Method and device for controlling vehicle speed

Abstract

The application discloses a control method and device for vehicle speed. The method comprises the following steps: acquiring a target lane line, the target lane line comprising a first lane line and a second lane line, wherein the first lane line and the second lane line are two lane lines different from the current position of the vehicle; determining working condition information of the vehicle on a curve according to the slope of the first lane line and the slope of the second lane line; when the working condition information is that the vehicle enters the curve, determining a control speed of the vehicle according to the curvature of the first lane line and the curvature of the second lane line; and determining a target execution strategy of the vehicle based on the control speed, the target execution strategy being used for controlling the vehicle to pass through the curve. The application can control the vehicle to safely pass through the curve.

Description

Technical Field

[0001] This application belongs to the field of vehicle control, and in particular relates to a method and device for controlling vehicle speed. Background Technology

[0002] High-speed steering is extremely dangerous while driving. For example, on high-traction surfaces, sharp turns can generate excessive lateral acceleration, potentially causing the vehicle to fishtail. On low-traction surfaces, where traction is limited, excessive steering speed can lead to skidding. Therefore, it is crucial to adjust vehicle speed promptly based on road conditions during turns to ensure driving safety. This is often why advanced driver assistance systems (ADAS) utilize monocular cameras to identify road conditions ahead on curves and adjust vehicle speed accordingly.

[0003] However, existing advanced driver assistance systems (ADAS) that are not equipped with high-precision map monocular cameras often cannot identify road conditions ahead of curves or accurately identify the corresponding lane speed limit signs in advance. They can only start to decelerate after the vehicle enters the curve, which may lead to untimely adjustment of vehicle speed and cause danger when the vehicle is going through the curve. Summary of the Invention

[0004] This application provides a method and apparatus for controlling vehicle speed, which can control a vehicle to safely pass through curves.

[0005] In a first aspect, embodiments of this application provide a method for controlling vehicle speed, including:

[0006] Obtain the target lane lines, which include a first lane line and a second lane line. The first lane line and the second lane line are two lane lines located at different distances from the vehicle's current position.

[0007] Based on the slopes of the first and second lane lines, determine the vehicle's operating condition information on the curve.

[0008] When the operating condition information indicates that the vehicle is entering a curve, the vehicle's control speed is determined based on the curvature of the first lane line and the curvature of the second lane line.

[0009] Based on the control speed, a target execution strategy for the vehicle is determined, which is used to control the vehicle through curves.

[0010] Secondly, embodiments of this application provide a vehicle speed control device, comprising:

[0011] The acquisition module is used to acquire the target lane lines, which include a first lane line and a second lane line. The first lane line and the second lane line are two lane lines located at different distances from the vehicle's current position.

[0012] The determination module is used to determine the vehicle's operating condition information on the curve based on the slope of the first lane line and the slope of the second lane line.

[0013] The control module is used to determine the vehicle's control speed based on the curvature of the first lane line and the curvature of the second lane line when the operating condition information indicates that the vehicle is entering a curve.

[0014] The execution module is used to determine the vehicle's target execution strategy based on the control speed. The target execution strategy is used to control the vehicle to pass through the curve.

[0015] Thirdly, embodiments of this application provide an electronic device, the device comprising:

[0016] The processor and the memory storing computer program instructions.

[0017] The processor executes computer program instructions to perform the vehicle speed control method described in the first aspect above.

[0018] Fourthly, embodiments of this application provide a computer storage medium storing computer program instructions, which, when executed by a processor, implement the vehicle speed control method described in the first aspect.

[0019] Fifthly, embodiments of this application provide a computer program product.

[0020] When the instructions in the computer program product are executed by the processor of the electronic device, the electronic device performs the steps of the vehicle speed control method described in the first aspect.

[0021] The vehicle speed control method and apparatus provided in this application can determine the vehicle's operating condition information on a curve by using the slopes of the first and second lane lines, given the acquisition of both. When the operating condition information indicates that the vehicle is entering a curve, the vehicle's control speed is determined. Determining the operating condition information using lane lines allows for early identification of whether a lane is entering a curve, even without a high-precision map and only equipped with a monocular camera. Upon determining that the vehicle is entering a curve, a target execution strategy is determined based on the vehicle's control speed, thereby controlling the vehicle to smoothly navigate the curve according to the target execution strategy. Therefore, it achieves the ability to identify and determine the target execution strategy for navigating curves in advance, relying solely on a monocular camera without the need for a high-precision map, thus ensuring safe vehicle operation. Attached Figure Description

[0022] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a flowchart illustrating a vehicle speed control method according to one embodiment of this application.

[0024] Figure 2 This is a top view of a vehicle entering a curve, provided as an embodiment of this application.

[0025] Figure 3 This is a top view of another vehicle entering a curve, provided as an embodiment of this application.

[0026] Figure 4 This is a top view of a vehicle entering a curve, as provided in one embodiment of this application.

[0027] Figure 5 This is a schematic diagram of a vehicle speed control device provided in one embodiment of this application.

[0028] Figure 6 This is a schematic diagram of the hardware structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0029] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0030] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes the element.

[0031] Currently, existing technologies have limitations when advanced driver assistance systems (ADAS) installed in vehicles are not equipped with high-precision map monocular cameras. This makes it impossible to anticipate road conditions ahead of curves and recognize speed limit signs, potentially leading to insufficient deceleration when approaching curves and causing road safety issues. The vehicle speed control method and apparatus proposed in this application solve these problems.

[0032] The vehicle speed control method proposed in the embodiments of this application will be described in detail below.

[0033] like Figure 1 As shown in the figure, this application proposes a method for controlling vehicle speed, including:

[0034] S110: Obtain the target lane line, which includes a first lane line and a second lane line, wherein the first lane line and the second lane line are two lane lines that are different from the current position of the vehicle.

[0035] Currently, an increasing number of vehicles are equipped with different levels of advanced driver assistance systems (ADAS), which generally include at least a monocular camera. A monocular camera can have various functions, such as lane departure warning. When the monocular camera detects that the vehicle is about to deviate from its lane, it can issue a warning, prompting the advanced driver assistance system to issue corrective commands and adjust the vehicle's direction in a timely manner. Therefore, even vehicles without high-precision maps can accurately obtain lane information using a monocular camera.

[0036] Because a monocular camera has a specific sensing distance, such as Figure 2 As shown, during the vehicle's operation, a monocular camera can capture two lane lines at different distances from the vehicle's current position within its perception range. The first lane line L1 can be the lane line closer to the vehicle's current position, and the second lane line L2 can be the lane line farther from the vehicle's current position.

[0037] In some examples, since the first and second lane lines are determined based on the perception distance of a monocular camera, in practice, to provide early warnings when vehicles enter curves, a larger perception distance can be chosen to determine the vehicle's lane line. For example, when the monocular camera's curve perception distance is 0-45m, the end of the perception distance can be used as the end of the second lane line. Therefore, the two lane lines can be determined based on perception distances of 5-25m and 25-45m, respectively.

[0038] S120: Determine the vehicle's operating condition information on the curve based on the slope of the first lane line and the slope of the second lane line.

[0039] When the first and second lane lines are obtained, the vehicle's operating condition information on the curve can be determined based on the slopes of the first and second lane lines. Here, operating condition information refers to the road conditions the vehicle is currently experiencing while driving on the curve; for example, it could be information about the vehicle entering the curve, the vehicle being in the curve, or the vehicle exiting the curve. For instance, based on the difference between the slopes of the first and second lane lines, it's conceivable that as the difference gradually increases, the vehicle's operating condition information might indicate that it is entering a curve.

[0040] In some examples, the vehicle's position on a curve can be determined based on the curvature of the first lane line and the curvature of the second lane line. For instance, if both the curvature of the first and second lane lines are zero, the vehicle may be traveling straight. If the curvature of the second lane line is greater than that of the first lane line, the vehicle may be entering the curve.

[0041] In some examples, such as Figure 3 As shown, alternatively, a first fitted line P1 can be obtained by fitting the first lane line, and a second fitted line P2 can be obtained by fitting the second lane line. Then, the tangents of the first fitted line P1 and the second fitted line P2 can be obtained respectively, and the angle between the tangents of the first fitted line P1 and the second fitted line P2 can be obtained. According to the included angle It can determine the vehicle's operating conditions on a curve. For example... When the vehicle is within the preset range, it can be determined that it has entered the curve.

[0042] S130: When the operating condition information indicates that the vehicle is entering a curve, determine the vehicle's control speed based on the curvature of the first lane line and the curvature of the second lane line.

[0043] Here, the slope method can be used to determine the vehicle's control speed, or the curvature of the first and second lane lines can be used to determine the vehicle's control speed; no specific method is required here.

[0044] S140: Based on the control speed, determine the vehicle's target execution strategy, which is used to control the vehicle through the curve.

[0045] Based on the controlled speed, the vehicle's target execution strategy can be determined. Here, the target execution strategy is the strategy for controlling the vehicle to navigate through the curve.

[0046] In some examples, the vehicle's current speed can be obtained, and the strategy for navigating a curve can be determined by the vehicle's current speed, control speed, and the range of braking power provided by the vehicle's braking system. Here, the strategy for navigating a curve can be the strategy of how much acceleration and how long the vehicle needs to travel through the curve. For example, the following formula (1) can be used to calculate the acceleration.

[0047]

[0048] The vehicle's current speed. a For acceleration, t For time, v For controlling the vehicle's speed.

[0049] In this embodiment, the vehicle's operating condition information on the curve is determined by acquiring the slopes of the first and second lanes. If the operating condition information indicates the vehicle is entering a curve, the vehicle's control speed is determined, thereby further determining the vehicle's target execution strategy. Therefore, it is possible to perceive road conditions on curves in advance without requiring a high-precision map monocular camera, thus determining the vehicle's target execution strategy for navigating curves and improving driving safety.

[0050] In some embodiments, determining the vehicle's operating condition information on the curve based on the slope of the first lane line and the slope of the second lane line includes:

[0051] Fit the first lane line and the second lane line respectively to obtain the first fitted straight line and the second fitted straight line respectively.

[0052] Calculate the first slope corresponding to the first fitted line P1 and the second slope corresponding to the second fitted line P2.

[0053] The comparison result is obtained by comparing the difference between the second slope and the first slope with the threshold.

[0054] The operating condition information is determined based on the comparison results.

[0055] Here, the first and second fitted lines can be obtained by selecting a preset number of points on the first and second lane lines respectively, and then fitting them to obtain the corresponding first and second fitted lines. For example... Figure 3 As shown, the first fitted line can be P1, and the second fitted line can be P2.

[0056] The first slope can be the slope corresponding to the first fitted line.

[0057] The second slope can be the slope corresponding to the first fitted line.

[0058] The threshold can be a pre-set threshold for the difference between the second slope and the first slope. This threshold can be set by the user according to their needs, and there is no limitation here.

[0059] In some embodiments of this application, a suitable coordinate system can be established to calculate the first slope of the first fitted line P1 and the second slope of the second fitted line P2. Then, the working condition information can be determined by comparing the difference between the second slope and the first slope with the threshold value.

[0060] It is conceivable that the difference and the threshold may have different comparison results, and therefore different operating condition information will be based on different comparison results.

[0061] like Figure 3 As shown, in a suitable coordinate system, if there is a curve in the road ahead, there will be a situation where the second slope is greater than the first slope. If the difference between the second slope and the first slope is greater than a threshold, the working condition information can be determined as the vehicle entering the curve.

[0062] In some examples, when determining the operating conditions, the difference between the second slope and the first slope can also be used to determine the conditions. It is conceivable that when there is a curve ahead of the road, the difference between the second slope and the first slope may continue to increase. Therefore, when the difference between the second slope and the first slope is calculated to be continuously increasing, it can be assumed that there is a curve ahead of the road.

[0063] In this embodiment, the operating condition information is determined by calculating the first slope of the first fitted straight line obtained by fitting the first lane line and the second slope of the second fitted straight line obtained by fitting the second lane line, and comparing the difference between the second slope and the first slope with a threshold. This method determines the operating condition information simply and directly while minimizing the computational load. Furthermore, by determining that the vehicle is entering a curve when the difference is greater than the threshold, the system can accurately predict when a vehicle will enter a curve without excessively increasing the computational load.

[0064] In some embodiments, determining the control speed of the vehicle based on the curvature of the first lane line and the curvature of the second lane line includes:

[0065] Obtain the first curvature of the first lane line and the second curvature of the second lane line.

[0066] Based on the first curvature and the second curvature, determine the first target velocity corresponding to the first curvature and the second target velocity corresponding to the second curvature.

[0067] The vehicle's control speed is determined based on the first target speed and the second target speed.

[0068] Here, the first curvature is the curvature of the first lane line. Specifically, it can be calculated by randomly selecting several points within the first lane line and using the least squares method to obtain the first fitted arc, and then using the curvature calculation formula to calculate the first curvature of the first fitted arc. The second curvature is the curvature of the second lane line, and the specific calculation method is the same as that of the first curvature, so it will not be repeated here.

[0069] It is conceivable that, in order to improve the accuracy of curvature calculation, both the first curvature and the second curvature can be the average curvature of the first fitted arc and the second fitted arc.

[0070] When determining the first target speed corresponding to the first curvature and the second target speed corresponding to the second curvature based on the first curvature and the second curvature, the range of braking power provided by the vehicle braking system can be used to determine the first target speed or the second target speed, for example, by using formula (2) to calculate the first target speed or the second target speed.

[0071]

[0072] in, Let v be the radial acceleration, v be the control velocity, and K be the curvature.

[0073] In some examples, the curvature calculation formula can be:

[0074]

[0075] Let be the curvature with coordinates (x, y). Let x be the first derivative of the function. Let y be the first derivative of the function y. Let x be the second derivative of the function. Let y be the second derivative of the function y.

[0076] After determining the first target speed and the second target speed, the vehicle's control speed can be determined. Here, the vehicle's control speed is the speed at which the vehicle is controlled to pass through the curve. For example, one could choose to have the vehicle pass through the first lane at the first target speed and the vehicle pass through the second lane at the second target speed.

[0077] In some examples, when selecting several points to fit the first and second lane lines to form the first and second fitted arcs, respectively, the selection of these points can change as the vehicle continues to move. Therefore, the calculated first and second curvatures can also change as the vehicle moves. Furthermore, the first and second target speeds obtained based on the first and second curvatures also change dynamically. Therefore, the vehicle's control speed can be determined based on the first and second target speeds.

[0078] In some embodiments, determining a first target velocity corresponding to a first curvature based on a first curvature includes:

[0079] Based on the first curvature, look up the corresponding relationship table to obtain the first target velocity corresponding to the first curvature.

[0080] The correspondence table includes the correspondence between the first curvature and the first target velocity.

[0081] Because different vehicle brands and models may have different braking power ranges, the braking systems of these vehicles can provide varying degrees of braking force. Therefore, manufacturers can create a table mapping curvature to speed in advance, based on the vehicle's model and brand. When determining the first target speed corresponding to the first curvature, the table is directly consulted to find the corresponding speed. It's conceivable that the table shows a one-to-one correspondence between the first curvature and the first target speed. Similarly, the second target speed corresponding to the second curvature can also be obtained by consulting the relevant table.

[0082] This application embodiment constructs a correspondence table that stores the correspondence between the first curvature and the first target speed. When determining the first target speed based on the first curvature, the correspondence table is directly queried, which can improve the time to obtain the first target speed. This allows the vehicle control speed to be determined in a timely manner, enabling the vehicle to smoothly navigate curves.

[0083] This application embodiment determines the first target speed and the second target speed by using the first curvature of the first lane line and the second curvature of the second lane line, respectively, and further determines the vehicle's control speed. This method can calculate the vehicle's control speed in advance when the vehicle enters a curve, even without a high-precision map or a monocular camera. This allows the vehicle to decelerate in time when entering a curve, maximizing the safety and efficiency of driving through curves with relatively low computing power.

[0084] In some embodiments, determining the vehicle's target execution strategy based on control speed includes:

[0085] Obtain the vehicle's current speed, as well as the first and second distances of the vehicle from the first lane line and the second lane line, respectively.

[0086] Based on driving speed, first target speed, and first distance Determine the first acceleration.

[0087] Based on driving speed, second target speed, and second distance Determine the second acceleration.

[0088] The target execution strategy of the vehicle is determined based on the first acceleration and the second acceleration.

[0089] like Figure 4 As shown, in order to determine the vehicle's target execution strategy in advance when the vehicle enters the curve, the first distance... This could be the distance between the vehicle and the beginning of the first lane line, and similarly, the second distance... This could be the distance between the vehicle and the beginning of the second lane. Therefore, it can be based on the vehicle's speed, the first target speed, and the first distance. Determine the first acceleration, and determine the second acceleration based on the first velocity, the second target velocity, and the second distance.

[0090] It should be noted that the center point of the first lane can also be selected, and the first distance is the distance from the vehicle's current position to that center point. Similarly, the second distance can also be the distance from the vehicle to the center point of the second lane; there is no limitation here.

[0091] Here, formulas (4) and (5) can be used to calculate the first acceleration and the second acceleration respectively.

[0092]

[0093]

[0094] For the first acceleration, For driving speed, The primary target speed, The first distance, For the second acceleration, For the second target speed, This is the second distance.

[0095] Therefore, based on the calculated first and second accelerations, the vehicle's target execution strategy can be determined.

[0096] In some examples, since the vehicle is moving dynamically, the first distance, second distance, first target speed, and second target speed mentioned above are all dynamically changing. Therefore, the calculated first acceleration and second acceleration will also change dynamically as the vehicle moves. Consequently, the final target execution strategy may also change in real time.

[0097] This application embodiment determines a first acceleration by using driving speed, a first target speed, and a first distance, and a second acceleration by using driving speed, a second target speed, and a second distance. Furthermore, it determines the vehicle's target execution strategy based on the first and second accelerations. This method saves computational resources and can calculate the vehicle's target execution strategy for entering a curve in advance, enabling the vehicle to safely pass through the curve.

[0098] In some embodiments, determining the vehicle's target execution strategy based on a first acceleration and a second acceleration includes:

[0099] If both the first acceleration and the second acceleration are negative and the first acceleration is greater than the second acceleration, then the vehicle is determined to travel at the second acceleration.

[0100] Since vehicles need to decelerate when entering a curve, the calculated first and second accelerations may both be negative. When the first acceleration is greater than the second acceleration, it indicates that the curvature of the curve ahead is continuously increasing, and the vehicle needs to continue to decelerate. Therefore, it is determined that the vehicle should travel with the second acceleration, which has the larger absolute value.

[0101] In some embodiments, determining the vehicle's target execution strategy based on a first acceleration and a second acceleration includes:

[0102] When the first acceleration is negative and the second acceleration is positive, the vehicle is determined to travel with the first acceleration first, and then with the second acceleration when the vehicle reaches the point of maximum curvature of the curve.

[0103] When a vehicle is driving in a curve, there may be a situation where the vehicle needs to slow down while it is still in the curve, meaning the first acceleration is negative, but the second acceleration at a later point is already positive. Therefore, you can choose to drive the vehicle with the first acceleration first, and then accelerate with the second acceleration when you reach the point where the curvature of the curve is the largest, that is, when the vehicle has passed the point where the curve is the largest.

[0104] In some embodiments, determining the vehicle's target execution strategy based on a first acceleration and a second acceleration includes:

[0105] If both the first acceleration and the second acceleration are positive, the vehicle is determined to travel at the first acceleration.

[0106] When a vehicle is traveling through a curve, after passing the point of maximum curvature—meaning it may be about to exit the curve—it may need to accelerate. Therefore, it's possible that both the first and second accelerations are positive, and the vehicle can be determined to be traveling at the first acceleration. It's conceivable that as the vehicle approaches the exit of the curve, it can also choose an appropriate acceleration based on the actual traffic conditions, which will not be elaborated upon here.

[0107] The embodiments of this application provide a defined target execution strategy for vehicles when entering a curve, driving in a curve, and about to exit a curve, enabling vehicles to safely and smoothly pass through curves even without a high-precision map monocular camera.

[0108] It should be noted that the vehicle speed control method provided in this application embodiment can be executed by a vehicle speed control device or a control module in the vehicle speed control device for executing the vehicle speed control method.

[0109] Based on the same inventive concept as the vehicle speed control method described above, this application also provides a vehicle speed control device. The following is in conjunction with... Figure 5 The vehicle speed control device provided in the embodiments of this application will be described in detail.

[0110] like Figure 5 As shown, this application embodiment provides a vehicle speed control device, including:

[0111] The acquisition module 501 is used to acquire the target lane line, which includes a first lane line and a second lane line, wherein the first lane line and the second lane line are two lane lines that are different from the current position of the vehicle.

[0112] The determination module 502 is used to determine the operating condition information of the vehicle on the curve based on the slope of the first lane line and the slope of the second lane line.

[0113] The control module 503 is used to determine the control speed of the vehicle based on the curvature of the first lane line and the curvature of the second lane line when the operating condition information indicates that the vehicle is entering a curve.

[0114] The execution module 504 is used to determine the target execution strategy of the vehicle based on the control speed. The target execution strategy is used to control the vehicle to pass through the curve.

[0115] In this embodiment, given the first and second lane lines, the vehicle's operating condition information on a curve can be determined by the slopes of the first and second lane lines. When the operating condition information indicates the vehicle is entering a curve, the vehicle's control speed is determined. Determining the operating condition information using lane lines allows for early identification of whether a lane is entering a curve, even without a high-precision map monocular camera. Upon determining the vehicle's entry into a curve, a target execution strategy is determined based on the vehicle's control speed, thereby controlling the vehicle to smoothly navigate the curve according to the target execution strategy. Therefore, it achieves the ability to identify and determine the target execution strategy for navigating curves in advance without a high-precision map monocular camera, ensuring safe vehicle operation.

[0116] In some embodiments, the determining module 502 is specifically used for:

[0117] Fit the first lane line and the second lane line respectively to obtain the first fitted straight line and the second fitted straight line respectively.

[0118] Calculate the first slope corresponding to the first fitted line and the second slope corresponding to the second fitted line.

[0119] The comparison result is obtained by comparing the difference between the second slope and the first slope with the threshold.

[0120] The operating condition information is determined based on the comparison results.

[0121] In some embodiments, the determining module 502 is further configured to:

[0122] If the difference is greater than the threshold, the operating condition information is determined to be that the vehicle has entered a curve.

[0123] In some embodiments, the control module 503 is specifically used for:

[0124] Obtain the first curvature of the first lane line and the second curvature of the second lane line.

[0125] Based on the first curvature and the second curvature, determine the first target velocity corresponding to the first curvature and the second target velocity corresponding to the second curvature.

[0126] The vehicle's control speed is determined based on the first target speed and the second target speed.

[0127] In some embodiments, the execution module 504 is specifically used for:

[0128] Obtain the vehicle's current speed, as well as the first and second distances of the vehicle from the first lane line and the second lane line, respectively.

[0129] The first acceleration is determined based on the driving speed, the first target speed, and the first distance.

[0130] The second acceleration is determined based on the driving speed, the second target speed, and the second distance.

[0131] The target execution strategy of the vehicle is determined based on the first acceleration and the second acceleration.

[0132] In some embodiments, the execution module 504 is further configured to:

[0133] If both the first acceleration and the second acceleration are negative and the first acceleration is greater than the second acceleration, then the vehicle is determined to travel at the second acceleration.

[0134] In some embodiments, the execution module 504 is further configured to:

[0135] When the first acceleration is negative and the second acceleration is positive, the vehicle is determined to travel with the first acceleration first, and then with the second acceleration when the vehicle reaches the point of maximum curvature of the curve.

[0136] In some embodiments, the execution module 504 is further configured to:

[0137] If both the first acceleration and the second acceleration are positive, the vehicle is determined to travel at the first acceleration.

[0138] In some embodiments, the control module 503 is further configured to:

[0139] Based on the first curvature, look up the corresponding relationship table to obtain the first target velocity corresponding to the first curvature.

[0140] The correspondence table includes the correspondence between the first curvature and the first target velocity.

[0141] The apparatus of the above embodiments is used to implement the corresponding vehicle speed control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0142] Based on the same inventive concept, embodiments of this application also provide an electronic device.

[0143] Figure 6 A schematic diagram of the hardware structure of an electronic device is provided in the application embodiment.

[0144] The electronic device 600 may include a processor 601 and a memory 602 storing computer program instructions.

[0145] Specifically, the processor 601 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0146] Memory 602 may include mass storage for data or instructions. For example, and not limitingly, memory 602 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 602 may include removable or non-removable (or fixed) media. Where appropriate, memory 602 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, memory 602 is non-volatile solid-state memory.

[0147] In a particular embodiment, memory 602 includes read-only memory (ROM). Where appropriate, the ROM may be a mask-programmed ROM, a programmable ROM (PROM), an erasable PROM (EPROM), an electrically erasable PROM (EEPROM), an electrically rewritable ROM (EAROM), or flash memory, or a combination of two or more of these.

[0148] Memory may include read-only memory (ROM), random access memory (RAM), disk storage media devices, optical storage media devices, flash memory devices, and electrical, optical, or other physical / tangible memory storage devices. Therefore, typically, memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it is operable to perform the operations described with reference to the method according to the first aspect of this application.

[0149] The processor 601 reads and executes computer program instructions stored in the memory 602 to implement any of the vehicle speed control methods in the above embodiments.

[0150] In one example, the electronic device may also include a communication interface 603 and a bus 604. Wherein, as... Figure 6 The processor 601, memory 602, and communication interface 603 are connected through bus 604 and complete communication with each other.

[0151] The communication interface 603 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0152] Bus 604 includes hardware, software, or both, that couples components of an online data traffic metering device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Enhanced Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), HyperTransport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a Microchannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local (VLB) bus, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 704 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, any suitable bus or interconnect is contemplated herein.

[0153] The electronic devices described above are used to implement the corresponding vehicle speed control methods in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0154] Furthermore, in conjunction with the vehicle speed control methods in the above embodiments, this application embodiment can provide a computer storage medium for implementation. This computer storage medium stores computer program instructions, which, when executed by a processor, implement any of the vehicle speed control methods in the above embodiments.

[0155] Furthermore, in conjunction with the vehicle speed control methods in the above embodiments, this application embodiment can provide a computer program product for implementation. When the instructions of this computer program product are executed by the processor of an electronic device, they implement any of the vehicle speed control methods in the above embodiments.

[0156] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples. Under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in the details for the sake of brevity.

[0157] The functional blocks shown in the above-described structural diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0158] It should also be noted that the exemplary embodiments mentioned in this application describe methods or apparatuses based on a series of steps or devices. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0159] The aspects of this application have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (devices), and computer program products according to embodiments of this application. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by dedicated hardware performing the specified functions or actions, or can be implemented by a combination of dedicated hardware and computer instructions.

[0160] The above description is merely a specific embodiment of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the devices, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A method for controlling vehicle speed, characterized in that, include: Obtain the target lane line, which includes a first lane line and a second lane line. The first lane line and the second lane line are two lane lines that are different from the current position of the vehicle. The first lane line is the lane line that is closer to the current position of the vehicle, and the second lane line is the lane line that is farther from the current position of the vehicle. Based on the slopes of the first lane line and the second lane line, determine the vehicle's operating condition information on the curve. When the operating condition information indicates that the vehicle is entering a curve, the control speed of the vehicle is determined based on the curvature of the first lane line and the curvature of the second lane line. Based on the control speed, a target execution strategy for the vehicle is determined. The target execution strategy is used to control the vehicle to pass through the curve. The step of determining the vehicle's operating condition information on the curve based on the slopes of the first lane line and the second lane line includes: Fitting the first lane line and the second lane line respectively yields a first fitted straight line and a second fitted straight line. Calculate the first slope corresponding to the first fitted line and the second slope corresponding to the second fitted line. The difference between the second slope and the first slope is compared with the threshold value to obtain the comparison result. The operating condition information is determined based on the comparison results; Determining the control speed of the vehicle based on the curvature of the first lane line and the curvature of the second lane line includes: Obtain the first curvature of the first lane line and the second curvature of the second lane line. Based on a pre-created table of the correspondence between curvature and speed for different vehicles, the first target speed corresponding to the first curvature and the second target speed corresponding to the second curvature are determined by querying the table. The control speed of the vehicle is determined based on the first target speed and the second target speed.

2. The vehicle speed control method according to claim 1, characterized in that, The operating condition information is determined based on the comparison results, including: If the difference is greater than a threshold, the operating condition information is determined to be that the vehicle has entered a curve.

3. The vehicle speed control method according to claim 1, characterized in that, Based on the control speed, the target execution strategy for the vehicle is determined, including: The vehicle's current speed, as well as the first and second distances of the vehicle from the first lane line and the second lane line, are obtained respectively. The first acceleration is determined based on the driving speed, the first target speed, and the first distance. The second acceleration is determined based on the driving speed, the second target speed, and the second distance. The target execution strategy of the vehicle is determined based on the first acceleration and the second acceleration.

4. The vehicle speed control method according to claim 3, characterized in that, Determining the target execution strategy of the vehicle based on the first acceleration and the second acceleration includes: When both the first acceleration and the second acceleration are negative and the first acceleration is greater than the second acceleration, it is determined that the vehicle is traveling at the second acceleration.

5. The vehicle speed control method according to claim 4, characterized in that, Determining the target execution strategy of the vehicle based on the first acceleration and the second acceleration includes: When the first acceleration is negative and the second acceleration is positive, the vehicle is determined to travel at the first acceleration first, and then at the second acceleration when the vehicle reaches the point of maximum curvature of the curve.

6. The vehicle speed control method according to claim 4, characterized in that, Determining the target execution strategy of the vehicle based on the first acceleration and the second acceleration includes: When both the first acceleration and the second acceleration are positive, it is determined that the vehicle is traveling at the first acceleration.

7. A vehicle speed control device, characterized in that, include: The acquisition module is used to acquire target lane lines, which include a first lane line and a second lane line, wherein the first lane line and the second lane line are two lane lines that are at different distances from the current position of the vehicle. The determination module is used to determine the vehicle's operating condition information on the curve based on the slopes of the first lane line and the second lane line. The control module is configured to, when the operating condition information indicates that the vehicle is entering a curve, determine the control speed of the vehicle based on the curvature of the first lane line and the curvature of the second lane line. An execution module is configured to determine a target execution strategy for the vehicle based on the control speed, the target execution strategy being used to control the vehicle through the curve; The step of determining the vehicle's operating condition information on the curve based on the slopes of the first lane line and the second lane line includes: Fitting the first lane line and the second lane line respectively yields a first fitted straight line and a second fitted straight line. Calculate the first slope corresponding to the first fitted line and the second slope corresponding to the second fitted line. The difference between the second slope and the first slope is compared with the threshold value to obtain the comparison result. The operating condition information is determined based on the comparison results; Determining the control speed of the vehicle based on the curvature of the first lane line and the curvature of the second lane line includes: Obtain the first curvature of the first lane line and the second curvature of the second lane line. Based on a pre-created table of the correspondence between curvature and speed for different vehicles, the first target speed corresponding to the first curvature and the second target speed corresponding to the second curvature are determined by querying the table. The control speed of the vehicle is determined based on the first target speed and the second target speed.

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