist within the safety zone and these markings do not allow vehicles to cross them (such as double yellow lines or guardrails), then these road markings are used as either the first or second boundary. Based on the determined first and second boundaries, the intrusion range of dynamic obstacles on both sides of the vehicle's direction of travel into the safety zone is calculated. If the calculated intrusion range exceeds a set threshold, the dynamic obstacle is filtered out as a detected dynamic obstacle meeting the trajectory collision conditions.

[0081] Optionally, determining the first and second boundaries of the vehicle's safe zone includes: translating the vehicle a distance in a direction perpendicular to the driving direction, and determining two extended lines perpendicular to the driving direction based on the positions of the two boundary points of the vehicle before and after translation; if there are uncrossable road markings between the extended lines, then the extended line adjacent to the dynamic obstacle and the road markings are respectively used as the first and second boundaries of the safe zone; otherwise, each extended line is used as the first and second boundaries of the safe zone.

[0082] The distance the vehicle is shifted can be the width of the road it is currently traveling on or the width of the vehicle itself, or it can be flexibly set according to actual needs and road conditions. The size of this distance is not limited here. The two boundary points in the vehicle's direction of travel can be considered as the boundary points directly in front of the vehicle and directly behind the vehicle, or the points at the most prominent positions of the vehicle's front and parking space. Road markings that cannot be crossed can refer to road lines that prohibit vehicles from crossing to change lanes (such as double yellow lines, solid lines) or road guardrails such as barriers.

[0083] When determining the first and second boundaries of the vehicle's safe zone, the vehicle can first be translated a certain distance in a direction perpendicular to its own direction of travel, which can be done by translating a certain distance to the left or right with the vehicle itself as the center point. Then, based on the positions of the two boundary points of the vehicle before and after translation in the direction of travel, two extension lines perpendicular to the direction of travel are determined. Finally, the first and second boundaries of the safe zone are determined based on the road markings between each extension line. If there are uncrossable road markings between each extension line, then the extension line adjacent to the dynamic obstacle (excluding the road markings between the dynamic obstacle and the extension line) and the road markings (which can be actual ground road markings or road markings mapped by guardrails) are respectively used as the first and second boundaries of the safe zone. If there are no uncrossable road markings between each extension line or the included road markings are crossable, then each extension line is used as the first and second boundaries of the safe zone.

[0084] Figure 3 This is a schematic diagram of a vehicle's safety zone provided in an embodiment of the present invention. Figure 3 As shown, obs1 represents dynamic obstacle 1, and obs2 represents dynamic obstacle 2. The vehicle travels along the road direction, and the stop line mainly appears at intersections. The area within the dashed circle is the range within a set radius centered on the vehicle. Within this dashed circle, the range to the left and right of the vehicle's travel direction is the baseline (i.e., the dashed line coinciding with the arrow in the figure that points to the vehicle's travel direction). Assuming the set threshold is half the length of the dynamic obstacle, for dynamic obstacle 1, the first and second boundaries of its corresponding safe area are the two extended lines obtained by the vehicle's translation (i.e., the two sides of the vehicle's travel direction). Figure 3 For the extended lines 1 and 2 in the diagram, the intrusion range of the vehicle's safe zone is less than the set threshold, so it does not meet the trajectory collision condition and does not need to be filtered; for the dynamic obstacle 2, the first boundary and the second boundary of its corresponding safe zone are the extended line 1 and the road line (i.e. the road line where the double yellow line or the guardrail is located), respectively. The intrusion range of the vehicle's safe zone exceeds half the length of the vehicle body, which meets the trajectory collision condition. Further judgment is needed to determine whether an actual collision will occur.

[0085] In one embodiment, the angle between the directions of the vehicle and the dynamic obstacle can be determined based on their direction vectors. Specifically, assuming the direction vector of the vehicle's travel direction is 'a' and the direction vector of the dynamic obstacle's motion direction is 'b', the angle θ between the motion direction of the dynamic obstacle and the travel direction of the vehicle can be calculated based on these two direction vectors a and b. The set angle range can refer to a pre-defined angle range. Generally, if the angle θ is obtuse, the vehicle and the dynamic obstacle may not collide; if the angle θ is less than or equal to 90 degrees, a collision may occur. Therefore, the set angle range can be... Where θ1≥0; the angle range is not limited here and can be flexibly set according to actual needs. Based on this, if the angle between the direction of motion of the dynamic obstacle and the direction of travel of the vehicle is within the set angle range (i.e., the angle θ is within the set angle range), then the dynamic obstacle can be determined to meet the trajectory collision condition.

[0086] like Figure 3 As shown, the angle between the direction of motion of the dynamic obstacle 2 and the direction of vehicle travel is within the set angle range, so it can be filtered out as a dynamic obstacle that meets the trajectory collision conditions and further analyzed to see if an actual collision will occur.

[0087] Based on the above embodiments, dynamic obstacles detected on both sides of the vehicle's travel direction that meet at least one trajectory collision condition are filtered out. This can be done by filtering out dynamic obstacles that meet one trajectory collision condition, or by combining two trajectory collision conditions. The filtered dynamic obstacles' trajectories are then used for subsequent vehicle speed control. Furthermore, based on the intrusion range of the dynamic obstacle into the vehicle's safe zone and / or the angle between the obstacle's movement direction and the vehicle's travel direction, dynamic obstacles with a higher probability of actual collision can be further filtered out. For these obstacles, the collision point and collision location are further predicted to control the vehicle's speed. For obstacles with a lower probability of actual collision, no further prediction is needed, thus reducing computational load and improving the efficiency and real-time performance of collision point and collision location prediction and speed control.

[0088] It should be noted that the trajectory collision conditions in this embodiment also include: there is a trajectory intersection between the movement trajectory of the dynamic obstacle and the driving trajectory of the vehicle.

[0089] S220. Determine the intersection point between the trajectory of the dynamic obstacles on both sides of the vehicle's driving direction and the vehicle's driving trajectory.

[0090] In this embodiment, the intersection point between the trajectory of the dynamic obstacle and the trajectory of the vehicle is determined based on the detected dynamic obstacles on both sides of the vehicle's driving direction that meet the trajectory collision conditions.

[0091] S230. Traverse the intersection points of the trajectories according to the temporal sequence to determine the time required for the dynamic obstacle to move to the currently traversed intersection point of the trajectory.

[0092] In this embodiment, the temporal sequence can refer to the order of time. For the multiple determined trajectory intersections, the traversal is performed in chronological order. During the traversal, the time required for the dynamic obstacle to move to the trajectory intersection is determined based on the speed of the dynamic obstacle corresponding to the currently traversed trajectory intersection.

[0093] S240. Calculate the destination location of the vehicle within the specified time.

[0094] In this embodiment, within the time period determined above, the vehicle will travel to the destination location along the driving path. If the destination location is consistent with the intersection point of the currently traversed trajectory, it means that within the time period determined above, the vehicle and the dynamic obstacle will arrive at the trajectory intersection point at the same time, that is, an actual collision will occur.

[0095] S250. Determine whether the target location and the trajectory intersection point are consistent. If yes, execute S260; otherwise, return to execute S230.

[0096] In this embodiment, the calculated target location is determined based on the position of the currently traversed trajectory intersection point. If they are consistent, it indicates that within the time limit determined above, the vehicle will actually collide with the dynamic obstacle corresponding to the trajectory intersection point at the currently traversed trajectory intersection point. The next step can be continued, that is, the currently traversed trajectory intersection point is taken as the first collision point where an actual collision occurs and the traversal stops. If they are inconsistent, S230 is returned to continue traversing the next trajectory intersection point in chronological order.

[0097] S260. Take the intersection point of the currently traversed trajectory as the first actual collision point and stop traversing.

[0098] S270. Determine the corresponding collision location based on the posture of the vehicle and the dynamic obstacle at the collision point.

[0099] In this embodiment, the posture corresponding to the collision point refers to the collision posture of the two vehicles when they collide with the dynamic obstacle at the collision point, which is related to the shape, size, trajectory, and orientation of the vehicle and the dynamic obstacle. Based on this, the corresponding collision location can be determined according to the collision posture of the two vehicles.

[0100] Optionally, the corresponding collision part is determined based on the posture of the vehicle and the dynamic obstacle at the collision point, including: keeping the posture of the vehicle at the collision point unchanged, translating the dynamic obstacle in the posture at the collision point along the opposite direction of movement by a set step size, to obtain the overlapping part of the vehicle and the dynamic obstacle at each translation position; and taking the smallest overlapping part among the overlapping parts as the collision part of the vehicle and the dynamic obstacle at the collision point.

[0101] The overlapping area refers to the portion where the vehicle and the dynamic obstacle overlap during translation. The smallest overlapping area can be considered the portion where the vehicle and the dynamic obstacle overlap the least during translation; if translation continues beyond this point, there will be no contact or overlap between the vehicle and the dynamic obstacle. Therefore, this smallest overlapping area can be taken as the collision point when the vehicle and the dynamic obstacle collide at the point of impact. Translation mainly refers to moving the dynamic obstacle in the opposite direction of movement by a set step length. The step length can be set according to actual needs and is not limited here.

[0102] Figure 4 This is a schematic diagram illustrating an implementation of determining the collision location according to an embodiment of the present invention. Figure 4 As shown, the positive x-axis represents the vehicle's direction of travel, the y-axis is the vehicle's centerline (this centerline passes through the vehicle's center point and is perpendicular to the vehicle's direction of travel, i.e., perpendicular to the x-axis), and arrow A indicates the direction of motion of the dynamic obstacle obs. Figure 4 As shown in (a), translate obs in the opposite direction to arrow A (i.e., the direction indicated by the dashed arrow in the figure) by a set step size until it is translated to the position shown in (a). Figure 4 (b) shows the minimum overlap between the vehicle and the dynamic obstacle. This minimum overlap is the point of impact between the vehicle and the dynamic obstacle at the point of collision. It should be noted that the translation position corresponding to the minimum overlap can also be understood as the last translation position of the overlap during the translation process. This translation position can be regarded as the position where the dynamic obstacle and the vehicle just collided, and the posture at this point is the collision posture of the vehicle and the dynamic obstacle.

[0103] S280. Control the vehicle's speed according to the collision location.

[0104] In this embodiment, the vehicle speed is controlled according to the different collision points.

[0105] Optionally, the vehicle speed can be controlled based on the location of the collision, including: reducing the vehicle speed if the collision site is located on the first side of the vehicle's centerline; and maintaining the vehicle's current speed if the collision site is located on the second side of the vehicle's centerline.

[0106] The vehicle's centerline can refer to a straight line perpendicular to the vehicle's direction of travel and located at the center of the vehicle body. The first side and the second side can refer to the front and rear sections of the vehicle centered on the vehicle's centerline, respectively.

[0107] If the collision point is located on the first side of the vehicle's centerline, it indicates that the vehicle may actively collide with a dynamic obstacle at the point of impact. To avoid a subsequent active collision, the vehicle's speed can be actively reduced or the brakes applied. In other words, if the collision point is on the first side of the vehicle's centerline, the corresponding dynamic obstacle is filtered out, and the vehicle's speed is controlled based on the predicted collision point. If the collision point is located on the second side of the vehicle's centerline, it indicates that a dynamic obstacle will actively collide with the vehicle at the point of impact. The dynamic obstacle will make corresponding adjustments based on the actual situation, while the vehicle maintains its current speed and continues to travel along its original planned path.

[0108] In one embodiment, before calculating the destination location of the vehicle within a time period, the method further includes: calculating the distance traveled by the vehicle within the time period; if the travel distance is less than a distance threshold, then triggering the operation of calculating the destination location of the vehicle within the time period.

[0109] The distance threshold refers to a range of distances of interest determined based on information such as vehicle speed, deceleration, and / or braking force. The control range can be used to control the vehicle speed for collisions occurring within this distance threshold. For example, if the vehicle's current speed is low and its braking force (i.e., braking ability) is strong, it means the distance required for the vehicle to decelerate or brake to a stop is short, so the distance threshold can be set relatively low, such as 10m; conversely, it can be set relatively high. The distance threshold can be flexibly set according to actual conditions, and this is not limited here.

[0110] First, the distance the vehicle travels within the predetermined time period is calculated based on its current speed. Then, the calculated distance is checked against a predefined distance threshold. If the distance is less than a threshold, the next step is triggered: calculating the vehicle's destination within the predetermined time period. If not, it indicates that a collision is unlikely in the near future, so the current trajectory intersection is ignored, and the process continues to iterate through the next trajectory intersection in chronological order.

[0111] In this case, S240 can be replaced by: calculating the distance traveled by the vehicle within the time period, and determining whether the distance traveled is less than the distance threshold. If so, the operation of calculating the destination location of the vehicle within the time period is triggered, and S250 is executed; otherwise, the process returns to execute S230.

[0112] In one embodiment, a time threshold of interest can be pre-set based on information such as vehicle speed, vehicle deceleration, and / or vehicle braking force. For example, if the vehicle's braking force is strong and it can brake quickly in a short time, the time threshold can be set relatively small; conversely, if the braking force is weak, the time threshold can be set relatively large. The setting of the time threshold is not limited here. Based on this, if the time required for the dynamic obstacle to reach the intersection of the currently traversed trajectory in S230 is less than the time threshold, then the operation of calculating the vehicle's destination position within the determined time is triggered in S240. Otherwise, it indicates that a collision will not occur in the short term, and S230 is returned to execute, ignoring the current trajectory intersection and continuing the traversal of the next trajectory intersection in chronological order.

[0113] It is understandable that the aforementioned distance and time thresholds can be set simultaneously. Based on this, by setting distance and / or time thresholds, it is possible to predict collisions that are likely to occur in the short term. According to the prediction results, dynamic obstacles corresponding to trajectory intersections can be filtered to a certain extent. For trajectory intersections outside the distance and / or time thresholds, even if a collision occurs, it is not imminent; that is, the control device has sufficient reaction time to predict and control based on the latest real-time road conditions in the next prediction, thereby avoiding unnecessary braking or speed changes.

[0114] This invention provides a speed control method. The method first filters out dynamic obstacles that meet certain criteria based on trajectory collision conditions, identifying those with a high probability of actual collision. Then, it predicts the first collision point by sequentially traversing the intersection points of the vehicle's trajectory with the filtered dynamic obstacles. Based on this, it further predicts the collision point and collision location for dynamic obstacles with a high probability of actual collision to control the vehicle speed. For dynamic obstacles with a low probability of actual collision, no further prediction is needed. By performing multiple filtering of dynamic obstacles, the computational load is reduced, and the efficiency and real-time performance of collision point and collision location prediction and vehicle speed control are improved. Furthermore, based on the collision location, it can be determined whether the vehicle actively collides with the dynamic obstacle or is collided with, allowing for appropriate vehicle speed control, such as gear shifting or braking, further enhancing the flexibility and reliability of vehicle speed control.

[0115] Figure 5 This is a schematic diagram of a speed control device provided in an embodiment of the present invention. This device can be implemented by software and / or hardware. For example... Figure 5 As shown, the device includes: a determination module 310, a prediction module 320, and a control module 330;

[0116] The determining module 310 is used to determine the intersection point between the movement trajectory of the dynamic obstacles on both sides of the vehicle's driving direction and the vehicle's driving trajectory.

[0117] Prediction module 320 is used to predict the first actual collision point among the trajectory intersection points;

[0118] The control module 330 is used to control the driving speed of the vehicle based on the collision points of the vehicle and the dynamic obstacle at the collision point.

[0119] In this embodiment, the device first determines the intersection point between the trajectory of the dynamic obstacles on both sides of the vehicle's travel direction and the vehicle's travel trajectory using a determination module; then, it predicts the first actual collision point among the trajectory intersection points using a prediction module; finally, it controls the vehicle's speed based on the corresponding collision points of the vehicle and the dynamic obstacles at the collision points using a control module. By determining the collision points between the vehicle and the obstacles on both sides based on the predicted first actual collision point, and controlling the vehicle's speed accordingly, this device ensures timely collision prediction and flexible speed control based on the collision points, avoiding unnecessary gear changes or braking, thereby effectively improving the flexibility and reliability of vehicle speed control.

[0120] Optionally, the device further includes:

[0121] The obstacle detection module is used to detect dynamic obstacles on both sides of the vehicle's driving direction that meet the trajectory collision conditions before determining the trajectory intersection point between the movement trajectory of dynamic obstacles on both sides of the vehicle's driving direction and the vehicle's driving trajectory.

[0122] The trajectory collision conditions include at least one of the following:

[0123] The intrusion range of the dynamic obstacle into the safe zone of the vehicle exceeds a set threshold.

[0124] The angle between the direction of motion of the dynamic obstacle and the direction of travel of the vehicle is within a set angle range.

[0125] Optionally, the trajectory collision condition includes the dynamic obstacle's intrusion into the vehicle's safe zone exceeding a set threshold.

[0126] Based on the above embodiments, the obstacle detection module specifically includes:

[0127] A boundary determination unit is used to determine a first boundary and a second boundary of the safe area of ​​the vehicle, wherein the first boundary and the second boundary are perpendicular to the driving direction of the vehicle.

[0128] The range calculation unit is used to calculate the intrusion range of dynamic obstacles on both sides of the vehicle's driving direction to the safe area based on the first boundary and the second boundary;

[0129] The range determination unit is used to determine whether the dynamic obstacle meets the trajectory collision conditions if the intrusion range exceeds the set threshold.

[0130] Optionally, the boundary determination unit specifically includes:

[0131] The extension line determination subunit is used to translate the vehicle a certain distance in a direction perpendicular to the driving direction, and determine two extension lines perpendicular to the driving direction based on the positions of the vehicle before and after translation of two boundary points in the driving direction.

[0132] The first determining subunit is configured to, if there is an uncrossable road line sign between each of the extension lines, designate the extension line adjacent to the dynamic obstacle and the road line as the first boundary and the second boundary of the safe area, respectively.

[0133] The second determining subunit is used to designate each of the extension lines as the first boundary and the second boundary of the safety area if there are no uncrossable road line signs between each of the extension lines.

[0134] Optionally, the prediction module 320 specifically includes:

[0135] The traversal unit is used to traverse the trajectory intersections according to the temporal relationship and determine the time required for the dynamic obstacle to move to the currently traversed trajectory intersection.

[0136] A location calculation unit is used to calculate the destination location of the vehicle within the time period;

[0137] The traversal stop unit is used to stop traversing if the target position is consistent with the intersection point of the trajectory, and then takes the intersection point of the currently traversed trajectory as the collision point.

[0138] Optionally, the prediction module 320 may also include:

[0139] Distance calculation unit. Used to calculate the distance traveled by the vehicle during the time period before calculating the destination location of the vehicle during the time period;

[0140] An execution unit is configured to trigger the operation of calculating the destination location of the vehicle within the specified time if the travel distance is less than a distance threshold.

[0141] Optionally, the control module 330 specifically includes:

[0142] The collision location determination unit is used to determine the corresponding collision location based on the postures of the vehicle and the dynamic obstacle at the collision point.

[0143] A speed control unit is used to control the vehicle's speed based on the location of the collision.

[0144] Optionally, the collision location determination unit specifically includes:

[0145] The overlapping part determination subunit is used to keep the vehicle's posture at the collision point unchanged, and to translate the dynamic obstacle in the opposite direction of the movement according to a set step size, so as to obtain the overlapping part of the vehicle and the dynamic obstacle at each translation position.

[0146] The collision location determination subunit is used to determine the smallest overlapping location among the overlapping locations as the collision location corresponding to the vehicle and the dynamic obstacle at the collision point.

[0147] Optionally, the speed control unit specifically includes:

[0148] A speed reduction subunit is used to reduce the vehicle's speed if the collision site is located on the first side of the vehicle's centerline.

[0149] A speed-maintaining subunit is used to maintain the current driving speed of the vehicle if the collision site is located on the second side of the centerline of the vehicle.

[0150] The speed control device described above can execute the speed control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of executing the method.

[0151] Figure 6 This is a schematic diagram of a control device provided in an embodiment of the present invention. Figure 6 As shown, the control device provided in this embodiment of the invention includes: one or more processors 41 and a storage device 42; the processors 41 in the control device may be one or more. Figure 6 Taking a processor 41 as an example; storage device 42 is used to store one or more programs; the one or more programs are executed by the one or more processors 41, so that the one or more processors 41 implement the speed control method as described in any one embodiment of the present invention.

[0152] The control device may further include an input device 43 and an output device 44.

[0153] The processor 41, storage device 42, input device 43, and output device 44 in the control device can be connected via a bus or other means. Figure 6Taking the example of a connection between China and Israel via a bus.

[0154] The storage device 42 in the control device serves as a computer-readable storage medium, which can be used to store one or more programs. These programs can be software programs, computer-executable programs, and modules, such as the program instructions / modules corresponding to the speed control method provided in this embodiment of the invention (e.g., attached...). Figure 5 The speed control device shown includes modules such as a determination module 310, a prediction module 320, and a control module 330. The processor 41 executes various functional applications and data processing of the control device by running software programs, instructions, and modules stored in the storage device 42, thereby implementing the speed control method in the above method embodiment.

[0155] Storage device 42 may include a stored program area and a stored data area, wherein the stored program area may store the operating system and applications required for at least one function; the stored data area may store data created based on the use of the control device, etc. Furthermore, storage device 42 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state storage device. In some instances, storage device 42 may further include memory remotely located relative to processor 41, and this remote memory may be connected to the control device via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0156] Input device 43 can be used to receive input digital or character information, and to generate key signal inputs related to user settings and function control of the control device. Output device 44 may include display devices such as a display screen.

[0157] Furthermore, when one or more programs included in the aforementioned control device are executed by one or more processors 41, the programs perform the following operations: determine the trajectory intersection point between the motion trajectory of the dynamic obstacles on both sides of the vehicle's driving direction and the vehicle's driving trajectory; predict the first actual collision point among the trajectory intersection points; and control the vehicle's driving speed according to the vehicle and the collision points corresponding to the collision locations of the dynamic obstacles at the collision points.

[0158] This invention also provides a computer-readable storage medium storing a computer program thereon. When executed by a processor, the program performs a speed control method, which includes: determining the trajectory intersection points between the motion trajectories of dynamic obstacles on both sides of the vehicle's driving direction and the vehicle's driving trajectory; predicting the first actual collision point among the trajectory intersection points; and controlling the vehicle's driving speed according to the vehicle and the collision points of the dynamic obstacles at the collision points.

[0159] Optionally, when the program is executed by the processor, it can also be used to execute the speed control method provided in any embodiment of the present invention.

[0160] The computer storage medium of this invention can be any combination of one or more computer-readable media. The computer-readable medium can be a computer-readable signal medium or a computer-readable storage medium. The computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable CD-ROM, optical storage device, magnetic storage device, or any suitable combination thereof. The computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0161] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, which can send, propagate, or transmit programs for use by or in connection with an instruction execution system, apparatus, or device.

[0162] Program code contained on a computer-readable medium may be transmitted using any suitable medium, including but not limited to: wireless, wire, optical fiber, or radio frequency (RF), or any suitable combination thereof.

[0163] Computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0164] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A speed control method, characterized in that, include: Determine the intersection point between the trajectory of the dynamic obstacles on both sides of the vehicle's travel direction and the vehicle's travel trajectory; Predict the first actual collision point among the intersection points of the trajectories; The vehicle's speed is controlled to avoid collisions based on the collision points of the vehicle and the dynamic obstacle at the point of impact. Before determining the intersection point between the trajectory of the dynamic obstacles on both sides of the vehicle's travel direction and the vehicle's travel trajectory, the process also includes: Detect dynamic obstacles on both sides of the vehicle's direction of travel that meet the trajectory collision conditions; The method of controlling the vehicle's speed to avoid collisions based on the collision points of the vehicle and the dynamic obstacle at the point of impact includes: The corresponding collision point is determined based on the posture of the vehicle and the dynamic obstacle at the point of collision. The vehicle's speed is controlled based on the collision point; wherein, the collision point is the part of the vehicle that comes into contact with the dynamic obstacle when they collide at the point of impact. The method of controlling the vehicle's speed based on the collision location includes: If the collision site is located on the first side of the vehicle's centerline, then the vehicle's speed is reduced. If the collision site is located on the second side of the vehicle's centerline, the vehicle's current speed is maintained. Wherein, the centerline of the vehicle is a straight line perpendicular to the vehicle's direction of travel and located at the center of the vehicle body; the first side and the second side refer to the front and rear portions of the vehicle centered on the vehicle's centerline, respectively.

2. The method according to claim 1, characterized in that, The trajectory collision conditions include at least one of the following: The intrusion range of the dynamic obstacle into the safe zone of the vehicle exceeds a set threshold. The angle between the direction of motion of the dynamic obstacle and the direction of travel of the vehicle is within a set angle range.

3. The method according to claim 2, characterized in that, The trajectory collision condition includes the dynamic obstacle's intrusion into the vehicle's safe zone exceeding a set threshold. Detecting dynamic obstacles on both sides of the vehicle's direction of travel that meet the trajectory collision conditions includes: A first boundary and a second boundary are defined for the safe zone of the vehicle, wherein the first boundary and the second boundary are perpendicular to the direction of travel of the vehicle. Based on the first boundary and the second boundary, calculate the intrusion range of dynamic obstacles on both sides of the vehicle's driving direction into the safe area; If the intrusion range exceeds the set threshold, then the dynamic obstacle is a dynamic obstacle that meets the trajectory collision conditions.

4. The method according to claim 3, characterized in that, Determining the first and second boundaries of the safe zone of the vehicle includes: The vehicle is translated a certain distance in a direction perpendicular to the direction of travel. Based on the positions of the vehicle before and after translation of the two boundary points in the direction of travel, two extension lines perpendicular to the direction of travel are determined. If there is an uncrossable road line marker between each of the extension lines, then the extension line adjacent to the dynamic obstacle and the road line shall be respectively regarded as the first boundary and the second boundary of the safe area; Otherwise, each of the aforementioned extension lines shall be used as the first boundary and the second boundary of the safe area, respectively.

5. The method according to claim 1, characterized in that, The predicted collision point, which is the first actual collision point among the predicted trajectory intersections, includes: By traversing the intersection points of the trajectories according to the temporal sequence, the time required for the dynamic obstacle to move to the currently traversed intersection point is determined. Calculate the destination location of the vehicle within the stated time period; If the target location is the same as the intersection point of the trajectory, then the intersection point of the currently traversed trajectory is taken as the collision point and the traversal stops.

6. The method according to claim 5, characterized in that, Before calculating the destination location traveled by the vehicle within the stated time period, the method further includes: Calculate the distance traveled by the vehicle within the stated time period; If the travel distance is less than a distance threshold, then the operation of calculating the destination location of the vehicle within the time period is triggered.

7. The method according to claim 1, characterized in that, Determining the corresponding collision location based on the postures of the vehicle and the dynamic obstacle at the collision point includes: Keeping the vehicle's posture at the point of collision unchanged, the dynamic obstacle is translated in the opposite direction of the direction of movement with a set step length, so as to obtain the overlapping part of the vehicle and the dynamic obstacle at each translation position. The smallest overlapping portion among the overlapping portions is taken as the collision portion of the vehicle and the dynamic obstacle at the collision point.

8. A speed control device, characterized in that, include: The determination module is used to determine the intersection point between the movement trajectories of dynamic obstacles on both sides of the vehicle's driving direction and the vehicle's driving trajectory. The prediction module is used to predict the first actual collision point among the trajectory intersections; The control module is used to control the vehicle's speed to avoid collisions based on the collision points of the vehicle and the dynamic obstacle at the point of impact. The device further includes: an obstacle detection module, used to detect dynamic obstacles on both sides of the vehicle's driving direction that meet the trajectory collision conditions before determining the trajectory intersection point between the movement trajectory of dynamic obstacles on both sides of the vehicle's driving direction and the vehicle's driving trajectory. The control module specifically includes: The collision location determination unit is used to determine the corresponding collision location based on the postures of the vehicle and the dynamic obstacle at the collision point. A speed control unit is used to control the vehicle's speed based on the collision point; wherein the collision point is the part of the vehicle that comes into contact with the dynamic obstacle when they collide at the point of impact. The speed control unit specifically includes: A speed reduction subunit is used to reduce the vehicle's speed if the collision site is located on the first side of the vehicle's centerline. A speed-maintaining subunit is used to maintain the current driving speed of the vehicle if the collision site is located on the second side of the centerline of the vehicle. Wherein, the centerline of the vehicle is a straight line perpendicular to the vehicle's direction of travel and located at the center of the vehicle body; the first side and the second side refer to the front and rear portions of the vehicle centered on the vehicle's centerline, respectively.

9. A control device, characterized in that, include: One or more processors; Storage device for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the speed control method as described in any one of claims 1-7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the speed control method as described in any one of claims 1-7.

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