A vehicle speed guidance method and in-vehicle device

Abstract

A vehicle speed guidance method and in-vehicle device. In this method, the historical driving data of the driver within a preset time is pre-stored. Then, during the actual driving process of the driver, the driving direction of the vehicle at the upcoming intersection can be predicted by combining the historical driving data. Subsequently, the guidance vehicle speed is calculated based on the driving habits of the driver, so that the calculated guidance vehicle speed is more user-friendly, can improve the driving safety of the driver, and enhance the user experience.

Description

Technical Field

[0001] This application relates to the technical field of vehicle networking, and particularly to a vehicle speed guidance method and vehicle-mounted device. Background Art

[0002] With the development of urban roads, the intersection conditions are becoming increasingly complex. Therefore, in the process of a driver driving a vehicle, how to guide the driving speed to avoid traffic accidents is a problem to be solved.

[0003] Currently, the vehicle speed guidance method usually is that the vehicle-mounted device obtains the driving direction of the intersection ahead based on navigation information, and then calculates the driving speed at which the vehicle can pass through the intersection ahead according to traffic conditions, road attributes, weather, etc., and recommends the vehicle speed to the driver so that the driver can drive according to the recommended vehicle speed. Since the driving habits of different users are different, for example, novice drivers generally drive at a relatively low speed when driving a vehicle. If a relatively high vehicle speed is recommended to a novice driver, it may cause the driver to drive the vehicle at a speed beyond the daily driving habit, which may cause traffic accidents.

[0004] That is to say, the above method does not consider the driving habits, driving states, etc. of the driver, and the vehicle speed calculated by the above vehicle speed guidance method is not user-friendly, and the accuracy and safety are not high. Summary of the Invention

[0005] This application provides a vehicle speed guidance method and vehicle-mounted device to improve the accuracy and safety of vehicle speed guidance.

[0006] In a first aspect, the present application provides a vehicle speed guidance method, which includes: an in-vehicle device obtains first time information and first road sign information, where the first road sign information is the sign information of the first road on which the first vehicle where the in-vehicle device is located is currently traveling; the first time information is used to represent the current time; the in-vehicle device determines, according to the time period where the first time information is located and the first road sign information, the first intersection that the first vehicle will travel to on the first road and the driving direction at the first intersection in historical driving data; where the historical driving data includes the corresponding relationships of multiple time period information, road sign information, intersection information to be traveled to, and driving direction record information at the intersections to be traveled to; the in-vehicle device obtains the position of the first vehicle and the position of the first intersection, and determines the distance between the first vehicle and the first intersection according to the position of the first vehicle and the position of the first intersection; the in-vehicle device obtains second time information, where the second time information represents the end time of the green light when the traffic signal at the first intersection is in the green light state in the driving direction, or represents the end time of the green light of the next upcoming green light state when the traffic signal at the first intersection is in the red light state in the driving direction; the in-vehicle device determines the guiding vehicle speed at which the first vehicle can drive through the first intersection in the driving direction according to the distance, the first time information, and the second time information.

[0007] Through the above technical solution, the in-vehicle device can calculate the minimum vehicle speed for the vehicle to pass through the front intersection by combining the historical driving data of the driver, so as to provide a user-friendly suggestion according to the driving habit of the driver, improve driving safety, and enhance the user experience at the same time.

[0008] In a possible design, before the in-vehicle device determines the guiding vehicle speed at which the first vehicle can drive through the first intersection in the driving direction, the method further includes: the in-vehicle device determines that the distance is less than or equal to a set threshold.

[0009] Through the above technical solution, the in-vehicle device can trigger the calculation of the guiding vehicle speed when the vehicle travels to a certain position, so that the calculated guiding vehicle speed is more accurate.

[0010] In the embodiment of the present application, the in-vehicle device can determine the driving direction of the first vehicle at the first intersection in historical driving data in the following two ways:

[0011] The first method: The in-vehicle device determines, according to the time period in which the first time information is located and the first road sign information, the driving direction record information of the corresponding first vehicle at the first intersection to which it is about to travel in the historical driving data; the driving direction record information includes the number of driving times in each driving direction at the first intersection; the in-vehicle device takes the driving direction with the most number of times among the number of driving times in each driving direction as the driving direction of the first vehicle at the first intersection.

[0012] The second method: The in-vehicle device obtains the lane identifier of the target lane on which the first vehicle is currently driving, and the target lane is one of at least one lane included in the first road; the in-vehicle device determines, according to the time period in which the first time information is located, the first road sign information, and the lane identifier, the driving direction record information of the first vehicle at the first intersection to which it is about to travel when driving on the target lane in the first road in the historical driving data; the driving direction record information includes the number of driving times in each driving direction at the first intersection when driving from the target lane; the in-vehicle device determines the probability value of each driving direction of the first vehicle at the first intersection when driving from the target lane, and the probability value of any driving direction is the ratio of the number of driving times in the any driving direction to the total number of driving times of the first vehicle on the first road; the in-vehicle device takes the driving direction corresponding to the maximum probability value among the determined probability values of each driving direction as the driving direction of the first vehicle at the first intersection when passing through the target lane in the first road.

[0013] In comparison, the second method combines the straight-ahead probability and the lane-changing probability in the actual driving process, and can make the determined driving direction more accurate.

[0014] Through the above two technical solutions, the in-vehicle device can combine the driving habits of the driver to predict the driving direction of the vehicle at the front intersection, and then give a reminder to the user. This method can be independent of the navigation, that is, in the scenario without navigation, the in-vehicle device can also give appropriate vehicle speed suggestions according to the driving direction at the front intersection, which can improve the user experience.

[0015] In a possible design, the probability value of any driving direction can conform to the following method:

[0016] P j =∑ i＝L，D，R (P i *P ij )

[0017] Among them, j represents the driving direction, P j represents the probability value corresponding to the driving direction j, P iIndicates the lane-changing probability / straight-ahead probability of the first vehicle in the i-th lane on the first road, P ij Indicates the probability value of the driving direction j of the first vehicle at the first intersection when driving in the i-th lane. D represents the target lane, L represents the left lane of the target lane, and R represents the right lane of the target lane.

[0018] Through the above technical solution, the in-vehicle device can calculate the minimum vehicle speed at which the vehicle can pass through the intersection during the green light period based on the duration of the signal light and the distance between the vehicle and the intersection, thereby effectively improving the safety of the vehicle speed recommendation.

[0019] In a possible design, the in-vehicle device obtains second time information, including: the in-vehicle device obtains the second time information through a first roadside unit RSU, and the first RSU is the RSU at the first intersection; or the in-vehicle device obtains the second time information through a second RSU, and the second time information is sent by the first RSU to the second RSU, and the second RSU is the RSU near the in-vehicle device.

[0020] In a possible design, the in-vehicle device obtains the location of the first intersection, including: the in-vehicle device sends the information of the first intersection to a second roadside unit RSU, and the second RSU is the RSU near the in-vehicle device; the in-vehicle device receives the location of the first intersection fed back by the second RSU, and the location of the first intersection is obtained by querying the correspondence between the information of multiple intersections and the locations of the intersections using the information of the first intersection.

[0021] In a possible design, the method further includes: when the in-vehicle device determines that the guiding vehicle speed is less than a set threshold, recommending the guiding vehicle speed to the user driving the first vehicle; wherein, the set threshold is determined by the in-vehicle device according to the first average driving speed and the first maximum driving speed, and the first average driving speed and the first maximum driving speed correspond to the category of the first road.

[0022] Through the above technical solution, the average vehicle speed and the maximum vehicle speed of the vehicle can be recorded according to the road type, so that the vehicle speed threshold can be set according to the road type, which can not only make the vehicle speed threshold conform to the driving habits of drivers, but also make the vehicle speed threshold conform to the traffic regulations, thus ensuring safety and improving the user experience.

[0023] In a possible design, the method further includes: the in-vehicle device obtains the driving duration of the user driving the first vehicle, and the driving duration is the driving duration from the start of the user starting the first vehicle to the current time point; the in-vehicle device adjusts the set threshold according to the driving duration.

[0024] Through the above technical solution, the vehicle speed threshold can be adjusted according to whether the driver is fatigued, and then it can be determined whether to recommend to the user, which can improve the driving safety of the driver.

[0025] In a second aspect, the present application further provides a vehicle-mounted device, which includes a processor; a memory and a computer program; wherein the computer program is stored in the memory, and the computer program includes instructions that, when called and executed by the processor, cause the vehicle-mounted device to execute the technical solutions of the above first aspect and any possible design of the first aspect.

[0026] In a third aspect, the present application further provides a vehicle-mounted device, which includes a module / unit that executes the method of the first aspect or any possible design of the first aspect; these modules / units can be implemented by hardware or by hardware executing corresponding software.

[0027] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, which includes a computer program that, when running on a vehicle-mounted device, causes the vehicle-mounted device to execute the technical solutions of the first aspect and any possible design of the first aspect of the embodiments of the present application.

[0028] In a fifth aspect, an embodiment of the present application provides a computer program product that, when running on a vehicle-mounted device, causes the vehicle-mounted device to execute the technical solutions of the first aspect and any possible design of the first aspect of the embodiments of the present application.

[0029] For the various aspects and the possible technical effects of the various aspects in the above second aspect to fifth aspect, please refer to the description of the possible technical effects that can be achieved by the various possible solutions in the first aspect above, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 It is a schematic diagram of the hardware structure of a vehicle-mounted device provided by an embodiment of the present application;

[0031] Figure 2 It is a schematic diagram of a system architecture provided by an embodiment of the present application;

[0032] Figure 3 It is a schematic diagram of an application scenario provided by an embodiment of the present application;

[0033] Figure 4 It is a flowchart of a method for collecting historical driving data provided by an embodiment of the present application;

[0034] Figure 5A It is a schematic diagram of a vehicle lane change provided by an embodiment of the present application;

[0035] Figure 5B A schematic diagram of vehicle steering provided by an embodiment of the present application;

[0036] Figure 5C A storage schematic diagram of historical driving data provided by an embodiment of the present application;

[0037] Figure 6 A flowchart of a vehicle speed guidance method provided by an embodiment of the present application;

[0038] Figure 7 Another schematic diagram of the structure of an in-vehicle device provided by an embodiment of the present application. Detailed implementation manners

[0039] Hereinafter, some terms in the embodiments of the present application will be explained first to facilitate the understanding of those skilled in the art.

[0040] 1) In-vehicle device: Any device placed or installed on a vehicle can be considered an in-vehicle device. In-vehicle devices can include devices factory-installed on the vehicle by the vehicle manufacturer before the vehicle leaves the factory and devices installed or placed in the vehicle by the user after the vehicle is sold. For example: Telematics Box (T-BOX), in-vehicle infotainment system (e.g., Huawei HiCar), intelligent rearview mirror, in-vehicle microphone, in-vehicle speaker, electronic control unit (ECU), etc. can all be considered in-vehicle devices.

[0041] Among them, the telematics box (T-BOX) is mainly used to communicate with the back-end system / mobile application (APP) to realize the display and control of vehicle information on the mobile APP. When the user sends a control command through the mobile APP, the back-end will send a monitoring request instruction to the in-vehicle T-BOX. After the vehicle obtains the control command, it sends a control message through the controller area network (CAN) bus and realizes the control of the vehicle, and finally feeds back the operation result to the user's mobile APP. Only this function can help the user remotely start the vehicle, turn on the air conditioner, adjust the seat to a suitable position, etc. It should be understood that the back-end can also be referred to as a server, back-end server, etc., and can be used for remotely activating and starting the vehicle and performing corresponding authentication. The server can be a cloud server.

[0042] In-vehicle infotainment system: Refers to the abbreviation of the in-vehicle information entertainment product installed in a car. The in-vehicle infotainment system can realize information communication between people and the vehicle, and between the vehicle and the outside world (vehicle and vehicle).

[0043] The electronic control unit (ECU), also known as the "vehicle computer", "on-vehicle computer", etc. It should be understood that multiple ECUs can be included in the same vehicle.

[0044] By way of example and not limitation, in the embodiments of the present application, the in-vehicle devices placed or installed on the vehicle may further include wearable devices. Wearable devices, also known as wearable intelligent devices or smart wearable devices, etc., are the general term for devices developed by applying wearable technology to the intelligent design of daily wear, such as glasses, gloves, watches, clothing, and shoes. Wearable devices are portable devices that are directly worn on the body or integrated into the user's clothes or accessories. Wearable devices are not only a kind of hardware device, but also achieve powerful functions through software support, data interaction, and cloud interaction. Broadly speaking, wearable intelligent devices include those with complete functions and large sizes that can achieve complete or partial functions without relying on a smartphone, such as smart watches or smart glasses, etc., and those that only focus on a certain type of application function and need to cooperate with other devices such as smartphones, such as various smart bracelets for vital sign monitoring, smart helmets, and smart jewelry.

[0045] 2) Vehicle bus: It can also be called the "automobile bus", which connects each ECU node inside the vehicle through a certain communication protocol to form a local area network inside the vehicle. Common automobile buses include the controller area network (CAN) bus and the local interconnect network (LIN). Among them, the controller area network (CAN) bus is a multi-master bus system, initially developed by Bosch in Germany and finally becoming an international standard (ISO11519), which is one of the most widely used field buses in the world. According to the CAN communication matrix of vehicle manufacturers, parameters such as vehicle mileage, oil temperature, tire pressure, doors, windows, and air conditioning can be obtained through the CAN bus on the vehicle. And data transmission between multiple ECUs in the automotive electronic system can be transmitted through the CAN bus.

[0046] 3) Global Navigation Satellite System (GNSS): Usually includes Global Positioning System (GPS), Beidou Navigation Satellite System (BDS), Global Navigation Satellite System (GLONASS), Galileo Satellite Navigation System (Galileo), etc. The GNSS system can provide precise positioning, navigation, and timing services. In addition, as a high-precision clock source, the accuracy of GNSS can reach the microsecond level.

[0047] Figure 1 The schematic diagram of the hardware structure of a possible in-vehicle device is shown. Refer to Figure 1 As shown, the in-vehicle device 100 includes: a processor 110, an external memory interface 120, an internal memory 121, a Universal Serial Bus (USB) interface 130, a bus 140, an antenna 1, an antenna 2, a mobile communication module 150, a wireless communication module 160, a sensor module 170, an audio module 180, a display screen 190, etc.

[0048] Among them, the processor 110 may include one or more processing units. For example, the processor 110 may include an application processor (AP), a modem processor, a graphics processing unit (GPU), an image signal processor (ISP), a controller, a memory, a video codec, a digital signal processor (DSP), a baseband processor, and / or a neural-network processing unit (NPU), etc. Among them, different processing units may be independent devices or integrated in one or more processors. Among them, the controller may be the nerve center and command center of the vehicle-mounted device 100. The controller can generate operation control signals according to the instruction operation code and timing signal to complete the control of fetching and executing instructions. A memory may also be provided in the processor 110 for storing instructions and data. In some embodiments, the memory in the processor 110 is a cache memory. This memory can save the instructions or data that the processor 110 has just used or recycled. If the processor 110 needs to use the instruction or data again, it can be directly called from the memory. This avoids repeated accesses, reduces the waiting time of the processor 110, and thus improves the efficiency of the system. In the embodiments of the present application, the processor 110 is used to determine and process the collected time information. Exemplarily, the processor 110 can determine whether the collected time information is credible. And when it is determined that the credibility of the time information is low, the time information with low credibility can be excluded.

[0049] The external memory interface 120 can be used to connect to an external memory card. For example, a Micro SD card to expand the storage capacity of the vehicle-mounted device 100. The external memory card communicates with the processor 110 through the external memory interface 120 to achieve the data storage function. For example, files such as pictures and videos are saved in the external memory card.

[0050] The internal memory 121 can be used to store computer-executable program codes, and the executable program codes include instructions. The processor 110 executes various functional applications and data processing of the vehicle-mounted device 100 by running the instructions stored in the internal memory 121. The internal memory 121 can include a program storage area and a data storage area. Among them, the program storage area can store an operating system and software codes of at least one application program (such as iQIYI application, WeChat application, etc.). The data storage area can store data generated during the use of the vehicle-mounted device 100 (such as images, videos, etc.). In addition, the internal memory 121 can include a high-speed random access memory, and can also include a non-volatile memory, such as at least one disk storage device, a flash memory device, a universal flash storage (UFS), etc.

[0051] The USB interface 130 is an interface that conforms to the USB standard specification, and can specifically be a Mini USB interface, a Micro USB interface, a USB Type C interface, etc. The USB interface 130 can be used to connect a charger to charge the vehicle-mounted device 100, and can also be used to transfer data between the vehicle-mounted device 100 and peripheral devices.

[0052] The bus 140 can include a CAN bus, an in-vehicle Ethernet, and a universal asynchronous receiver transmitter (UART) bus. In the embodiments of the present application, the vehicle-mounted device can obtain data from the bus 140, such as the vehicle speed, gear position, turn signal, etc.

[0053] The wireless communication function of the vehicle-mounted device 100 can be implemented through antenna 1, antenna 2, a mobile communication module 150, a wireless communication module 160, a modulation and demodulation processor, a baseband processor, etc. Antenna 1 and antenna 2 are used to transmit and receive electromagnetic wave signals. Each antenna in the vehicle-mounted device 100 can be used to cover a single or multiple communication frequency bands. Different antennas can also be multiplexed to improve the utilization rate of the antennas. For example: Antenna 1 can be multiplexed as a diversity antenna for a wireless local area network. In some other embodiments, the antenna can be used in combination with a tuning switch.

[0054] The mobile communication module 150 can provide solutions for wireless communications including 2G / 3G / 4G / 5G and future communication systems such as the sixth generation (6G) system applied to the vehicle-mounted device 100. The mobile communication module 150 may include at least one filter, switch, power amplifier, low noise amplifier (LNA), etc. The mobile communication module 150 can receive electromagnetic waves through the antenna 1, filter, amplify and process the received electromagnetic waves, and transmit them to the modulation and demodulation processor for demodulation. The mobile communication module 150 can also amplify the signal modulated by the modulation and demodulation processor and convert it into electromagnetic waves through the antenna 1 for radiation. In some embodiments, at least some functional modules of the mobile communication module 150 may be provided in the processor 110. In some embodiments, at least some functional modules of the mobile communication module 150 and at least some modules of the processor 110 may be provided in the same device.

[0055] The wireless communication module 160 can provide solutions for wireless communications including wireless local area networks (WLAN) (such as Wi-Fi networks), vehicle to X (V2X), Bluetooth (BT), GNSS, frequency modulation (FM), near field communication (NFC), infrared (IR), etc. applied to the vehicle-mounted device 100. The wireless communication module 160 may be one or more devices integrating at least one communication processing module. The wireless communication module 160 receives electromagnetic waves through the antenna 2, performs frequency modulation and filtering processing on the electromagnetic wave signals, and sends the processed signals to the processor 110. The wireless communication module 160 can also receive the signal to be sent from the processor 110, perform frequency modulation and amplification on it, and convert it into electromagnetic waves through the antenna 2 for radiation.

[0056] In some embodiments, antenna 1 of in-vehicle device 100 is coupled to mobile communication module 140, and antenna 2 is coupled to wireless communication module 160, such that in-vehicle device 100 can communicate with the network and other devices through wireless communication technologies. The wireless communication technologies may include global system for mobile communications (GSM), general packet radio service (GPRS), code division multiple access (CDMA), wideband code division multiple access (WCDMA), time-division code division multiple access (TD-SCDMA), long term evolution (LTE) system, etc., BT, GNSS, WLAN, NFC, FM, and / or IR technology, etc.

[0057] Sensor module 170 may include a gyroscope sensor. The gyroscope sensor can be used to determine the motion attitude of in-vehicle device 100. In some embodiments, the angular velocity and acceleration of in-vehicle device 100 around three axes (i.e., x, y, and z axes) can be collected through the gyroscope sensor to determine whether the vehicle where in-vehicle device 100 is located changes lanes.

[0058] In-vehicle device 100 can implement audio functions through audio module 180 and application processor, etc. Such as music playback, recording, etc.

[0059] Display screen 190 includes a display panel. The display panel can adopt a liquid crystal display (LCD), an organic light-emitting diode (OLED), an active-matrix organic light-emitting diode (AMOLED), a flexible light-emitting diode (FLED), a Miniled, a MicroLed, a Micro-oLed, a quantum dot light-emitting diode (QLED), etc. In some embodiments, in-vehicle device 100 may include one or N display screens 190, where N is a positive integer greater than 1.

[0060] It can be understood that Figure 1 The components shown do not constitute a specific limitation on the vehicle-mounted device 100. The vehicle-mounted device 100 may further include more or fewer components than those shown. For example, the vehicle-mounted device 100 may further include a headphone jack, a speaker, etc., or combine certain components, or split certain components, or have different component arrangements.

[0061] Figure 2 The following shows a system architecture diagram provided by an embodiment of the present application. Refer to Figure 2 As shown, the system architecture may include the following modules: a bus controller, a gyroscope sensor, a GNSS controller, a V2X communication unit, a data acquisition unit, an event detection unit, an event recording unit, a historical driving data storage unit, a driving direction calculation unit, a threshold calculation unit, a vehicle speed calculation unit, and a recommended vehicle speed decision unit.

[0062] Among them, the bus controller is used to receive vehicle signals such as vehicle speed, steering angle, gear position, and turn signal from the vehicle bus and send them to the data acquisition unit for data analysis and processing. The GNSS controller is used to receive positioning information through the GNSS antenna and send it to the data acquisition unit for data analysis and processing. The gyroscope sensor is used to periodically collect the angular velocity and acceleration of the X, Y, and Z axes of the current device and send them to the data acquisition unit for data analysis and processing. The V2X communication unit is used to implement V2X communication through the V2X antenna, obtain the signal lamp status, and send it to the vehicle speed calculation unit for processing. The data acquisition unit is used to summarize and package vehicle information, information collected by the gyroscope sensor, and information received by the GNSS controller, and then send it to the event detection unit for data analysis at a fixed period. The event detection unit is used to analyze the collected data at a fixed period to identify events such as lane change, steering, and vehicle speed. The event recording unit is used to record the detected events into the historical driving data storage unit. The driving direction calculation unit is used to calculate the most probable driving direction based on historical driving data. The threshold calculation unit is used to calculate the vehicle speed threshold on the current road according to historical data and driving data. The vehicle speed calculation unit is used to calculate the minimum vehicle speed that can pass through the signal lamp according to the signal lamp information and the driving direction. The recommended vehicle speed decision unit is used to decide whether to recommend to the user based on the minimum vehicle speed that can pass through the signal lamp and the vehicle speed threshold.

[0063] It should be understood that the embodiment of the present application may further include a volatile memory unit and a non-volatile memory unit. Among them, the volatile memory unit is used to store temporary running data, etc., and the non-volatile memory unit is used to store long-term record data required by the present application, such as the historical driving data of the user, etc.

[0064] As Figure 3 The following shows a schematic diagram of an application scenario provided by an embodiment of the present application. Refer to Figure 3As shown, this application scenario may include vehicle 11 (which may include in-vehicle devices, GNSS receivers (also known as: GNSS controllers), etc.), roadside unit RSU12, and satellite 13. In Figure 3 In the schematic diagram shown, the in-vehicle device may be: T-BOX, in-vehicle computer, or ECU. Among them, information can be transmitted between the in-vehicle computer and the T-BOX through wireless communication technology (Wi-Fi), Ethernet, or universal serial bus (USB). Information can be transmitted between the T-BOX and the ECU through CAN bus, Ethernet, or wireless communication technology (Wi-Fi). It should be understood that the GNSS receiver may be located on the in-vehicle device.

[0065] In an embodiment of the present application, the GNSS receiver may receive the location information of its own location broadcast by satellite 13. After the GNSS receiver receives the location information broadcast by satellite 13, it can calculate the location information of the GNSS receiver based on the location information broadcast by satellite 13. Moreover, the GNSS receiver can calculate the driving speed of the vehicle based on the location information of the GNSS receiver and the driving time information of the vehicle. The in-vehicle device on vehicle 11 can collect the information of traffic lights from roadside unit RSU12 for subsequent calculation of guiding vehicle speed. It should be understood that there may be at least two satellites 13, and the present application does not limit this.

[0066] The vehicle speed guiding method of the embodiments of the present application will be introduced in detail below.

[0067] First, the collection process of historical driving data will be introduced. It should be noted that the historical driving data in the embodiments of the present application can be a period of time, such as driving data within the past three months.

[0068] As Figure 4 shown, it is a flowchart of a method for collecting historical driving data provided by an embodiment of the present application. Referring to Figure 4 shown, the method may include the following steps:

[0069] S401: The in-vehicle device identifies driving events during vehicle driving.

[0070] Among them, driving events may include lane-changing events and steering (i.e., changing direction, including turning and U-turning) events of the vehicle.

[0071] Referring to Figure 5AAs shown in the figure, there are three lanes on the road, namely lane 1, lane 2, and lane 3 in sequence. Assume that vehicle A driven by the user wants to change lanes to lane 1 or lane 3 when driving in lane 2. Assume that vehicle A is driving in lane 2 and wants to change lanes to lane 3 when driving from position A to position B. Then, at position B of vehicle A, the included angle between the road direction and the driving direction of the vehicle is θ1. When the included angle θ1 between the driving direction of the vehicle and the road direction is ≥ ±5°, it can be recognized as the starting phase P1 of lane change. When vehicle A drives from lane 2 to lane 3, the included angle between the driving direction and the road can be θ1. When θ2 ≤ ±3°, it can be recognized as the ending phase P2 of lane change. If the offset distance D between P2 and the vertical direction of the road direction with respect to P1 is ≥ ±3m, it can be recognized as a lane change. When θ ≥ ±30°, stop recognition.

[0072] When a vehicle wants to turn, generally, a turning event occurs when passing through an intersection. In the embodiment of the present application, the driving direction of the vehicle can be determined by the relative positions of the identification information of the road where the vehicle enters and the identification information of the road where the vehicle exits during the driving process of the vehicle, and then it can be determined whether the vehicle has a turning event. Exemplarily, refer to Figure 5B As shown in the figure, assume that the identification information of the roads included at a certain intersection includes 0, 1, 2, 3, and 4. Vehicle A is driving on the road with the road identification information of 0. If vehicle A exits the road with the identification information of 0 and enters the road with the identification information of 3, then the driving direction of vehicle A can be determined as the direction shown by the arrow in the figure. At this time, it can be determined that vehicle A has a turning event.

[0073] S402: The in-vehicle device records the driving event.

[0074] In the embodiment of the present application, during the driving process of the vehicle, the in-vehicle device can collect the driving events of the vehicle in real time and record the driving events of the vehicle. Exemplarily, the recording can be performed in the manner shown in Table 1 below.

[0075] Table 1

[0076]

[0077] It should be understood that Table 1 is only a schematic illustration. The time recorded in the embodiment of the present application refers to the time information during the whole process from the vehicle starting with ignition to stopping with extinguishing. For example, time 1 can be 7:20 on March 20, 2021, when the user gets in the car and starts the vehicle. It should be noted that the road ID can also be the name of this road, such as College Road, etc. The present application does not make any limitation in this regard.

[0078] Based on the driving events recorded in Table 1, the in-vehicle device can also calculate the average speed and the maximum speed on different roads according to the recorded vehicle speed, and record the average speed and the maximum speed according to the road ID. Exemplarily, refer to Table 2 as shown below.

[0079] Table 2

[0080]

[0081] It should be understood that the values in Table 2 are only illustrative. During the actual driving of the vehicle, the average speed and the maximum speed are different from the values given in the above table.

[0082] Among them, the road category (or called: road attribute) may include: expressway, arterial road, secondary arterial road, branch road, highway, etc. Since the driving requirements for different road categories are different, for example, the requirements for the maximum driving speed of different road categories are different, in the embodiments of the present application, the average speed and the maximum speed can also be statistically calculated for different road categories. Exemplarily, refer to Table 3 as shown below.

[0083] Table 3

[0084] Road type Average speed Maximum speed Expressway <![CDATA[V A1 > <![CDATA[V M1 > Arterial road <![CDATA[V A2 > <![CDATA[V M2 > Sub-arterial road <![CDATA[V A3 > <![CDATA[V M3 > Collector road <![CDATA[V A4 > <![CDATA[V M4 > High-speed road <![CDATA[V A5 > <![CDATA[V M5 >

[0085] It should be understood that the above table is only a form of storing historical driving data, and the embodiments of the present application are not limited thereto.

[0086] It should be noted that for the vehicle speed of V < 10 km / h (too low vehicle speed), it can be excluded in the embodiments of the present application. That is to say, only the vehicle speeds of V > 10 km / h are retained when calculating the average speed and the maximum speed.

[0087] S403: The in-vehicle device updates the driving data according to the recorded driving events.

[0088] As a possible implementation manner, in order to ensure the validity of the driving data and improve the calculation accuracy of the subsequent recommended vehicle speed, the storage time of the driving data can be set, that is, the driving data of the user can be updated regularly. For example, the user can set the storage time of the driving data according to his own needs. For example, it is set to update the driving data every 1 month. Assuming that the driving data stores the driving data within 3 months (for example, from January 3rd to April 3rd), then the in-vehicle device can update the driving data on May 4th, that is, update it to the driving data within February 3rd to May 3rd.

[0089] Exemplarily, refer to Figure 5C as shown, the schematic diagram of the storage format of the user driving data provided by the embodiments of the present application. Figure 5COnly the lane ID on which the vehicle travels on a road ID, the number of lane changes (including the number of left lane changes, the number of right lane changes, and the number of straight runs), and the driving direction (including the number of times of driving from the current road ID to other road IDs) are schematically shown. Among them, Figure 5C the departure count of Road(0) in Figure 5C represents the number of times the vehicle exits from Road 0.

[0090] It should be understood that the storage format is not limited to Figure 5C the format shown. For example, the driving data of the user can also be stored in the form of a table or the like. It should be noted that the driving data of the user can be stored locally in the in-vehicle device or in the cloud. This application does not make any restrictions on this.

[0091] So far, the in-vehicle device can save the historical driving data of the user so as to calculate the guided vehicle speed using the historical driving data later. Next, a solution for the in-vehicle device to guide the vehicle speed using historical driving will be introduced.

[0092] As Figure 6 shown, it is a flowchart of a vehicle speed guidance method provided by an embodiment of this application. Referring to Figure 6 shown, the method may include the following steps:

[0093] S601: The in-vehicle device determines that the distance between the current position of the vehicle and the intersection to which the current vehicle is going to travel meets the set condition.

[0094] In some embodiments, the satellite can periodically broadcast its own position information. After the GNSS receiver receives the position information broadcast by the satellite, the position information of the GNSS receiver can be calculated through the position information broadcast by the satellite. In this way, the in-vehicle device can use the position information of the GNSS receiver as the current position information of the vehicle. In addition, the in-vehicle device can obtain the position information of the intersection through the V2X communication unit, or can also obtain the position information of the intersection through the navigation information on other vehicles, etc. This application does not make specific restrictions on this.

[0095] During the driving process of the vehicle, the in-vehicle device can obtain the position information of the vehicle from the GNSS receiver, and then determine the distance between the vehicle and the intersection according to the position information of the vehicle. For example, assuming that the position information of the vehicle is D1 and the position information of the intersection is D2, then the distance between the vehicle and the intersection is the absolute value of the difference between D2 and D1. In the embodiment of this application, when the distance between the vehicle and the intersection is less than or equal to the set threshold, such as 300m, the calculation of the guided vehicle speed can be triggered. That is to say, when the vehicle travels to 300m away from the intersection, the calculation of the guided vehicle speed can start. And the in-vehicle device can calculate the guided vehicle speed at a period of T (T = 1s).

[0096] S602: The in-vehicle device obtains the current time information and the road ID of the current road being traveled.

[0097] In the embodiments of the present application, when the vehicle is traveling on a road, the in-vehicle device can obtain the current time information and the road ID of the current road being traveled. Among them, the time information is the world time, that is, what time it is currently; the road ID is used to identify which road the vehicle is traveling on. For example, the vehicle driven by the user is traveling on Road ID 2 at 7:20 in the morning, then the time information that the in-vehicle device can obtain at this time is 7:20 in the morning, and the road ID is 2. Or the time information can also be the time information of which year and month, such as 7:20 in the morning on March 21, 2021.

[0098] Among them, the road ID can be obtained through historical driving data, or can be obtained through other vehicles, or can also be obtained by the driving recorder taking pictures of roadside road signs, etc. The present application does not limit this. It should be understood that if the road ID is obtained through navigation information when recording historical driving data, the road ID can be saved according to the navigation information. When the driver drives into this road again, the in-vehicle device can automatically match the road ID of this road.

[0099] S603: The in-vehicle device determines, based on the time period in which the current time information is located and the road ID of the current road being traveled, the intersection that the vehicle is about to reach on the current road being traveled and the target driving direction at that intersection in the historical driving data.

[0100] Specifically, the in-vehicle device can determine, based on the time period in which the current time information is located and the road ID of the current road being traveled, the intersection that the vehicle is about to reach on this road and the driving direction at that intersection in the historical driving data. It should be understood that in the present application, "driving direction" and "traveling direction" are sometimes used interchangeably, and it should be understood that they have the same meaning.

[0101] In some embodiments, the in-vehicle device can predict the current driving direction only based on the number of driving times in each direction at that intersection in the historical driving data. Specifically, the in-vehicle device can determine, based on the time period in which the current time information is located and the road identification information of the current road being traveled, the driving direction record information in each direction at the intersection that the vehicle is about to reach in the historical driving data; the driving direction record information includes the number of driving times in each direction at that intersection, and then the driving direction with the most number of times among the number of driving times in each direction is used as the driving direction of the vehicle at that intersection. Among them, Figure 4 The historical driving data saved in the illustrated embodiments can include the corresponding relationships of multiple time period information, road identification information, intersection information to be reached, and driving direction record information in each direction at the intersection to be reached.

[0102] For example, after a user drives on the same road multiple times, the driving habits of the user on that road will form a memory in the in-vehicle device. For example: every morning, merge from the middle lane to the left lane on this section of the road and turn left at the next intersection. The average driving speed on this section of the road is 40 km / h, and the maximum driving speed is 60 km / h. When the user drives on this road again, the in-vehicle device will match the user's historical driving data in real time and infer the driving direction at the upcoming intersection in real time. For example: when the user drives into this section of the road again in the morning, the in-vehicle device will make a speculation that the user will merge left and turn left.

[0103] In some other embodiments, the in-vehicle device can predict the current driving direction of the vehicle according to the probabilities of each lane driving in each driving direction and the lane changing probability in the historical driving data. Specifically, the in-vehicle device can obtain the lane identifier of the target lane on which the vehicle where the in-vehicle device is located is currently driving. Wherein, the target lane is one of at least one lane included in the first road. Then, the in-vehicle device can determine, according to the time period where the current time information is located, the road ID currently traveled, and the lane identifier, the driving direction record information at the intersection where the vehicle will travel when driving from the target lane in the current road; the driving direction record information includes the number of driving times in each driving direction at the intersection where the vehicle will travel when driving from the target lane.

[0104] Next, the in-vehicle device can determine the probability values of each driving direction at the intersection where the vehicle will travel when driving from the target lane. Wherein, the probability value of any driving direction is the ratio of the number of driving times in any driving direction to the total number of driving times of the vehicle on the current road traveled, and finally, the driving direction corresponding to the maximum probability value among the determined probability values of each driving direction is used as the driving direction at the intersection where the vehicle will travel when driving through the target lane in the current road traveled.

[0105] The following details this process. Due to the existence of the no-lane-changing line on the road, during the driving process of the vehicle, the closer the vehicle is to the no-lane-changing line, the lower the probability of lane change. Assume the distance between the vehicle and the intersection is D 1 , the length of the no-lane-changing line is D 2 , and the preset maximum distance between the vehicle and the intersection is D 3 , then the probability of lane change during the driving process of the vehicle can be calculated by the following formula:

[0106] Straight-ahead probability:

[0107] Probability of changing lanes to the left P L / Probability of changing lanes to the right P R : P L = PR = (1 - P D ) / 2。

[0108] It should be understood that the preset maximum distance between the vehicle and the intersection is D 3 which refers to the maximum distance at which the in-vehicle device starts to calculate the guiding vehicle speed, that is, it can be understood as the set threshold of 300 m in S601.

[0109] During the actual driving process of the vehicle, the in-vehicle device can obtain the distance D between the vehicle and the intersection 1 , that is, the actual distance between the vehicle and the intersection. The length of the prohibited lane change line can be obtained from the RSU through the V2X communication unit, so that the lane change probability of the vehicle during driving can be calculated.

[0110] It should be noted that the lane change probability calculated according to the above formula can be understood as the standard lane change probability, that is, for all vehicles driving, the probability of being able to change lanes on this road is the same.

[0111] Considering the user's living habits, for example, the time to leave home for work every day is basically fixed around a certain time point. Therefore, in some embodiments, the in-vehicle device can determine a time range based on the current time information. For example, if the current time information is 7:20 in the morning, the time range can be: 7:15 to 7:25 in the morning. Then calculate the lane change probability of the vehicle on this road within this time range recorded in the historical driving data.

[0112] Assume that the total number of trips on this road is M, the number of left lane changes is L, and the number of right lane changes is R. Then the probability of going straight in the historical driving data within this time range and on this section of the road is: The probability of a left lane change is: The probability of a right lane change is: Exemplarily, assume that the total number of trips of the vehicle on this road from 7:15 to 7:25 in the morning in the historical driving data is 60 times, the number of left lane changes is 40 times, and the number of right lane changes is 10 times. Then

[0113] In the embodiments of the present application, the standard lane change probability can be corrected based on the lane change probability in the historical driving data. For example, it can be corrected according to the following formula:

[0114] The corrected probability of going straight:

[0115] The corrected lane change probability:

[0116] After calculating the lane-changing probability, the driving direction probability in each direction can be calculated based on historical driving data and the lane-changing probability of each lane, and the driving probabilities in each direction are sorted, and the driving direction with the highest driving probability is selected as the target driving direction. In some embodiments, the probability of the driving direction can be calculated by the following formula:

[0117] P j(j＝方向) =∑ i＝L，D，R (P i *P ij )

[0118] Wherein, P ij represents the probability of turning to the driving direction j in the current lane (i = D) and the left and right lanes (i = L, R) within the current time range, that is, the probability of the vehicle turning to the driving direction j in each lane. Since during the driving of the vehicle, as the distance between the vehicle and the intersection changes, the lane-changing probability (or the straight-ahead probability) of the vehicle also changes accordingly. Therefore, in the embodiments of the present application, when calculating the probability of the vehicle turning to the driving direction j in each lane, the straight-ahead probability and the lane-changing probability are considered simultaneously. It should be understood that the deformation of this formula is also included in the protection scope of the present application. For example, the probability of driving in each direction is calculated by the sum of the probabilities of driving in each lane in each direction.

[0119] Exemplarily, assuming that j is a left turn, that is, the above formula calculates the left-turn probability of the vehicle, then the left-turn probability can include the sum of three parts:

[0120] P j(j＝左转方向) =(P D *P D左转 )+(P L *P L左转 )+(P R *P R左转 )

[0121] Wherein, P D *P D左转 represents the left-turn probability in the current lane (lane D), P L *P L左转 represents the left-turn probability in the left lane of the current lane, and P R *P R左转 represents the left-turn probability in the right lane of the current lane.

[0122] In other words, the driving probability in the left-turn direction refers to the probability of not changing lanes (going straight) in the current lane * the left-turn probability in the current lane + the probability of changing lanes in the current lane * the left-turn probability after changing lanes. That is, the sum of the probability of going straight and turning left in the current lane and the probability of turning left after changing lanes in the current lane.

[0123] It should be noted that P ijIt can be calculated from historical driving data. For example, the probability of turning left in the current lane in historical driving data is the ratio between the number of times of turning left in the current lane and the total number of times of driving on this road.

[0124] In some other embodiments, if there is no data of this road in the historical driving data, the in-vehicle device can obtain the current real-time traffic data, and then calculate the driving direction probabilities in all directions according to the average probability. Exemplarily, vehicles can interact information through V2X (such as V2V), obtain the driving trajectories of vehicles at intersections, identify the possible driving directions of each lane and the variable lane intervals, and construct the lane driving direction information and the length information of the lane-changing prohibition line, so as to obtain the real-time traffic data, and then calculate the driving probabilities in all directions. It should be understood that this method can be applied to scenarios lacking map data.

[0125] S604: The in-vehicle device obtains the position of the vehicle and the position of the intersection that the vehicle is about to drive to, and determines the distance between the vehicle and the intersection according to the position of the vehicle and the position of the intersection that the vehicle is about to drive to.

[0126] It should be understood that for the acquisition of the position of the vehicle, reference can be made to the introduction in S601, and details will not be repeated here.

[0127] The position of the intersection that the vehicle is about to drive to can be determined in the following way: The in-vehicle device can send the information of the intersection that the vehicle is about to drive to to the roadside unit RSU. The RSU can be the RSU near the in-vehicle device. Then the in-vehicle device can receive the position of the intersection that the vehicle is about to drive to fed back by the RSU. The position of this intersection is obtained by querying the corresponding relationship between the information of multiple intersections and the positions of the intersections using the information of this intersection. Of course, in the embodiments of the present application, the position of the intersection can also be obtained through the vehicle where other in-vehicle devices are located. For example, it can be obtained through the navigation information on other vehicles, etc. The present application does not make any limitation in this regard.

[0128] S605: The in-vehicle device obtains the time information of the traffic signal at the intersection that the vehicle is about to drive to in the target driving direction, and determines the guiding vehicle speed at which the vehicle can pass through the intersection according to the time information in the target driving direction and the distance between the vehicle and the intersection.

[0129] In the embodiments of the present application, the in-vehicle device can obtain the signal lamp information corresponding to the intersection ahead and the target driving direction through the V2X communication unit. Exemplarily, assume that the vehicle is driving on the road. The intersection ahead is the intersection closest to the current position in the current driving direction, such as intersection 1. If the vehicle wants to go straight through intersection 1, it is necessary to obtain the traffic light information of intersection 1, and then calculate the guiding vehicle speed according to the time on the traffic light.

[0130] Suppose the traffic light information at the upcoming intersection 1 is as follows: green light, remaining 10 s, and the vehicle is 240 m away from the intersection 1. If the vehicle wants to pass through intersection 1 within this green light, that is, within 10 s, the required guiding speed (such as V1) is the ratio of the distance to the time, V1 = 240 / 10 = 24 m / s. Suppose the current traffic light status information is red, then it is necessary to determine the end time of the green light in the next green light state.

[0131] It should be noted that the guiding speed refers to the minimum speed of the vehicle passing through the intersection during this green light.

[0132] S606: The in-vehicle device determines whether the guiding speed is greater than the speed threshold. If the guiding speed is greater than the speed threshold, then execute S607. If the guiding speed is less than the speed threshold, then execute S608.

[0133] S607: The in-vehicle device does not recommend the guiding speed to the user.

[0134] S608: The in-vehicle device recommends the guiding speed to the user.

[0135] As a possible implementation method, the speed threshold can be calculated through the average speed and the maximum speed on different road categories in the historical driving data. Specifically, the road category where the vehicle is currently traveling can be obtained, and then the average speed and the maximum speed in this road category can be found in the historical driving data. For example, if the current road being traveled is an expressway, then the corresponding average speed V A1 and the maximum speed V M1 .

[0136] For the speed threshold, such as denoted as V2, it can be specified in the following way: V2 = Min(V A1 *K, V M1 ), that is, the speed threshold can be the minimum value between the average speed multiplied by the set proportionality coefficient and the maximum speed. K is a coefficient that can be specified by the user, for example, it can take a value of 120%. Suppose the average speed is 40 Km / h and the maximum speed is 60 Km / h, then the speed threshold V2 = Min(40 Km / h * 120%, 60 Km / h) = 48 Km / h.

[0137] As another possible implementation, the speed threshold can also be calculated based on the driver's driving state, average speed, and maximum speed in historical driving data. That is, it is possible to determine whether the driver is fatigued based on the driving duration, and adjust the speed threshold calculated according to the historical driving data in combination with the driver's health status information. Exemplarily, when the driving duration is greater than a set duration (for example, 4 hours), the driver is considered fatigued. It should be understood that the driving duration refers to the duration of driving by the driver since the vehicle was started this time. The driver's health status information (such as heart rate, blood oxygen saturation, sleep status information, such as the rest status the previous night, etc.) can be obtained through wearable devices carried by the driver, such as watches, bracelets, etc.

[0138] If the driver is fatigued or the physical health status is not good, then in consideration of safety, the speed threshold can be appropriately adjusted. For example, the speed threshold can be reduced by 20%. For example, if the calculated speed threshold V2 = 48 Km / h, then at this time V2 = 48 - 48 * 20% = 38.4 Km / h.

[0139] In the embodiments of the present application, to ensure safety, if the guiding speed calculated by the in-vehicle device is higher than the speed threshold, the guiding speed is not recommended to the user, that is, the driver is not advised to pass through the intersection during the current green light. Exemplarily, assuming the calculated speed threshold V2 = 40 Km / h and the calculated guiding speed V1 = 50 Km / h, the user is not advised to pass through the intersection during the current green light.

[0140] Through the above solution, when the in-vehicle device recommends the guiding speed, it can combine the driver's driving habits to provide a personalized speed suggestion for the driver, thereby improving the accuracy of the speed suggestion, ensuring safety, and enhancing the user experience.

[0141] In the above embodiments provided by the present application, the method provided by the embodiments of the present application is introduced from the perspective of the in-vehicle device as the execution subject. To implement the various functions in the method provided by the embodiments of the present application, the in-vehicle device can include a hardware structure and / or software module, and implement the above various functions in the form of a hardware structure, a software module, or a combination of a hardware structure and a software module. Whether a certain function among the above various functions is executed in the form of a hardware structure, a software module, or a combination of a hardware structure and a software module depends on the specific application and design constraints of the technical solution.

[0142] As Figure 7 shown, some other embodiments of the present application disclose an in-vehicle device. Refer to Figure 7As shown in the figure, the in-vehicle device 700 includes: a transceiver 701; one or more processors 702; one or more memories 703; and one or more computer programs 704 (not shown in the figure). The above-mentioned devices can be connected through one or more communication buses 705.

[0143] Among them, the transceiver 701 is used to obtain time information and road identification information; the memory 703 stores one or more computer programs, and the one or more computer programs include instructions; the processor 702 calls the instructions stored in the memory 703, so that the in-vehicle device 700 executes the following steps:

[0144] The transceiver 701 obtains first time information and first road identification information, where the first road identification information is the identification information of the first road on which the first vehicle where the in-vehicle device is located is currently traveling; the first time information is used to represent the current time;

[0145] The processor 702 determines, according to the time period where the first time information is located and the first road identification information, the first intersection that the first vehicle is about to drive to on the first road and the driving direction at the first intersection; among them, the historical driving data includes the corresponding relationships of multiple time period information, road identification information, intersection information to be driven to, and driving direction record information at the intersections to be driven to;

[0146] The transceiver 701 obtains the position of the first vehicle and the position of the first intersection;

[0147] The processor 702 determines the distance between the first vehicle and the first intersection according to the position of the first vehicle and the position of the first intersection;

[0148] The transceiver 701 obtains second time information, where the second time information represents the end time of the green light when the traffic signal at the first intersection is in the green light state in the driving direction, or represents the end time of the green light of the next upcoming green light state when the traffic signal at the first intersection is in the red light state in the driving direction;

[0149] The processor 702 determines the guiding vehicle speed at which the first vehicle can drive through the first intersection in the driving direction according to the distance, the first time information, and the second time information.

[0150] In a possible implementation manner, when the instruction is called and executed by the one or more processors 702, before the in-vehicle device 700 determines the guiding vehicle speed at which the first vehicle can drive through the first intersection in the driving direction, the following steps are further executed:

[0151] The processor 702 determines that the distance between the first vehicle and the first intersection is less than or equal to a set threshold value.

[0152] In a possible implementation manner, when the instruction is called and executed by the one or more processors 702, the in-vehicle device 700 determines the driving direction of the first vehicle at the first intersection from historical driving data and performs the following steps:

[0153] According to the time period where the first time information is located and the first road sign information, determine the driving direction record information corresponding to the first vehicle at the first intersection to be traveled in the historical driving data; the driving direction record information includes the number of driving times in each driving direction at the first intersection.

[0154] Use the driving direction with the largest number of times among the number of driving times in each driving direction as the driving direction of the first vehicle at the first intersection.

[0155] In a possible implementation manner, when the instruction is called and executed by the one or more processors 702, the in-vehicle device 700 determines the driving direction of the first vehicle at the first intersection from historical driving data and performs the following steps:

[0156] Obtain the lane identifier of the target lane on which the first vehicle is currently traveling; the target lane is one of at least one lane included in the first road; according to the time period where the first time information is located, the first road sign information, and the lane identifier, determine the driving direction record information corresponding to the first vehicle at the first intersection to be traveled when traveling from the target lane in the first road in the historical driving data; the driving direction record information includes the number of driving times in each driving direction at the first intersection when traveling from the target lane; determine the probability value of each driving direction of the first vehicle at the first intersection when traveling from the target lane, and the probability value of any driving direction is the ratio of the number of driving times in the any driving direction to the total number of driving times of the first vehicle on the first road; use the driving direction corresponding to the largest probability value among the determined probability values of each driving direction as the driving direction of the first vehicle at the first intersection when passing through the target lane in the first road.

[0157] In a possible implementation manner, the probability value of any driving direction conforms to the following formula:

[0158] P j =∑ i＝L，D，R (P i *P ij )

[0159] where j represents the driving direction, and P j represents the probability value corresponding to the driving direction j, and P i represents the lane-changing probability / straight-ahead probability of the first vehicle in the i-th lane on the first road, and P ij represents the probability value of the driving direction j of the first vehicle at the first intersection when driving in the i-th lane. D represents the target lane, L represents the left lane of the target lane, and R represents the right lane of the target lane.

[0160] In a possible implementation manner, when the instruction is called and executed by the one or more processors 702, the in-vehicle device 700 executes the following steps when obtaining the second time information:

[0161] Obtain the second time information through the first roadside unit RSU, where the first RSU is the RSU at the first intersection; or the in-vehicle device obtains the second time information through the second RSU, and the second time information is sent by the first RSU to the second RSU, where the second RSU is the RSU near the in-vehicle device.

[0162] In a possible implementation manner, when the instruction is called and executed by the one or more processors 702, the in-vehicle device 700 executes the following steps when obtaining the position of the first intersection:

[0163] Send the information of the first intersection to the second roadside unit RSU, where the second RSU is the RSU near the in-vehicle device; receive the position of the first intersection fed back by the second RSU, and the position of the first intersection is obtained by querying the correspondence between the information of multiple intersections and the positions of the intersections using the information of the first intersection.

[0164] In a possible implementation manner, when the instruction is called and executed by the one or more processors 702, the in-vehicle device 700 further executes the following steps:

[0165] When the processor 702 determines that the guided vehicle speed is less than the set threshold, recommend the guided vehicle speed to the user driving the first vehicle. Wherein, the set threshold is determined by the in-vehicle device according to the first average driving speed and the first maximum driving speed, and the first average driving speed and the first maximum driving speed correspond to the category of the first road.

[0166] In a possible implementation manner, the transceiver 701 is further used for:

[0167] Obtain the driving duration of the user driving the first vehicle, where the driving duration is the driving duration from the user's current start of the first vehicle to the current time point; adjust the set threshold according to the driving duration.

[0168] In an embodiment of the present application, the processor 702 may be a general-purpose processor, a digital signal processor, an application-specific integrated circuit, a field-programmable gate array, or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, and can implement or execute the various methods, steps, and logic block diagrams disclosed in the embodiments of the present application. The general-purpose processor may be a microprocessor or any conventional processor, etc. The steps of the method disclosed in combination with the embodiments of the present application can be directly embodied as being executed by the hardware processor, or executed by a combination of hardware and software modules in the processor. The software module may be located in the memory 703, and the processor 702 reads the program instructions in the memory 703 and combines its hardware to complete the steps of the above method.

[0169] In an embodiment of the present application, the memory 703 may be a non-volatile memory, such as a hard disk drive (HDD) or a solid-state drive (SSD), etc., or may also be a volatile memory, such as RAM. The memory may also be any other medium that can be used to carry or store the desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited thereto. The memory in the embodiments of the present application may also be a circuit or any other device capable of implementing a storage function, for storing instructions and / or data.

[0170] Those skilled in the art can clearly understand that for the convenience and brevity of description, the specific working processes of the above-described devices and units can refer to the corresponding processes in the foregoing method embodiments, and will not be elaborated herein.

[0171] Based on the above embodiments, the present application further provides a computer storage medium, in which a computer program is stored. When the computer program is executed by the computer, the computer is caused to execute the vehicle speed guidance method provided in the above embodiments.

[0172] The embodiments of the present application also provide a computer program product, including instructions, which when running on a computer, cause the computer to execute the vehicle speed guidance method provided in the above embodiments.

[0173] Embodiments of the present application are described with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and computer program products according to embodiments of the present application. It should be understood that each flow and / or block in the flowchart and / or block diagram, and the combination of flows and / or blocks in the flowchart and / or block diagram, can be implemented by instructions. These instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, such that the instructions executed by the processor of the computer or other programmable data processing device generate means for implementing the functions specified in one flow Figure 1 one flow or multiple flows and / or blocks Figure 1 or multiple blocks.

[0174] These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing device to work in a specific manner, such that the instructions stored in the computer-readable memory generate a manufactured article including instruction means that implement the functions specified in one flow Figure 1 one flow or multiple flows and / or blocks Figure 1 or multiple blocks.

[0175] These computer program instructions can also be loaded onto a computer or other programmable data processing device, such that a series of operation steps are executed on the computer or other programmable device to generate a computer-implemented process, so that the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in one flow Figure 1 one flow or multiple flows and / or blocks Figure 1 or multiple blocks.

Claims

1. A vehicle speed guidance method, characterized in that, it includes: The in-vehicle device obtains first time information and first road identification information, where the first road identification information is the identification information of the first road on which the first vehicle where the in-vehicle device is located is currently traveling; the first time information is used to represent the current time; The in-vehicle device determines, according to the time period where the first time information is located and the first road identification information, the first intersection that the first vehicle will travel to on the first road and the driving direction at the first intersection in the historical driving data; wherein, the historical driving data includes the corresponding relationships of multiple time period information, road identification information, intersection information to be traveled to, and driving direction record information at the intersections to be traveled to; The in-vehicle device obtains the position of the first vehicle and the position of the first intersection, and determines the distance between the first vehicle and the first intersection according to the position of the first vehicle and the position of the first intersection; The in-vehicle device obtains second time information, where the second time information represents the end time of the green light when the traffic signal at the first intersection is in the green light state in the driving direction, or represents the end time of the green light of the next coming green light state when the traffic signal at the first intersection is in the red light state in the driving direction; The in-vehicle device determines the guiding vehicle speed at which the first vehicle can travel through the first intersection in the driving direction according to the distance, the first time information, and the second time information; The method further includes: When the in-vehicle device determines that the guiding vehicle speed is less than the set threshold, it recommends the guiding vehicle speed to the user driving the first vehicle; wherein, the set threshold is determined by the in-vehicle device according to the first average driving speed and the first maximum driving speed, and the first average driving speed and the first maximum driving speed correspond to the category of the first road; The in-vehicle device obtains the driving duration of the user driving the first vehicle, and the driving duration is the driving duration from the time when the user starts the first vehicle this time to the current time point; The in-vehicle device adjusts the set threshold according to the driving duration.

2. The method according to claim 1, characterized in that, Before the in-vehicle device determines the guiding vehicle speed at which the first vehicle can travel through the first intersection in the driving direction, the method further includes: The in-vehicle device determines that the distance is less than or equal to the set threshold.

3. The method according to claim 1 or 2, characterized in that, When the in-vehicle device determines the driving direction of the first vehicle at the first intersection in the historical driving data, it includes: The in-vehicle device determines, according to the time period where the first time information is located and the first road identification information, the driving direction record information of the first vehicle corresponding to the first intersection to be traveled to in the historical driving data; the driving direction record information includes the number of driving times in each driving direction at the first intersection. The in-vehicle device takes the driving direction with the largest number of driving times among the driving times in each driving direction as the driving direction of the first vehicle at the first intersection.

4. The method according to claim 1 or 2, wherein, the in-vehicle device determines the driving direction of the first vehicle at the first intersection in the historical driving data, including: the in-vehicle device obtains the lane identifier of the target lane on which the first vehicle is currently driving; the target lane is one of at least one lane included in the first road; the in-vehicle device determines, in the historical driving data, the driving direction record information of the first vehicle at the first intersection to be reached when driving from the target lane in the first road according to the time period where the first time information is located, the first road identifier information, and the lane identifier; the driving direction record information includes the driving times in each driving direction at the first intersection when driving from the target lane; the in-vehicle device determines the probability value of each driving direction of the first vehicle at the first intersection when driving from the target lane, and the probability value of any driving direction is the ratio of the driving times of the any driving direction to the total number of driving times of the first vehicle on the first road; the in-vehicle device takes the driving direction corresponding to the maximum probability value among the determined probability values of each driving direction as the driving direction of the first vehicle at the first intersection when driving through the target lane in the first road.

5. The method according to claim 4, wherein, the probability value of any driving direction conforms to the following formula: ； where j represents the driving direction, represents the probability value corresponding to the driving direction j, represents the lane-changing probability / straight-ahead probability of the first vehicle in the i-th lane on the first road, represents the probability value of the driving direction j of the first vehicle at the first intersection when driving in the i-th lane, D represents the target lane, L represents the left lane of the target lane, and R represents the right lane of the target lane.

6. The method according to claim 1, wherein, the in-vehicle device obtains the second time information, including: the in-vehicle device obtains the second time information through the first roadside unit, and the first roadside unit is the roadside unit at the first intersection; or the in-vehicle device obtains the second time information through the second roadside unit, and the second time information is sent by the first roadside unit to the second roadside unit, and the second roadside unit is the roadside unit near the in-vehicle device.

7. The method according to claim 1, wherein, the in-vehicle device obtains the location of the first intersection, including: the in-vehicle device sends the information of the first intersection to the second roadside unit, and the second roadside unit is the roadside unit near the in-vehicle device; the in-vehicle device receives the location of the first intersection fed back by the second roadside unit, and the location of the first intersection is obtained by querying the corresponding relationship between the information of multiple intersections and the locations of the intersections using the information of the first intersection.

8. An in-vehicle device, wherein, comprising: a processor; a memory; and a computer program, the computer program is stored in the memory, and when the computer program is executed by the processor, the in-vehicle device executes the method according to any one of claims 1-7.

9. A computer-readable storage medium, wherein, including a computer program which, when running on an electronic device, causes the electronic device to execute the method according to any one of claims 1-7.

10. A computer program product, characterized in that it includes a computer program which, when running on a computer, causes the computer to execute the method according to any one of claims 1-7.

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