A vehicle bump speed limit method, device, chip, terminal and computer device

Abstract

The present application provides a vehicle bump speed limit method, device, chip, terminal and computer device. The method includes: receiving the cloud planned speed corresponding to each path point of the bumpy section sent by the cloud; controlling a first vehicle to travel on the bumpy section according to the cloud planned speed, and calculating the real-time planned speed of the first vehicle at each path point; calculating the target driving speed corresponding to each path point according to the cloud planned speed and the real-time planned speed, and adjusting the driving speed of the first vehicle on the bumpy section according to the target driving speed; wherein, the cloud planned speed is the driving speed of a second vehicle when traveling on the bumpy section. On the one hand, the vehicle can adjust the vehicle speed in advance, which can reduce the situation of bumpy driving on the bumpy section. On the other hand, the latest speed limit value of each path point of the vehicle on the bumpy section can be obtained, with high timeliness, improving the driving effect of the vehicle on the bumpy section.

Description

Technical Field

[0001] This application relates to the technical field of vehicle control, and in particular, to a vehicle bump speed limit method, a vehicle bump speed limit device, a chip, a terminal, a computer device, and a computer-readable storage medium. Background Art

[0002] During driving, vehicles often encounter uneven roads. When driving on uneven roads, the vehicle will experience relatively large bumps, which may lead to problems such as a decline in the detection performance of sensors on the vehicle, shortening the service life of the vehicle.

[0003] In related technologies, a combined navigation component is used to output vehicle body attitude or vehicle state information to determine bumpy sections, and warning lights and buzzers are used for warning. However, it cannot achieve early detection of bumpy sections, cannot automatically reduce the speed of the vehicle, and cannot avoid high-speed unstable driving of the vehicle on bumpy sections. Summary of the Invention

[0004] In view of this, this application provides a vehicle bump speed limit method, a vehicle bump speed limit device, a chip, a terminal, a computer device, and a computer-readable storage medium, which solve the problem of poor driving performance of vehicles on bumpy sections in related technologies.

[0005] In a first aspect, an embodiment of this application provides a vehicle bump speed limit method, including: receiving the cloud planned speed corresponding to each path point of a bumpy section sent from the cloud; controlling a first vehicle to drive on the bumpy section according to the cloud planned speed, and calculating the real-time planned speed of the first vehicle at each path point; calculating the target driving speed corresponding to each path point according to the cloud planned speed and the real-time planned speed, and adjusting the driving speed of the first vehicle on the bumpy section according to the target driving speed; where the cloud planned speed is the driving speed of a second vehicle when driving on the bumpy section.

[0006] According to the above vehicle bump speed limit method of the embodiment of this application, the following additional technical features may also be included:

[0007] In the above technical solution, optionally, the calculation formula for the target driving speed is:

[0008] v m =v clo +K k (v ret -v clo )

[0009] where, v m is the target driving speed, v clo is the cloud planned speed, v ret is the real-time planned speed, and K k is the real-time planning accuracy coefficient.

[0010] In any of the above technical solutions, optionally, calculating the real-time planned speed of the first vehicle at each path point includes: obtaining the trajectory area of the driving trajectory of the first vehicle, and receiving the unevenness map of the bumpy section sent by the cloud; matching the trajectory area with the unevenness map to determine the first unevenness of the path point of the first vehicle; collecting the pose information of the first vehicle, and judging whether the first vehicle has bumps during driving according to the pose information; if the first vehicle has bumps during driving, calculating the real-time planned speed of the first vehicle at each path point according to the pose information and the first unevenness.

[0011] In any of the above technical solutions, optionally, before receiving the unevenness map of the bumpy section sent by the cloud, it further includes: detecting the second unevenness of the bumpy section within the unevenness detection distance, and uploading the second unevenness to the cloud for the cloud to update the stored unevenness map of the bumpy section according to the second unevenness.

[0012] In any of the above technical solutions, optionally, detecting the second unevenness of the bumpy section within the unevenness detection distance includes: collecting the ambient light intensity of the environment where the first vehicle is located; if the ambient light intensity is less than or equal to the night operation light threshold, detecting the second unevenness of the bumpy section within the unevenness detection distance through the lidar of the first vehicle; if the ambient light intensity is greater than the night operation light threshold, detecting the second unevenness of the bumpy section within the unevenness detection distance through the lidar and the binocular camera of the first vehicle.

[0013] In any of the above technical solutions, optionally, the pose information includes front-wheel pose information and rear-wheel pose information, and the front-wheel pose information is used to judge whether the first vehicle has bumps during driving; calculating the real-time planned speed of the first vehicle at each path point according to the pose information and the first unevenness includes: determining the target pose information of the first vehicle according to the front-wheel pose information and the rear-wheel pose information; calculating the real-time planned speed of the first vehicle at each path point according to the target pose information and the first unevenness.

[0014] In any of the above technical solutions, optionally, obtaining the trajectory area of the driving trajectory of the first vehicle includes: calculating the trajectory area of the driving trajectory of the first vehicle according to the reference trajectory line, driving speed and tire shape parameters of the first vehicle; the calculation formula of the trajectory area is:

[0015]

[0016] where S tyr is the trajectory area, x(t) is the relationship between the longitudinal position of the reference trajectory line and time, y(x) is the relationship between the lateral position of the reference trajectory line and the longitudinal position, and t peris the estimated driving time for a bumpy section, v cur is the driving speed, K b is the track width coefficient of the driving track, d tyr is the tire shape parameter.

[0017] In any of the above technical solutions, optionally, the pose information includes at least one of the following: body vertical displacement, vertical acceleration, pitch angle, pitch angular velocity, pitch angular acceleration.

[0018] In any of the above technical solutions, optionally, determining whether the first vehicle experiences bumps during driving according to the first roughness and the pose information includes: if the body vertical displacement and the pitch angle have the same change frequency, the pitch angle is greater than the base pitch angle, the pitch angular velocity is greater than the base pitch angular velocity, and the pitch angular acceleration is greater than the base pitch angular acceleration, it is determined that the first vehicle experiences bumps.

[0019] In any of the above technical solutions, optionally, calculating the real-time planned speed of the first vehicle at each path point according to the pose information and the first roughness includes: calculating a first speed planning value based on the first roughness, a second speed planning value based on the vertical acceleration, a third speed planning value based on the pitch angle, and a periodic bump speed change amount; calculating the real-time planned speed of the first vehicle at each path point according to the first speed planning value, the second speed planning value, the third speed planning value, and the bump speed change amount.

[0020] In any of the above technical solutions, optionally, calculating the first speed planning value based on the first roughness includes: if the first roughness is less than or equal to the roughness lower limit threshold, the first speed planning value takes the maximum value of the traffic speed limit value of the bumpy section and the preset maximum planned speed; if the first roughness is greater than the roughness lower limit threshold and less than or equal to the roughness upper limit threshold, the calculation formula of the first speed planning value is:

[0021] v irr = k irr ×q + b irr

[0022] where, v irr is the first speed planning value, q is the first roughness, k irr is the roughness influence coefficient, b irr is the preset planned speed initial value based on the first roughness.

[0023] In any of the above technical solutions, optionally, calculating a second speed planning value based on the vertical acceleration includes: if the vertical acceleration is greater than or equal to the lower limit of the vertical acceleration and less than the upper limit of the vertical acceleration, the second speed planning value takes the maximum value between the traffic speed limit value of the bumpy section and the preset maximum planning speed; if the vertical acceleration is greater than or equal to the minimum vertical acceleration and less than or equal to the lower limit of the vertical acceleration, the calculation formula for the second speed planning value is:

[0024] v acc =k acc,1 ×a v +b acc,1

[0025] If the vertical acceleration is greater than the upper limit of the vertical acceleration and less than or equal to the maximum vertical acceleration, the calculation formula for the second speed planning value is:

[0026] v acc =k acc,2 ×a v +b acc,2

[0027] If the vertical acceleration is greater than the maximum vertical acceleration, or the vertical acceleration is less than the minimum vertical acceleration, the second speed planning value takes the preset minimum planning speed;

[0028] Wherein, v acc is the second speed planning value, k acc,1 is the vertical acceleration lower limit influence coefficient, k acc,2 is the vertical acceleration upper limit influence coefficient, b acc,1 is the speed planning value based on the vertical acceleration upper limit, b acc,2 is the speed planning value based on the vertical acceleration lower limit, maximum vertical acceleration > vertical acceleration upper limit > vertical acceleration lower limit > minimum vertical acceleration.

[0029] In any of the above technical solutions, optionally, calculating a third speed planning value based on the pitch angle includes: if the absolute value of the pitch angle, the absolute value of the pitch angular velocity, and the absolute value of the pitch angular acceleration are all less than their corresponding lower limit values, the third speed planning value takes the maximum value between the traffic speed limit value of the bumpy section and the preset maximum planning speed; if the absolute value of the pitch angle, the absolute value of the pitch angular velocity, and the absolute value of the pitch angular acceleration are all greater than or equal to their corresponding upper limit values, the third speed planning value takes the preset minimum planning speed; if the absolute value of the pitch angle is greater than or equal to its corresponding lower limit value and less than its corresponding upper limit value, or the absolute value of the pitch angular velocity is greater than or equal to its corresponding lower limit value and less than its corresponding upper limit value, or the absolute value of the pitch angular acceleration is less than its corresponding upper limit value and greater than or equal to its corresponding lower limit value and less than its corresponding upper limit value, the calculation formula for the third speed planning value is:

[0030]

[0031] Among them, v pit is the third speed planning value, k pit is the pitch angle influence coefficient, b pit is the preset planned speed initial value based on the pitch angle, θ is the pitch angle, θ0 is the basic pitch angle, ω is the pitch angular velocity, ω0 is the basic pitch angular velocity, α is the pitch angular acceleration, and α0 is the basic pitch angular acceleration.

[0032] In any of the above technical solutions, optionally, the calculation formula for the periodic bump speed change amount is:

[0033]

[0034] Among them, Δv per is the periodic bump speed change amount, v cur is the driving speed of the first vehicle, f com is the same change frequency of the body vertical displacement and the pitch angle, f0 is the basic change frequency of the body vertical displacement and the pitch angle, θ is the pitch angle, θ0 is the basic pitch angle, ω is the pitch angular velocity, ω0 is the basic pitch angular velocity, α is the pitch angular acceleration, and α0 is the basic pitch angular acceleration.

[0035] In any of the above technical solutions, optionally, the calculation formula for the real-time planned speed is:

[0036] v ret = β × v irr + γ × v acc +(1 - β - γ) × v pit + ε × Δv per

[0037] Among them, v ret is the real-time planned speed, v irr is the first speed planning value, v acc is the second speed planning value, v pit is the third speed planning value, Δv per is the periodic bump speed change amount, β is the specific gravity coefficient of the real-time planned speed based on the first roughness, γ is the specific gravity coefficient of the real-time planned speed based on the vertical acceleration, (1 - β - γ) is the specific gravity coefficient of the third speed planning value of the real-time planned speed based on the pitch angle, and ε is the bump judgment coefficient.

[0038] In a second aspect, an embodiment of the present application provides a vehicle bump speed limit device, including: a cloud interaction module, configured to receive the cloud planned speed corresponding to each path point of a bumpy section sent by the cloud; a control module, configured to control a first vehicle to travel in the bumpy section according to the cloud planned speed; a vehicle-end bump speed limit planning module, configured to calculate the real-time planned speed of the first vehicle at each path point, and calculate the target driving speed corresponding to each path point according to the cloud planned speed and the real-time planned speed; the control module is further configured to adjust the driving speed of the first vehicle in the bumpy section according to the target driving speed; wherein, the cloud planned speed is the driving speed of a second vehicle when traveling in the bumpy section.

[0039] In a third aspect, an embodiment of the present application provides a chip, which includes at least one processor and a communication interface. The communication interface is coupled to the at least one processor, and the at least one processor is configured to run a program or an instruction to implement the steps of the vehicle bump speed limit method as in the first aspect.

[0040] In a fourth aspect, an embodiment of the present application provides a terminal, characterized in that the terminal includes the vehicle bump speed limit device as in the second aspect.

[0041] In a fifth aspect, an embodiment of the present application provides a computer device, including a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that when the computer program is executed by the processor, the steps of the vehicle bump speed limit method as in the first aspect are implemented.

[0042] In a sixth aspect, an embodiment of the present application provides a computer-readable storage medium, on which a computer program is stored, characterized in that when the computer program is executed by the processor, the steps of the vehicle bump speed limit method as in the first aspect are implemented.

[0043] In the embodiment of the present application, before the first vehicle enters the bumpy section, according to the number corresponding to the bumpy section, the cloud planned speed corresponding to each path point of the bumpy section is obtained from the cloud. When the first vehicle enters the bumpy section, the first vehicle is controlled to travel in the bumpy section according to the cloud planned speed. Since the cloud planned speed is the final planned speed of the vehicle before the first vehicle, by controlling the first vehicle to travel at this cloud planned speed, the bump degree of the first vehicle during traveling in the bumpy section can be reduced. During the traveling of the first vehicle, the road surface unevenness and the vehicle pose information are detected and collected in real time, and the real-time planned speed of each path point is calculated, so as to realize the real-time planning of the speed of the first vehicle and obtain the real-time planned speed that conforms to the current driving condition. The real-time planned speed and the cloud planned speed sent by the cloud are fused to calculate the current optimal speed limit value of the first vehicle, that is, the target driving speed, and the first vehicle is controlled to adjust its speed according to the target driving speed.

[0044] In one aspect of the embodiments of the present application, since the vehicle can receive the cloud-planned speed sent from the cloud before entering a bumpy section, it can adjust the vehicle speed in advance, that is, achieve pre-deceleration processing, and thus can reduce the situation of bumpy driving in the bumpy section. In another aspect, when the vehicle is driving on a section with the same number, it will fuse the pre-planned speed in the cloud and the real-time planned speed currently planned to obtain the latest speed limit value for each path point of the vehicle in this numbered section, with high timeliness, improving the driving effect of the vehicle in the bumpy section.

[0045] The above description is only an overview of the technical solution of the present application. In order to be able to understand the technical means of the present application more clearly, it can be implemented according to the content of the specification. And in order to make the above and other purposes, features and advantages of the present application more obvious and understandable, the following specifically gives the specific embodiments of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] The drawings described herein are used to provide a further understanding of the present application, and constitute a part of the present application. The schematic embodiments of the present application and their descriptions are used to explain the present application, and do not constitute an improper limitation of the present application. In the drawings:

[0047] Figure 1 It is a schematic flowchart of the vehicle bump speed limit method according to the embodiment of the present application;

[0048] Figure 2 It is one of the structural block diagrams of the vehicle bump speed limit device according to the embodiment of the present application;

[0049] Figure 3 It is the second structural block diagram of the vehicle bump speed limit device according to the embodiment of the present application;

[0050] Figure 4 It is a schematic diagram of the working logic of the vehicle bump speed limit device according to the embodiment of the present application;

[0051] Figure 5 It is a schematic structural block diagram of the chip according to the embodiment of the present application;

[0052] Figure 6 It is a schematic structural block diagram of the terminal according to the embodiment of the present application;

[0053] Figure 7 It is a schematic structural block diagram of the computer device according to the embodiment of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0054] Next, the technical solutions in the embodiments of the present application will be clearly described in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are some, rather than all, of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application belong to the scope of protection of the present application.

[0055] The terms "first", "second", etc. in the description and claims of this application are used to distinguish similar objects, rather than to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged under appropriate circumstances, so that the embodiments of this application can be implemented in an order other than those illustrated or described herein, and the objects distinguished by "first", "second", etc. are generally of the same category, and the number of objects is not limited. For example, the first object can be one or more. In addition, "and / or" in the description and claims means at least one of the connected objects, and the character " / ", generally represents an "or" relationship between the associated objects before and after.

[0056] The vehicle bump speed limit method, vehicle bump speed limit device, chip, terminal, computer device, and computer-readable storage medium provided by the embodiments of this application will be described in detail below with reference to the accompanying drawings through specific embodiments and their application scenarios.

[0057] The embodiments of this application provide a vehicle bump speed limit method, as Figure 1 shown, the method includes:

[0058] Step 101, receiving the cloud planned speed corresponding to each path point of the bumpy section sent by the cloud, where the cloud planned speed is the driving speed of the second vehicle when driving on the bumpy section.

[0059] In this step, the open-pit mine operates in shifts, and the same shift includes multiple vehicles, that is, multiple vehicles operate in one shift. The first vehicle and the second vehicle are both one of the multiple vehicles, and the second vehicle is the previous operating vehicle of the first vehicle.

[0060] Each section on the vehicle operation route in the open-pit mine has its own section number, and the section numbers are different. Different sections can be distinguished according to the different numbers, and each section includes multiple path points. Before the first vehicle starts operating, the second vehicle has already driven along the operation route. During the driving process, by detecting and reading the road surface bump degree data, with the goal of minimizing the bump degree during the driving of the second vehicle, the driving speed of each path point of each section finally planned for the second vehicle is obtained and uploaded to the cloud for storage, which is the cloud planned speed.

[0061] Before the first vehicle enters the bumpy section, according to the number corresponding to the bumpy section, obtain the cloud planned speed corresponding to each path point of the bumpy section from the cloud. For example, the bumpy section includes n path points d1, d2, d3,..., d n , then the corresponding cloud planned speeds are v1, v2, v3,..., v n .

[0062] Step 102: Control the first vehicle to travel on the bumpy road section according to the cloud planned speed, and calculate the real-time planned speed of the first vehicle at each path point.

[0063] In this step, when the first vehicle enters the bumpy road section, control the first vehicle to travel on the bumpy road section according to the cloud planned speed. Since the cloud planned speed is the final planned speed of the previous working vehicle of the first vehicle, by controlling the first vehicle to travel at this cloud planned speed, the bumpiness degree of the first vehicle during traveling on the bumpy road section can be reduced.

[0064] Furthermore, during the traveling of the first vehicle, the road surface unevenness and vehicle pose information are detected and collected in real time, and the real-time planned speed at each path point is calculated, so as to realize the real-time planning of the speed of the first vehicle and obtain the real-time planned speed that conforms to the current traveling condition.

[0065] Step 103: Calculate the target traveling speed corresponding to each path point according to the cloud planned speed and the real-time planned speed, and adjust the traveling speed of the first vehicle on the bumpy road section according to the target traveling speed.

[0066] In this step, the real-time planned speed and the cloud planned speed sent by the cloud are fused to calculate the current optimal speed limit value of the first vehicle, that is, the target traveling speed, and control the first vehicle to adjust its speed according to the target traveling speed.

[0067] It should be noted that after obtaining the target traveling speed of the first vehicle on the bumpy road section, the target traveling speed can be uploaded to the cloud to overwrite the original cloud planned speed stored for this bumpy road section, so as to realize the update of the cloud planned speed for use in planning the speed of the next working vehicle.

[0068] In the embodiment of the present application, on the one hand, since the vehicle will receive the cloud planned speed sent by the cloud before entering the bumpy road section, it can adjust the vehicle speed in advance, that is, realize the advance speed reduction process, and thus the situation of bumpy traveling in the bumpy road section can be reduced. On the other hand, when the vehicle travels on the road section with the same number, it will fuse the cloud planned speed in advance and the real-time planned speed currently planned to obtain the latest speed limit value of each path point in this numbered road section, with high timeliness and improved traveling effect of the vehicle on the bumpy road section.

[0069] In one embodiment of the present application, calculating the real-time planned speed of the first vehicle at each path point includes: obtaining the trajectory area of the driving trajectory of the first vehicle and receiving the roughness map of the bumpy section sent by the cloud; matching the trajectory area with the roughness map to determine the first roughness of the path point of the first vehicle; collecting the pose information of the first vehicle and, based on the pose information, determining whether the first vehicle experiences bumps during driving; if the first vehicle experiences bumps during driving, calculating the real-time planned speed of the first vehicle at each path point according to the pose information and the first roughness.

[0070] In this embodiment, the trajectory area of the driving trajectory of the wheels of the first vehicle is calculated, and the trajectory area is matched on the roughness map sent by the cloud to determine the first roughness of the path point of the first vehicle. The pose information of the first vehicle is collected, and based on the pose information, it is determined whether the first vehicle experiences bumps during driving. If it is determined that the first vehicle experiences bumps during driving, the real-time planned speed of the first vehicle at each path point is continuously calculated according to the pose information and the first roughness to obtain the real-time planned speed that conforms to the current driving condition.

[0071] In one embodiment of the present application, before receiving the roughness map of the bumpy section sent by the cloud, it further includes: detecting the second roughness within the roughness detection distance of the bumpy section and uploading the second roughness to the cloud for the cloud to update the stored roughness map of the bumpy section according to the second roughness.

[0072] In this embodiment, the road surface roughness (i.e., the second roughness) within the roughness detection distance in front of the driving of the first vehicle is detected, and the second roughness is uploaded to the cloud to cover the road surface roughness of the path point under the bumpy section originally stored in the cloud, realizing the update of the roughness map.

[0073] The cloud then sends the updated roughness map to the first vehicle, so as to determine the road surface roughness of each path point according to the updated roughness map to ensure the accuracy of the road surface roughness of each path point.

[0074] In one embodiment of the present application, detecting the second roughness within the roughness detection distance of the bumpy section includes: collecting the environmental light intensity of the environment where the first vehicle is located; if the environmental light intensity is less than or equal to the night operation light threshold, detecting the second roughness within the roughness detection distance of the bumpy section through the lidar of the first vehicle; if the environmental light intensity is greater than the night operation light threshold, detecting the second roughness within the roughness detection distance of the bumpy section through the lidar and binocular camera of the first vehicle.

[0075] In this embodiment, a lidar and a binocular camera installed at the front of the first vehicle are used to perform real-time detection of the road surface unevenness (i.e., the second unevenness) on the road within the detection distance of the unevenness in front of the first vehicle during driving. Specifically, when the ambient light intensity in the mine is lower than the night operation light threshold, data collection of the road surface unevenness is performed only through the lidar; when the ambient light intensity is higher than the night operation light threshold, collection is performed simultaneously through the lidar and the binocular camera, and the data collected by the two are fused to obtain the final road surface unevenness.

[0076] In the embodiment of the present application, a lidar and a binocular camera are selected as the road surface unevenness detection sensors. Compared with using only a camera, the lidar has lower requirements for light and light intensity, can better meet the requirements of night operations, and the lidar and the binocular camera perform detection and data fusion simultaneously, with higher accuracy.

[0077] In an embodiment of the present application, the calculation formula for the target driving speed is:

[0078] v m = v clo + K k (v ret - v clo )

[0079] where v m is the target driving speed, v clo is the cloud planned speed, v ret is the real-time planned speed, and K k is the real-time planning accuracy coefficient.

[0080] In this embodiment, the real-time planned speed v ret of the calculated path point is fused with the cloud planned speed v clo of this path point sent by the cloud to obtain the target driving speed v m corresponding to this path point (i.e., the final planned speed).

[0081] It should be noted that the real-time planning accuracy coefficient K k is affected by the matching between the unevenness map stored in the cloud and the road surface unevenness sensed in real time when the first vehicle travels to this path point. The greater the matching degree, the greater K k , and the smaller the matching degree, the smaller K k . Through the real-time planning accuracy coefficient K k , the matching degree between the originally stored unevenness information and the real-time detected unevenness information is measured, and then the calculation of the final planned speed is performed to control the first vehicle to travel at the final planned speed at this path point.

[0082] In the embodiment of the present application, the cloud planning speed and the real-time planning speed are fused to obtain the final planning speed, which has a certain fault tolerance, ensures more accurate calculation results, and ensures that the driving speed of the first vehicle on bumpy roads can be updated in real time, with better timeliness.

[0083] In an embodiment of the present application, the pose information includes the front-wheel pose information and the rear-wheel pose information, and the front-wheel pose information is used to determine whether the first vehicle encounters bumps during driving; calculating the real-time planning speed of the first vehicle at each path point according to the pose information and the first unevenness includes: determining the target pose information of the first vehicle according to the front-wheel pose information and the rear-wheel pose information; calculating the real-time planning speed of the first vehicle at each path point according to the target pose information and the first unevenness.

[0084] In this embodiment, the front-wheel pose information and the rear-wheel pose information of the first vehicle during driving are collected in sequence. After the front-wheel pose information is collected, it is possible to timely determine whether the first vehicle encounters bumps during driving according to the front-wheel pose information.

[0085] After the rear-wheel pose information is collected, the front-wheel pose information and the rear-wheel pose information are combined to determine the final target pose information of the first vehicle, so as to improve the accuracy of the obtained final pose information of the first vehicle. Then, calculate the real-time planning speed of the first vehicle at each path point according to the target pose information and the first unevenness.

[0086] It should be noted that after the collected front-wheel pose information is obtained, the front-wheel pose information can be uploaded to the cloud for storage, and the front-wheel pose information can be obtained from the cloud when determining the final target pose information of the first vehicle. Of course, the first vehicle can also store the front-wheel pose information locally, and the embodiment of the present application does not make specific limitations here.

[0087] In an embodiment of the present application, obtaining the trajectory area of the driving trajectory of the first vehicle includes: calculating the trajectory area of the driving trajectory of the first vehicle according to the reference trajectory line, driving speed, and tire shape parameters of the first vehicle; the calculation formula for the trajectory area is:

[0088]

[0089] where S tyr is the trajectory area, x(t) is the relationship between the longitudinal position of the reference trajectory line and time, y(x) is the relationship between the lateral position of the reference trajectory line and the longitudinal position, t per is the estimated driving time of the bumpy road section, v cur is the driving speed, K b is the trajectory width coefficient of the driving trajectory, d tyr is the tire shape parameter (for example, tire width).

[0090] In this embodiment, the reference trajectory line of the first vehicle is the given trajectory line, and the first vehicle will operate according to this reference trajectory line. According to the reference trajectory line, driving speed, and tire shape parameters of the first vehicle, the trajectory area of the driving trajectory of the first vehicle is calculated, and then the road surface unevenness of the path points can be determined based on the trajectory area.

[0091] In an embodiment of the present application, the pose information includes at least one of the following: body vertical displacement, vertical acceleration, pitch angle, pitch angular velocity, and pitch angular acceleration.

[0092] In this embodiment, the body vertical displacement, vertical acceleration, pitch angle, pitch angular velocity, and pitch angular acceleration of the first vehicle are collected in real time, and whether the first vehicle experiences bumps is judged through the above information, and the real-time planned speed of the first vehicle at each path point is determined.

[0093] In an embodiment of the present application, judging whether the first vehicle experiences bumps during driving according to the first unevenness and pose information includes: if the body vertical displacement and the pitch angle have the same change frequency, the pitch angle is greater than the basic pitch angle, the pitch angular velocity is greater than the basic pitch angular velocity, and the pitch angular acceleration is greater than the basic pitch angular acceleration, it is determined that the first vehicle experiences bumps.

[0094] In this embodiment, according to the body vertical displacement, pitch angle, pitch angular velocity, and pitch angular acceleration, it is judged whether the first vehicle experiences periodic bumps during driving. Specifically, when the body vertical displacement and the pitch angle have the same change frequency, and the pitch angle is greater than the basic pitch angle, the pitch angular velocity is greater than the basic pitch angular velocity, and the pitch angular acceleration is greater than the basic pitch angular acceleration, it is determined that the first vehicle experiences periodic bumps.

[0095] By the above method, the judgment of the vehicle bump situation is carried out by combining multiple pieces of information, improving the accuracy of the judgment of the vehicle bump situation.

[0096] In an embodiment of the present application, calculating the real-time planned speed of the first vehicle at each path point according to the pose information and the first unevenness includes: calculating a first speed planning value based on the first unevenness, a second speed planning value based on the vertical acceleration, a third speed planning value based on the pitch angle, and a periodic bump speed change amount; calculating the real-time planned speed of the first vehicle at each path point according to the first speed planning value, the second speed planning value, the third speed planning value, and the bump speed change amount.

[0097] In this embodiment, according to the first unevenness, the speed planning value v based on the first unevenness is calculated irr(i.e., the first speed planning value); calculate the speed planning value v based on the vertical acceleration of the first vehicle acc (i.e., the second speed planning value); calculate the speed planning value v based on the pitch angle, pitch angular velocity, and pitch angular acceleration of the first vehicle pit (i.e., the third speed planning value); calculate the periodic bump speed change Δv based on the driving speed and pose information of the first vehicle per . Finally, perform data fusion on the three speed planning values and one speed change amount to calculate the real-time planned speed v ret .

[0098] It should be noted that the above-mentioned respective speed planning values are limited between the preset maximum planned speed v pmax and the preset minimum planned speed v pmin .

[0099] In the embodiment of the present application, the real-time planned speed of the vehicle is planned and calculated from multiple aspects and angles, making the speed limit value restriction conditions more comprehensive and accurate.

[0100] In an embodiment of the present application, calculating the first speed planning value based on the first roughness includes: if the first roughness is less than or equal to the roughness lower limit threshold, the first speed planning value takes the maximum value between the traffic speed limit value of the bumpy section and the preset maximum planned speed; if the first roughness is greater than the roughness lower limit threshold and less than or equal to the roughness upper limit threshold, the calculation formula of the first speed planning value is:

[0101] v irr =k irr ×q + b irr

[0102] where, v irr is the first speed planning value, q is the first roughness, k irr is the roughness influence coefficient, and b irr is the preset planned speed initial value based on the first roughness.

[0103] In this embodiment, when the first roughness q is lower than the roughness lower limit threshold q low , the first speed planning value v irr based on the first roughness takes the maximum value between the traffic speed limit value v tmax and the preset maximum planned speed v pmax , where the traffic speed limit value v tmax is the current road speed limit value stipulated by the traffic regulations, that is, when q ≤ q low , v irr = max(v pmax , v tmax ).

[0104] When the first unevenness q is between the lower threshold q low of the unevenness and the upper threshold q up of the unevenness, it is necessary to use the linear interpolation planning algorithm to calculate the first speed planning value v irr based on the first unevenness, that is, when q low < q ≤ q up , v irr = k irr × q + b irr , k irr is the unevenness influence coefficient, b irr is the preset initial value of the planned speed based on the first unevenness, which is a fitted fixed value.

[0105] In an embodiment of the present application, calculating the second speed planning value based on the vertical acceleration includes: if the vertical acceleration is greater than or equal to the lower limit of the vertical acceleration and less than or equal to the upper limit of the vertical acceleration, the second speed planning value takes the maximum value of the traffic speed limit value of the bumpy road section and the preset maximum planned speed; if the vertical acceleration is greater than or equal to the minimum vertical acceleration and less than the lower limit of the vertical acceleration, the calculation formula of the second speed planning value is:

[0106] v acc = k acc,1 × a v + b acc,1

[0107] If the vertical acceleration is greater than the upper limit of the vertical acceleration and less than or equal to the maximum vertical acceleration, the calculation formula of the second speed planning value is:

[0108] v acc = k acc,2 × a v + b acc,2

[0109] If the vertical acceleration is greater than the maximum vertical acceleration or the vertical acceleration is less than the minimum vertical acceleration, the second speed planning value takes the preset minimum planned speed;

[0110] Among them, v acc is the second speed planning value, k acc,1 is the influence coefficient of the lower limit of the vertical acceleration, k acc,2 is the influence coefficient of the upper limit of the vertical acceleration, b acc,1 is the speed planning value based on the upper limit of the vertical acceleration, b acc,2 is the speed planning value based on the lower limit of the vertical acceleration, the maximum vertical acceleration > the upper limit of the vertical acceleration > the lower limit of the vertical acceleration > the minimum vertical acceleration.

[0111] In this embodiment, four vertical acceleration thresholds are set, which successively include the maximum vertical acceleration a vmax , the upper limit of vertical acceleration a vup , the lower limit of vertical acceleration a vlow , and the minimum vertical acceleration a vmin . It should be noted that the calculation function of the second speed planning value based on the vertical acceleration is similar to a piecewise function. The maximum vertical acceleration and the upper limit of vertical acceleration are two break points in this function. Similarly, the lower limit of vertical acceleration and the minimum vertical acceleration are also two break points in this function, and they are given different names respectively.

[0112] When the vertical acceleration a v is between the upper limit of vertical acceleration a vup and the lower limit of vertical acceleration a vlow , the first vehicle does not need to perform speed limit operation, and the second speed planning value v acc takes the maximum value between the traffic speed limit value v tmax and the preset maximum planned speed v pmax . That is, when a vlow ≤a v ≤a vup , v acc = max(v pmax , v tmax ).

[0113] When the vertical acceleration a v is between the maximum vertical acceleration a vmax and the upper limit of vertical acceleration a vup , or between the lower limit of vertical acceleration a vlow and the minimum vertical acceleration a vmin , it is necessary to use the linear interpolation planning algorithm to calculate the second speed planning value v acc . Specifically, when a vmin ≤a v <a vlow , v acc = k acc,1 ×a v + b acc,1 ; when a vup <a v ≤a vmax , v acc = k acc,2 ×a v + b acc,2 .

[0114] Among them, k acc,1 is the influence coefficient of the lower limit of vertical acceleration, k acc,2is the influence coefficient of the vertical acceleration upper limit, b acc,1 and b acc,2 are the speed planning values based on the vertical acceleration upper limit and the speed planning values based on the vertical acceleration lower limit, respectively.

[0115] When the vertical acceleration a v is greater than the maximum vertical acceleration a vmax , the second speed planning value v acc takes the preset minimum planned speed v pmin , that is, when a v > a vmax , v acc = v pmin ; when the vertical acceleration a v is less than the minimum vertical acceleration a bmin , the second speed planning value v acc takes the preset minimum planned speed v pmin , that is, when a v < a vmin , v acc = v pm i n .

[0116] In an embodiment of the present application, calculating the third speed planning value based on the pitch angle includes: if the absolute value of the pitch angle, the absolute value of the pitch angular velocity, and the absolute value of the pitch angular acceleration are all less than their corresponding lower limit values, the third speed planning value takes the maximum value of the traffic speed limit value in the bumpy section and the preset maximum planned speed; if the absolute value of the pitch angle, the absolute value of the pitch angular velocity, and the absolute value of the pitch angular acceleration are all greater than or equal to their corresponding upper limit values, the third speed planning value takes the preset minimum planned speed; if the absolute value of the pitch angle is greater than or equal to its corresponding lower limit value and less than its corresponding upper limit value, or the absolute value of the pitch angular velocity is greater than or equal to its corresponding lower limit value and less than its corresponding upper limit value, or the absolute value of the pitch angular acceleration is less than its corresponding upper limit value and greater than or equal to its corresponding lower limit value, the calculation formula for the third speed planning value is:

[0117]

[0118] where v pit is the third speed planning value, k pot is the pitch angle influence coefficient, b pit is the initial value of the preset planned speed based on the pitch angle, θ is the pitch angle, θ0 is the basic pitch angle, ω is the pitch angular velocity, ω0 is the basic pitch angular velocity, α is the pitch angular acceleration, and α0 is the basic pitch angular acceleration.

[0119] In this embodiment, the pitch angle θ, pitch angular velocity ω, and pitch angular acceleration α in the pose information are respectively compared with the pitch angle upper limit value θ up and the pitch angle lower limit value θ low , the pitch angular velocity upper limit value ω up and the pitch angular velocity lower limit value ω low , the pitch angular acceleration upper limit value α up and the pitch angular acceleration lower limit value α low .

[0120] When the absolute value of the pitch angle θ is less than the pitch angle lower limit value θ low , the absolute value of the pitch angular velocity ω is less than the pitch angular velocity lower limit value ω low , and the absolute value of the pitch angular acceleration α is less than the pitch angular acceleration lower limit value α low , the third velocity planning value v pit based on the pitch angle takes the maximum value of the traffic speed limit value v tmax and the preset maximum planning speed v pmax , that is, when θ < θ low , and ω < ω low , and α < α low , v pit = max(v pmax , v tmax ).

[0121] When the absolute value of the pitch angle θ is greater than the pitch angle upper limit value θ up , the absolute value of the pitch angular velocity ω is greater than the pitch angular velocity upper limit value ω up , and the absolute value of the pitch angular acceleration α is greater than the pitch angular acceleration upper limit value α ip , the third velocity planning value v pit based on the pitch angle takes the preset minimum planning speed v pmin , that is, when θ > θ up , and ω > ω up , and α > α up , v p i t = v pm i n .

[0122] When the absolute value of the pitch angle θ, the absolute value of the pitch angular velocity ω, and the absolute value of the pitch angular acceleration α are in other value ranges, the calculation formula for the third velocity planning value v pit based on the pitch angle is:

[0123]

[0124] where k pit is the pitch angle influence coefficient, b pitis the initial value of the preset planned speed based on the pitch angle, θ0 is the basic pitch angle in rad, ω0 is the basic pitch angular velocity in rad / s, and α0 is the basic pitch angular acceleration in rad / s 2 .

[0125] It should be noted here that the basic pitch angle, basic pitch angular velocity, and basic pitch angular acceleration of vehicles of different models are different.

[0126] In an embodiment of the present application, the calculation formula for the periodic bump speed change amount is:[[]]

[0127]

[0128] where Δv per is the periodic bump speed change amount, v cur is the driving speed of the first vehicle, f com is the same change frequency of the body vertical displacement and the pitch angle, f0 is the basic change frequency of the body vertical displacement and the pitch angle, θ is the pitch angle, θ0 is the basic pitch angle, ω is the pitch angular velocity, ω0 is the basic pitch angular velocity, α is the pitch angular acceleration, and α0 is the basic pitch angular acceleration.

[0129] In this embodiment, when it is determined that the first vehicle has periodic bumps, the real-time planned speed needs to change based on the original vehicle speed, and the change amount is the periodic bump speed change amount Δv per , in m / s, and the periodic bump speed change amount Δv per is an instantaneous speed quantity that affects the vehicle speed of the current path point.

[0130] It should be noted that one period here refers to the reciprocal of the pitch angle change frequency.

[0131] In an embodiment of the present application, the calculation formula for the real-time planned speed is:[[]]

[0132] v ret =β×v irr +γ×v acc +(1 - β - γ)×v pit +ε×Δv per

[0133] where v ret is the real-time planned speed, v irr is the first speed planning value, v acc is the second speed planning value, v pit is the third speed planning value, and Δv perΔv is the periodic bump speed change amount, β is the specific gravity coefficient of the real-time planned speed based on the first unevenness, γ is the specific gravity coefficient of the real-time planned speed based on the vertical acceleration, (1-β-γ) is the specific gravity coefficient of the third speed planned value of the real-time planned speed based on the pitch angle, and ε is the bump judgment coefficient.

[0134] In this embodiment, the first speed planned value v based on the first unevenness is utilized irr , the second speed planned value v based on the vertical acceleration acc , the third speed planned value v based on the pitch angle pit and the periodic bump vehicle speed change amount Δv per to perform real-time speed planning for each path point, and obtain the real-time planned speed v ret

[0135] The real-time planned speed v ret is affected by the specific gravity coefficient β of the planning result based solely on the first unevenness and the specific gravity coefficient γ of the planning result based solely on the vertical acceleration. ε is the periodic bump judgment coefficient. For example, when it is determined that the first vehicle has periodic bumps, ε = 1; when it is determined that the first vehicle does not have periodic bumps, ε = 0.

[0136] Further, as a specific implementation of the above vehicle bump speed limit method, an embodiment of the present application provides a vehicle bump speed limit device. As Figure 2 shown, the vehicle bump speed limit device 200 includes: a cloud interaction module 201, a control module 202, and a vehicle-end bump speed limit planning module 203.

[0137] Among them, the cloud interaction module 201 is used to receive the cloud planned speed corresponding to each path point of the bump section sent by the cloud; the control module 202 is used to control the first vehicle to travel in the bump section according to the cloud planned speed; the vehicle-end bump speed limit planning module 203 is used to calculate the real-time planned speed of the first vehicle at each path point, and calculate the target driving speed corresponding to each path point according to the cloud planned speed and the real-time planned speed; the control module 202 is further used to adjust the driving speed of the first vehicle in the bump section according to the target driving speed; among them, the cloud planned speed is the driving speed of the second vehicle when traveling in the bump section.

[0138] In this embodiment, before the first vehicle enters a bumpy road section, according to the number corresponding to the bumpy road section, the cloud planning speed corresponding to each path point of the bumpy road section is obtained from the cloud. When the first vehicle enters the bumpy road section, the first vehicle is controlled to travel on the bumpy road section according to the cloud planning speed. Since the cloud planning speed is the final planning speed of the operating vehicle before the first vehicle, by controlling the first vehicle to travel at this cloud planning speed, the bumpiness degree of the first vehicle during traveling on the bumpy road section can be reduced. During the traveling of the first vehicle, the road surface unevenness and vehicle pose information are detected and collected in real time, and the real-time planning speed of each path point is calculated to realize the real-time planning of the speed of the first vehicle, and the real-time planning speed that conforms to the current traveling condition is obtained. The real-time planning speed and the cloud planning speed sent by the cloud are fused to calculate the current optimal speed limit value of the first vehicle, that is, the target traveling speed, and the first vehicle is controlled to adjust its speed according to the target traveling speed.

[0139] In one embodiment of the present application, on the one hand, since the vehicle will receive the cloud planning speed sent by the cloud before entering the bumpy road section, it can adjust the vehicle speed in advance, that is, realize the advance speed reduction process, and thus the situation of bumpy traveling in the bumpy road section can be reduced. On the other hand, when the vehicle travels on the road section with the same number, it will fuse the cloud planning speed in advance and the real-time planning speed currently planned to obtain the latest speed limit value of each path point of the vehicle in this numbered road section, with high timeliness, and improve the traveling effect of the vehicle in the bumpy road section.

[0140] In one embodiment of the present application, Figure 3 is the structural block diagram of the vehicle bump speed limit device, Figure 4 is the schematic diagram of the working logic of the vehicle bump speed limit device, as Figure 3 and Figure 4 shown, the vehicle bump speed limit device includes: a cloud interaction module 201, a vehicle-end bump speed limit planning module 203, and a road surface bump detection module 204. The cloud interaction module 201 is used to store road surface unevenness, vehicle pose information, cloud planning speed, etc., and send them to each vehicle; the vehicle-end bump speed limit planning module 203 is used to calculate the target traveling speed of the vehicle, and it includes a vehicle-end speed planning module 2031 and a bump speed limit information fusion module 2032; the road surface bump detection module 204 is used to detect the vehicle motion bumpiness degree when the vehicle travels on the bumpy road section and calculate the speed limit, and it includes a road surface flatness perception module 2041, a pose information reading module 2042, a periodic bump judgment module 2043, and a bump speed limit calculation module 2044.

[0141] Further, the vehicle-end speed planning module 2031 is specifically configured to: obtain the trajectory area of the driving trajectory of the first vehicle, and receive the roughness map of the bumpy section sent by the cloud; match the trajectory area with the roughness map to determine the first roughness of the path points of the first vehicle; the pose information reading module 2042 is specifically configured to collect the pose information of the first vehicle; the periodic bump determination module 2043 is specifically configured to determine whether the first vehicle experiences bumps during driving according to the pose information; the vehicle-end speed planning module 2031 is specifically configured to, if the first vehicle experiences bumps during driving, calculate the real-time planned speed of the first vehicle at each path point according to the pose information and the first roughness.

[0142] Further, the road surface flatness perception module 2041 is specifically configured to: detect the second roughness within the roughness detection distance of the bumpy section, and upload the second roughness to the cloud for the cloud to update the stored roughness map of the bumpy section according to the second roughness.

[0143] Further, the road surface flatness perception module 2041 is specifically configured to: obtain the ambient light intensity of the environment where the first vehicle is located; if the ambient light intensity is less than or equal to the night operation light threshold, detect the second roughness within the roughness detection distance of the bumpy section through the lidar of the first vehicle; if the ambient light intensity is greater than the night operation light threshold, detect the second roughness within the roughness detection distance of the bumpy section through the lidar and the binocular camera of the first vehicle.

[0144] Further, the pose information includes the front-wheel pose information and the rear-wheel pose information, and the front-wheel pose information is used to determine whether the first vehicle experiences bumps during driving; the vehicle-end speed planning module 2031 is specifically configured to: determine the target pose information of the first vehicle according to the front-wheel pose information and the rear-wheel pose information; calculate the real-time planned speed of the first vehicle at each path point according to the target pose information and the first roughness.

[0145] Further, the vehicle-end speed planning module 2031 is specifically configured to calculate the trajectory area of the driving trajectory of the first vehicle according to the reference trajectory line, the driving speed, and the tire shape parameters of the first vehicle; the calculation formula for the trajectory area is:

[0146]

[0147] where S tyr is the trajectory area, x(t) is the relationship between the longitudinal position of the reference trajectory line and time, y(x) is the relationship between the lateral position of the reference trajectory line and the longitudinal position, t per is the estimated driving time of the bumpy section, v cur is the driving speed, K bis the track width coefficient of the driving track, d tyr is the tire shape parameter.

[0148] Furthermore, the pose information includes at least one of the following: vehicle body vertical displacement, vertical acceleration, pitch angle, pitch angular velocity, and pitch angular acceleration.

[0149] Furthermore, the periodic bump determination module 2043 is specifically configured to determine that the first vehicle has a bump if the vehicle body vertical displacement and the pitch angle have the same change frequency, the pitch angle is greater than the base pitch angle, the pitch angular velocity is greater than the base pitch angular velocity, and the pitch angular acceleration is greater than the base pitch angular acceleration.

[0150] Furthermore, the bump speed limit calculation module 2044 is specifically configured to calculate a first speed planning value based on the first roughness, a second speed planning value based on the vertical acceleration, a third speed planning value based on the pitch angle, and a periodic bump speed change amount; the vehicle-end speed planning module 2031 is specifically configured to calculate the real-time planned speed of the first vehicle at each path point according to the first speed planning value, the second speed planning value, the third speed planning value, and the bump speed change amount.

[0151] Furthermore, the bump speed limit calculation module 2044 is specifically configured to: if the first roughness is less than or equal to the roughness lower limit threshold, the first speed planning value takes the maximum value of the traffic speed limit value of the bump section and the preset maximum planned speed; if the first roughness is greater than the roughness lower limit threshold and less than or equal to the roughness upper limit threshold, the calculation formula of the first speed planning value is:

[0152] v irr = k irr ×q + b irr

[0153] where, v irr is the first speed planning value, q is the first roughness, k irr is the roughness influence coefficient, b irr is the preset planned speed initial value based on the first roughness.

[0154] Furthermore, the bump speed limit calculation module 2044 is specifically configured to: if the vertical acceleration is greater than or equal to the vertical acceleration lower limit and less than the vertical acceleration upper limit, the second speed planning value takes the maximum value of the traffic speed limit value of the bump section and the preset maximum planned speed; if the vertical acceleration is greater than or equal to the minimum vertical acceleration and less than or equal to the vertical acceleration lower limit, the calculation formula of the second speed planning value is:

[0155] v acc = k acc,1 ×a v + b acc,1

[0156] If the vertical acceleration is greater than the upper limit of the vertical acceleration and less than or equal to the maximum vertical acceleration, the calculation formula for the second speed planning value is:

[0157] v acc = k acc,2 × a v + b acc,2

[0158] If the vertical acceleration is greater than the maximum vertical acceleration or the vertical acceleration is less than the minimum vertical acceleration, the second speed planning value takes the preset minimum planning speed;

[0159] Wherein, v acc is the second speed planning value, k acc,1 is the influence coefficient of the lower limit of the vertical acceleration, k acc,2 is the influence coefficient of the upper limit of the vertical acceleration, b acc,1 is the speed planning value based on the upper limit of the vertical acceleration, b acc,2 is the speed planning value based on the lower limit of the vertical acceleration, the maximum vertical acceleration > the upper limit of the vertical acceleration > the lower limit of the vertical acceleration > the minimum vertical acceleration.

[0160] Furthermore, the bump speed limit calculation module 2044 is specifically used for: if the absolute value of the pitch angle, the absolute value of the pitch angular velocity, and the absolute value of the pitch angular acceleration are all less than their corresponding lower limit values, the third speed planning value takes the maximum value between the traffic speed limit of the bump section and the preset maximum planning speed; if the absolute value of the pitch angle, the absolute value of the pitch angular velocity, and the absolute value of the pitch angular acceleration are all greater than or equal to their corresponding upper limit values, the third speed planning value takes the preset minimum planning speed; if the absolute value of the pitch angle is greater than or equal to its corresponding lower limit value and less than its corresponding upper limit value, or the absolute value of the pitch angular velocity is greater than or equal to its corresponding lower limit value and less than its corresponding upper limit value, or the absolute value of the pitch angular acceleration is less than its corresponding upper limit value and greater than or equal to its corresponding lower limit value and less than its corresponding upper limit value, the calculation formula for the third speed planning value is:

[0161]

[0162] Wherein, v pit is the third speed planning value, k pit is the influence coefficient of the pitch angle, b pit is the initial value of the preset planning speed based on the pitch angle, θ is the pitch angle, θ0 is the basic pitch angle, ω is the pitch angular velocity, ω0 is the basic pitch angular velocity, α is the pitch angular acceleration, and α0 is the basic pitch angular acceleration.

[0163] Furthermore, the calculation formula for the periodic bump speed change amount is:

[0164]

[0165] Among them, Δv per is the periodic bump speed change amount, v cur is the driving speed of the first vehicle, f com is the same change frequency of the vertical displacement of the vehicle body and the pitch angle, f0 is the basic change frequency of the vertical displacement of the vehicle body and the pitch angle, θ is the pitch angle, θ0 is the basic pitch angle, ω is the pitch angular velocity, ω0 is the basic pitch angular velocity, α is the pitch angular acceleration, and α0 is the basic pitch angular acceleration.

[0166] Furthermore, the calculation formula for the real-time planned speed is:

[0167] v ret = β×v irr + γ×v acc +(1 - β - γ)×v pit + ε×Δv per

[0168] Among them, v ret is the real-time planned speed, v irr is the first speed planning value, v acc is the second speed planning value, v pit is the third speed planning value, Δv per is the periodic bump speed change amount, β is the specific gravity coefficient of the real-time planned speed based on the first roughness, γ is the specific gravity coefficient of the real-time planned speed based on the vertical acceleration, (1 - β - γ) is the specific gravity coefficient of the third speed planning value of the real-time planned speed based on the pitch angle, and ε is the bump judgment coefficient.

[0169] Furthermore, the calculation formula for the bump speed limit information fusion module 2032 to calculate the target driving speed is:

[0170] v m = v clo + K k (v ret - v clo )

[0171] Among them, v m is the target driving speed, v clo is the cloud planned speed, v ret is the real-time planned speed, K k is the real-time planning accuracy coefficient.

[0172] In an embodiment of the present application, before the start of unmanned operation, the first operating vehicle (e.g., the second vehicle) within the operation shift travels along the operation route. During the travel, the road surface flatness perception module 2041 and the pose information reading module 2042 detect and read the road surface bump degree data. The road surface flatness perception module 2041 uses the lidar and binocular camera installed at the front of the first operating vehicle to perform real-time detection and data collection of the road surface unevenness within the unevenness detection distance in front of the first operating vehicle, and the unevenness map information is synchronously uploaded to the cloud in real time. When the ambient light intensity is lower than the night operation light threshold, the road surface flatness perception module 2041 collects unevenness data only through the lidar; when the ambient light intensity is higher than the night operation light threshold, the road surface flatness perception module 2041 collects data through the lidar and binocular camera simultaneously, and fuses the collected data to obtain the final unevenness information.

[0173] Match the trajectory area of the travel trajectory of the first operating vehicle with the unevenness map to determine the road surface unevenness of the path point, and synchronously upload it to the cloud.

[0174] The pose information reading module 2042 uses the inertial navigation system to collect the vehicle body vertical displacement, vertical acceleration, pitch angle, pitch angular velocity and pitch angular acceleration in real time, and synchronously uploads them to the cloud in real time.

[0175] The periodic bump judgment module 2043 uses the vehicle body vertical displacement, pitch angle, pitch angular velocity and pitch angular acceleration of the pose information reading module 2042 to judge whether the first operating vehicle has periodic bumps during the travel. When the vehicle body vertical displacement and the pitch angle have the same change frequency, and the pitch angle is greater than the basic pitch angle, the pitch angular velocity is greater than the basic pitch angular velocity, and the pitch angular acceleration is greater than the basic pitch angular acceleration, it is determined that the first operating vehicle has periodic bumps.

[0176] The bump speed limit calculation module 2044 uses the road surface unevenness information collected by the road surface flatness perception module 2041 and the vertical acceleration and pitch angle information read by the pose information reading module 2042, and uses the linear interpolation planning algorithm to calculate the speed planning value based on the road surface unevenness, the speed planning value based on the vertical acceleration, the speed planning value based on the pitch angle, and the periodic bump vehicle speed change amount respectively. The calculation methods of the three speed planning values and one vehicle speed change amount are the same as those of the first speed planning value, the second speed planning value, the third speed planning value and the periodic bump vehicle speed change amount described above, and will not be elaborated here.

[0177] The vehicle-end speed planning module 2031 performs real-time speed planning for each path point by using the speed planning value based on road surface unevenness, the speed planning value based on vertical acceleration, the speed planning value based on pitch angle, and the periodic bump vehicle speed change amount, and obtains the real-time planned speed of the first working vehicle. Since this vehicle is the first working vehicle and there is no stored planned speed information in the cloud when it travels on the road section, the real-time planned speed of this vehicle is uploaded to the cloud as its final planned speed and used as the cloud planned speed for subsequent vehicles.

[0178] The cloud stores the road surface unevenness information, pose information, and final planned speed collected by this vehicle, etc. Its storage method is stored according to the road section number, and the stored content includes the road surface unevenness, pose information, and cloud planned speed of each path point under the road section with this number.

[0179] When other vehicles in this work shift are about to drive into a path with a certain number, the cloud interaction module 201 receives the cloud planned speed stored in the cloud. Before the vehicle enters this numbered road section, it adjusts its speed according to the cloud planned speed to avoid the vehicle from driving in a bumpy and unstable state.

[0180] After the vehicle enters this numbered road section, the vehicle completes the detection and reading of the road surface bump degree data by the road surface flatness perception module 2041 and the pose information reading module 2042. The road surface flatness perception module 2041 updates the road surface unevenness information to the cloud, covering the road surface unevenness information of the path points under this numbered road section originally stored in the cloud, and updates the road surface unevenness map. The pose information reading module 2042 uses the inertial navigation system to collect the vehicle body vertical acceleration data in real time and synchronizes and updates it to the cloud in real time, covering the vehicle body vertical acceleration information of the path points under this numbered road section originally stored in the cloud.

[0181] The bump speed limit calculation module 2044 calculates the first speed planning value based on road surface unevenness by using the updated road surface unevenness, calculates the second speed planning value based on vertical acceleration by using the updated vertical acceleration, calculates the third speed planning value based on pitch angle by using the updated pitch angle information, and calculates the periodic bump vehicle speed change amount by using the updated pitch angle information and vertical displacement information. The vehicle-end speed planning module 2031 calculates the real-time planned speed of this vehicle by using the linear interpolation planning algorithm.

[0182] After the vehicle enters this numbered road section, the bump speed limit information fusion module 2032 fuses the real-time planned speed of the path point with the cloud planned speed to obtain the final planned speed of this vehicle.

[0183] The vehicle travels on this numbered road section at the final planned speed. And the final planned speed is uploaded to the cloud, covering the original cloud planned speed, and realizing the update of the cloud planned speed.

[0184] In the embodiments of the present application, for vehicles within the same work shift, except for the first working vehicle that will experience bumps on the driving section, the remaining vehicles will receive the cloud-planned speed sent from the cloud before entering the bumpy section, enabling the vehicles to adjust their speeds in advance, thereby avoiding the situation of bumpy driving on the bumpy section.

[0185] When the vehicle passes through the driving section, it will detect and collect the road surface unevenness information and pose information in real time, and calculate the current real-time planned speed in real time. By fusing the real-time planned speed and the cloud-planned speed, the current speed limit value of the vehicle is calculated, further reducing the degree of driving bumps of the vehicle.

[0186] In addition, a lidar and a binocular camera are used to sense the road surface unevenness information of the current driving section of the vehicle. Compared with only using a camera, the lidar has lower requirements for light and light intensity, and can better meet the requirements of night operations. The lidar and the binocular camera detect simultaneously and perform data fusion, with higher accuracy.

[0187] The vehicle bump speed limit device 200 in the embodiments of the present application can be a computer device or a component in a computer device, such as an integrated circuit or a chip. The computer device can be a terminal or other devices other than a terminal. Exemplarily, the computer device can be a mobile phone, a tablet computer, a laptop computer, a handheld computer, an in-vehicle computer device, a Mobile Internet Device (MID), a robot, an Ultra-Mobile Personal Computer (UMPC), a netbook, or a Personal Digital Assistant (PDA), etc., and can also be a server, a Network Attached Storage (NAS), a Personal Computer (PC), etc. The embodiments of the present application do not make specific limitations.

[0188] The vehicle bump speed limit device 200 in the embodiments of the present application can be a device with an operating system. The operating system can be the Android operating system, the iOS operating system, or other possible operating systems. The embodiments of the present application do not make specific limitations.

[0189] The vehicle bump speed limit device 200 provided by the embodiments of the present application can implement Figure 1 each process implemented by the vehicle bump speed limit method embodiments. To avoid repetition, it will not be elaborated here.

[0190] The embodiments of the present application also provide a chip, such asFigure 5 As shown in Figure 5 , the chip 500 includes at least one processor 501 and a communication interface 502. The communication interface 502 is coupled to the at least one processor 501. The at least one processor 501 is configured to run programs or instructions to implement each process of the above-described embodiment of the vehicle bump speed limit method, and can achieve the same technical effects. To avoid repetition, details are not described herein again.

[0191] It should be understood that the chip mentioned in the embodiments of the present application may also be referred to as a system-on-chip, system chip, chip system, or system-on-chip.

[0192] Preferably, the chip 500 further includes a memory 503, which stores the following elements: executable modules or data structures, or subsets thereof, or extended sets thereof.

[0193] In the embodiments of the present application, the memory 503 may include a read-only memory and a random access memory, and provide instructions and data to the processor 501. A part of the memory 503 may further include a non-volatile random access memory (NVRAM).

[0194] In the embodiments of the present application, the processor 501, the communication interface 502, and the memory 503 are coupled together through a bus system 504. Among them, the bus system 504 may include a power bus, a control bus, and a status signal bus in addition to a data bus. For the sake of convenience of description, in Figure 5 all kinds of buses are labeled as the bus system 504.

[0195] The method described in the above embodiments of the present application may be applied to the processor 501 or implemented by the processor 501. The processor 501 may be an integrated circuit chip with signal processing capabilities. In the implementation process, each step of the above method may be completed by the integrated logic circuit in the hardware of the processor 501 or instructions in software form. The above-mentioned processor 501 may be a general-purpose processor (e.g., a microprocessor or a conventional processor), a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate, transistor logic devices, or discrete hardware components. The processor 501 may implement or execute the various methods, steps, and logic block diagrams disclosed in the embodiments of the present invention.

[0196] The embodiments of the present application further provide a terminal, such asFigure 6 As shown, the terminal 600 includes the above-mentioned vehicle bump speed limiting device 200.

[0197] The above-mentioned terminal 600 can execute the method described in the above embodiments through the vehicle bump speed limiting device 200. It can be understood that the implementation manner of the terminal 600 controlling the vehicle bump speed limiting device 200 can be set according to the actual application scenario, and the embodiments of the present application do not make specific limitations.

[0198] The above-mentioned terminal 600 includes but is not limited to: vehicles, in-vehicle terminals, in-vehicle controllers, in-vehicle modules, in-vehicle component groups, in-vehicle components, in-vehicle chips, in-vehicle units, in-vehicle radars or in-vehicle cameras and other sensors. The vehicle can implement the method provided by the present application through the in-vehicle terminal, in-vehicle controller, in-vehicle module, in-vehicle component group, in-vehicle component, in-vehicle chip, in-vehicle unit, in-vehicle radar or camera. The vehicles in the present application include passenger vehicles and commercial vehicles. Common models of commercial vehicles include but are not limited to: pickup trucks, micro-trucks, light trucks, micro-vans, dump trucks, freight trucks, tractors, trailers, special vehicles and mining vehicles, etc. Mining vehicles include but are not limited to mining trucks, wide-body vehicles, articulated vehicles, excavators, electric shovels, bulldozers, etc. The present application does not further limit the types of intelligent vehicles, and any type of vehicle is within the protection scope of the present application.

[0199] The embodiments of the present application also provide a computer device, such as Figure 7 As shown, the computer device 700 includes a processor 701 and a memory 702. A program or instruction that can run on the processor 701 is stored on the memory 702. When the program or instruction is executed by the processor 701, it realizes each step of the above-mentioned vehicle bump speed limiting method embodiments and can achieve the same technical effect. To avoid repetition, it will not be elaborated here.

[0200] It should be noted that the computer device 700 in the embodiments of the present application includes the above-mentioned mobile computer device and non-mobile computer device.

[0201] The memory 702 can be used to store software programs and various data. The memory 702 may mainly include a first storage area for storing programs or instructions and a second storage area for storing data. Among them, the first storage area may store an operating system, application programs or instructions required for at least one function (such as a sound playback function, an image playback function, etc.). In addition, the memory 702 may include volatile memory or non-volatile memory, or the memory 702 may include both volatile and non-volatile memory. Among them, the non-volatile memory may be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory may be a random access memory (RAM), a static random access memory (SRAM), a dynamic random access memory (DRAM), a synchronous dynamic random access memory (SDRAM), a double data rate synchronous dynamic random access memory (DDR SDRAM), an enhanced synchronous dynamic random access memory (ESDRAM), a synch link dynamic random access memory (SLDRAM), and a direct rambus random access memory (DRRAM). The memory 702 in the embodiments of the present application includes, but is not limited to, these and any other suitable types of memory.

[0202] The processor 701 may include one or more processing units; optionally, the processor 701 integrates an application processor and a modem processor. Among them, the application processor mainly processes operations related to the operating system, user interface, and application programs, etc., and the modem processor mainly processes wireless communication signals, such as a baseband processor. It can be understood that the above-mentioned modem processor may not be integrated into the processor 701 either.

[0203] The embodiments of the present application also provide a computer-readable storage medium. A computer program is stored on the computer-readable storage medium. When the computer program is executed by a processor, it implements each process of the above-mentioned embodiments of the vehicle bump speed limit method and can achieve the same technical effects. To avoid repetition, it will not be elaborated here.

[0204] The embodiment of the present application also provides a computer program product. The program product is stored in a storage medium and is executed by at least one processor to implement each process of the vehicle bump speed limit method embodiment as described above, and can achieve the same technical effects. To avoid repetition, it will not be elaborated here.

[0205] In summary, on the one hand, in the technical solution of the present invention, since the vehicle will receive the cloud planned speed sent by the cloud before entering the bumpy section, it can adjust the vehicle speed in advance, that is, implement the speed reduction process in advance, and thus can reduce the situation of bumpy driving in the bumpy section. On the other hand, when the vehicle travels on the same numbered section, it will fuse the previously planned speed in the cloud and the currently planned real-time planned speed to obtain the latest speed limit value for each path point of the vehicle in this numbered section, with high timeliness and improved driving effect of the vehicle in the bumpy section.

[0206] It should be noted that in this article, the terms "including", "comprising" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or further includes elements inherent to such process, method, article or device. Without more limitations, an element defined by the statement "including a..." does not exclude the existence of additional identical elements in the process, method, article or device including the element. In addition, it should be pointed out that the scope of the methods and devices in the embodiments of the present application is not limited to performing functions in the order shown or discussed, and may also include performing functions in a substantially simultaneous manner or in the reverse order according to the functions involved. For example, the described methods may be performed in an order different from that described, and various steps may also be added, omitted, or combined. In addition, the features described with reference to certain examples may be combined in other examples.

[0207] The embodiments of the present application have been described above in conjunction with the accompanying drawings. However, the present application is not limited to the above specific embodiments. The above specific embodiments are merely illustrative and not restrictive. Under the inspiration of the present application, those of ordinary skill in the art can also make many forms without departing from the purpose of the present application and the scope protected by the claims, and all belong to the protection scope of the present application.

Claims

1. A vehicle bump speed limit method, characterized in that, Including: Receiving the cloud-planned speed corresponding to each path point of the bumpy road section sent from the cloud; Controlling the first vehicle to travel on the bumpy road section according to the cloud-planned speed, and calculating the real-time planned speed of the first vehicle at each path point; Calculating the target driving speed corresponding to each path point according to the cloud-planned speed and the real-time planned speed, and adjusting the driving speed of the first vehicle on the bumpy road section according to the target driving speed; Wherein, the cloud-planned speed is the driving speed of the second vehicle when traveling on the bumpy road section, and the calculation formula of the target driving speed is: v m = v clo + K k (v ret - v clo ) Among them, v m is the target driving speed, v clo is the cloud planned speed, v ret is the real-time planned speed, K k is the real-time planning accuracy coefficient, and the real-time planning accuracy coefficient is used to characterize the matching degree between the unevenness information of the path points stored in the cloud and the unevenness information of the path points detected in real time.

2. The method according to claim 1, wherein The calculating the real-time planned speed of the first vehicle at each path point includes: Calculating the trajectory area of the driving trajectory of the first vehicle according to the reference trajectory line, driving speed and tire shape parameters of the first vehicle, and receiving the unevenness map of the bumpy road section sent from the cloud; Matching the trajectory area with the unevenness map to determine the first unevenness of the path point of the first vehicle; Collecting the pose information of the first vehicle, and judging whether the first vehicle bumps during driving according to the pose information; If the first vehicle bumps during driving, calculating the real-time planned speed of the first vehicle at each path point according to the pose information and the first unevenness.

3. The method according to claim 2, wherein Before receiving the unevenness map of the bumpy road section sent from the cloud, it further includes: Detecting the second unevenness of the bumpy road section within the unevenness detection distance, and uploading the second unevenness to the cloud for the cloud to update the stored unevenness map of the bumpy road section according to the second unevenness.

4. The method according to claim 3, wherein The detecting the second unevenness of the bumpy road section within the unevenness detection distance includes: Collecting the environmental light intensity of the environment where the first vehicle is located; If the environmental light intensity is less than or equal to the night operation light threshold, detecting the second unevenness of the bumpy road section within the unevenness detection distance through the lidar of the first vehicle; If the environmental light intensity is greater than the night operation light threshold, detecting the second unevenness of the bumpy road section within the unevenness detection distance through the lidar and binocular camera of the first vehicle.

5. The method according to claim 2, wherein The pose information includes front-wheel pose information and rear-wheel pose information, and the front-wheel pose information is used to judge whether the first vehicle bumps during driving; Calculating the real-time planned speed of the first vehicle at each path point according to the pose information and the first unevenness includes: Determining the target pose information of the first vehicle according to the front-wheel pose information and the rear-wheel pose information; Calculating the real-time planned speed of the first vehicle at each path point according to the target pose information and the first unevenness.

6. The method according to claim 2, wherein The calculation formula of the trajectory area is: Among them, S tyr is the area of the trajectory, x(t) is the relationship between the longitudinal position of the reference trajectory line and time, y(x) is the relationship between the lateral position of the reference trajectory line and the longitudinal position, t per is the estimated driving time of the bumpy section, v cur is the driving speed, K b is the track width coefficient of the driving track, d tyr is the tire shape parameter.

7. The method according to any one of claims 2 to 6, wherein The pose information includes at least one of the following: body vertical displacement, vertical acceleration, pitch angle, pitch angular velocity, pitch angular acceleration.

8. The method according to claim 7, wherein Judging whether the first vehicle jolts during driving according to the first unevenness and the pose information includes: If the vertical displacement of the vehicle body and the pitch angle have the same change frequency, the pitch angle is greater than the basic pitch angle, the pitch angular velocity is greater than the basic pitch angular velocity, and the pitch angular acceleration is greater than the basic pitch angular acceleration, it is determined that the first vehicle jolts.

9. The method according to claim 7, wherein Calculating the real-time planned speed of the first vehicle at each of the path points according to the pose information and the first unevenness includes: Calculating a first speed planning value based on the first unevenness, a second speed planning value based on the vertical acceleration, a third speed planning value based on the pitch angle, and a periodic jolt speed change amount; Calculating the real-time planned speed of the first vehicle at each of the path points according to the first speed planning value, the second speed planning value, the third speed planning value, and the jolt speed change amount.

10. The method according to claim 9, wherein Calculating the first speed planning value based on the first unevenness includes: If the first unevenness is less than or equal to the unevenness lower limit threshold, the first speed planning value takes the maximum value of the traffic speed limit of the bumpy section and the preset maximum planned speed; If the first unevenness is greater than the unevenness lower limit threshold and less than or equal to the unevenness upper limit threshold, the calculation formula of the first speed planning value is: v irr = k irr × q + b irr Among them, v irr is the first speed planning value, q is the first unevenness, k irr is the unevenness influence coefficient, b irr is the initial value of the preset planned speed based on the first unevenness.

11. The method according to claim 9, wherein Calculating the second speed planning value based on the vertical acceleration includes: If the vertical acceleration is greater than or equal to the vertical acceleration lower limit and less than or equal to the vertical acceleration upper limit, the second speed planning value takes the maximum value of the traffic speed limit of the bumpy section and the preset maximum planned speed; If the vertical acceleration is greater than or equal to the minimum vertical acceleration and less than the vertical acceleration lower limit, the calculation formula of the second speed planning value is: v acc = k acc,1 × a v + b acc,1 If the vertical acceleration is greater than the vertical acceleration upper limit and less than or equal to the maximum vertical acceleration, the calculation formula of the second speed planning value is: v acc = k acc,2 × a v + b acc,2 If the vertical acceleration is greater than the maximum vertical acceleration or the vertical acceleration is less than the minimum vertical acceleration, the second speed planning value takes the preset minimum planned speed; Among them, v acc is the second speed planning value, k acc,1 is the vertical acceleration lower limit influence coefficient, k acc,2 is the vertical acceleration upper limit influence coefficient, b acc,1 is the speed planning value based on the vertical acceleration upper limit, b acc,2 is the speed planning value based on the vertical acceleration lower limit, and the maximum vertical acceleration > the vertical acceleration upper limit > the vertical acceleration lower limit > the minimum vertical acceleration.

12. The method according to claim 9, wherein, Calculating the third speed planning value based on the pitch angle includes: If the absolute value of the pitch angle, the absolute value of the pitch angular velocity, and the absolute value of the pitch angular acceleration are all less than their corresponding lower limit values, the third speed planning value takes the maximum value of the traffic speed limit of the bumpy section and the preset maximum planned speed; If the absolute value of the pitch angle, the absolute value of the pitch angular velocity, and the absolute value of the pitch angular acceleration are all greater than or equal to their corresponding upper limit values, the third speed planning value takes the preset minimum planned speed; If the absolute value of the pitch angle is greater than or equal to its corresponding lower limit value and less than its corresponding upper limit value, or the absolute value of the pitch angular velocity is greater than or equal to its corresponding lower limit value and less than its corresponding upper limit value, or the absolute value of the pitch angular acceleration is less than its corresponding upper limit value and greater than or equal to its corresponding lower limit value and less than its corresponding upper limit value, the calculation formula of the third speed planning value is: Among them, v pit is the third speed planning value, k pit is the pitch angle influence coefficient, b pit is the initial value of the preset planned speed based on the pitch angle, θ is the pitch angle, θ0 is the basic pitch angle, ω is the pitch angular velocity, ω0 is the basic pitch angular velocity, α is the pitch angular acceleration, and α0 is the basic pitch angular acceleration.

13. The method according to claim 9, wherein The calculation formula for the amount of change in the periodic bump speed is as follows: where, Δv per is the periodic bump speed change amount, v cur is the driving speed of the first vehicle, f com is the same change frequency of the body vertical displacement and the pitch angle, f0 is the basic change frequency of the body vertical displacement and the pitch angle, θ is the pitch angle, θ0 is the basic pitch angle, ω is the pitch angular velocity, ω0 is the basic pitch angular velocity, α is the pitch angular acceleration, and α0 is the basic pitch angular acceleration.

14. The method according to claim 9, wherein The calculation formula for the real-time planned speed is as follows: v ret = β × v irr + γ × v acc +(1 - β - γ) × v pit + ε × Δv per Among them, v ret is the real-time planned speed, v irr is the first speed planning value, v acc is the second speed planning value, v pit is the third speed planning value, Δv per is the periodic bump speed change amount, β is the specific gravity coefficient of the real-time planned speed based on the first unevenness, γ is the specific gravity coefficient of the real-time planned speed based on the vertical acceleration, (1-β-γ) is the specific gravity coefficient of the third speed planning value of the real-time planned speed based on the pitch angle, and ε is the bump judgment coefficient.

15. A vehicle bump speed limit device, characterized in that, including: A cloud interaction module, configured to receive the cloud planned speed corresponding to each path point of the bumpy section sent by the cloud; A control module, configured to control the first vehicle to travel on the bumpy section according to the cloud planned speed; A vehicle-end bump speed limit planning module, configured to calculate the real-time planned speed of the first vehicle at each of the path points, and calculate the target driving speed corresponding to each of the path points according to the cloud planned speed and the real-time planned speed; The control module is further configured to adjust the driving speed of the first vehicle on the bumpy section according to the target driving speed; wherein, the cloud planned speed is the driving speed of the second vehicle when traveling on the bumpy section, and the calculation formula for the target driving speed is: v m = v clo + K k (v ret - v clo ) Among them, v m is the target driving speed, v clo is the cloud planned speed, v ret is the real-time planned speed, K k is the real-time planning accuracy coefficient, and the real-time planning accuracy coefficient is used to characterize the matching degree between the unevenness information of the path points stored in the cloud and the unevenness information of the path points detected in real time.

16. A chip, characterized in that, The chip includes at least one processor and a communication interface, the communication interface is coupled to the at least one processor, and the at least one processor is configured to run programs or instructions to implement the steps of the vehicle bump speed limit method according to any one of claims 1 to 14.

17. A terminal, characterized in that, The terminal includes the vehicle bump speed limit device according to claim 15.

18. A computer device, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, When the computer program is executed by a processor, it implements the steps of the vehicle bump speed limit method according to any one of claims 1 to 14.

19. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the vehicle bump speed limit method according to any one of claims 1 to 14.

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