Method, apparatus, device and storage medium for adjusting speed

Abstract

The application discloses a speed adjusting method, device, equipment and storage medium. The method comprises the following steps: acquiring a first object and a second object located on two sides of a target vehicle respectively in a preset range in front of the target vehicle, and a first speed of the first object and a second speed of the second object, wherein the first object and the second object are located on different sides of the target vehicle; then, a first lateral distance between the first object and the target vehicle and a second lateral distance between the second object and the target vehicle are calculated respectively; and then, a target passing road width is determined, so that an upper limit value of a vehicle speed of the target vehicle is adjusted according to the first speed, the second speed and the target passing road width. The upper limit value of the vehicle speed of the target vehicle is automatically adjusted according to the speed of the objects on two sides and the influence of the distance between the objects and the target vehicle on the psychological safety of a driver, so that the driver is in a safe state in psychology, and the automation degree of speed adjustment of an adaptive cruise control system is improved.

Description

Technical Field

[0001] This application belongs to the field of automotive technology, and in particular relates to a method, device, equipment and storage medium for speed regulation. Background Technology

[0002] Adaptive Cruise Control (ACC) not only cruises at a given speed, but also adjusts the current vehicle's speed according to the operating status of the vehicle in front, maintaining a dynamic safe distance from the vehicle in front, improving driving comfort and reducing driver stress.

[0003] Current mainstream technical solutions can output the maximum cruising speed allowed by traffic regulations for the current road by fusing navigation speed limits with speed limits recognized by TSR (Traffic Sign Recognition) functions. While this method can reduce the probability of problems occurring in this scenario to some extent, it still cannot automatically adjust for specific scenarios.

[0004] Some existing technologies propose two speed control methods: one is based on the driver's preset cruise speed, and the other is to adjust the speed based on targets that may pose a collision risk ahead. These targets can be those already on the predicted trajectory of the target vehicle, or targets that are not currently on the predicted trajectory but will likely encroach upon it in the future (i.e., intervening targets). If there is no Closest In Path Vehicle (CIPV) ahead and neither side targets show any tendency to intervene, the ACC system will only consider the driver's preset cruise speed for control. However, the location of targets on both sides can affect the driver's psychological stress level. Therefore, when encountering a narrow passage, if the driver wants to maintain a low speed in this scenario, they need to manually reduce the cruise speed. Then, when the vehicle leaves this scenario, they need to manually increase the cruise speed. This increases the frequency of driver intervention, making the vehicle's speed adjustment less intelligent.

[0005] Therefore, the problem with existing technologies is that the speed adjustment automation level of adaptive cruise control systems is not high. Summary of the Invention

[0006] This application provides a method, apparatus, device, and storage medium for adjusting speed, which solves the problem of low automation in speed adjustment of adaptive cruise control systems.

[0007] In a first aspect, embodiments of this application provide a speed adjustment method, the method comprising:

[0008] The system acquires the speeds of a first object and a second object located on either side of the target vehicle, as well as the first speed of the first object and the second speed of the second object. The first and second objects are located within a preset range in front of the target vehicle and are situated on different sides of the target vehicle.

[0009] Based on the first object and the second object, calculate the first lateral distance between the first object and the target vehicle, and the second lateral distance between the second object and the target vehicle, respectively.

[0010] Based on the first lateral distance and the second lateral distance, determine the target road width for the target vehicle.

[0011] Adjust the upper speed limit of the target vehicle based on the first speed, the second speed, and the width of the target road.

[0012] In some possible implementations, the first object and the second object respectively include at least one of the following: a vehicle, an obstacle, a curb, and a lane line.

[0013] In some possible implementations, the first lateral distance between the first object and the target vehicle and the second lateral distance between the second object and the target vehicle are calculated based on the first object and the second object, respectively, including:

[0014] Obtain the first sampling point of the first object and the second sampling point of the second object.

[0015] The first lateral distance between the first object and the target vehicle is determined based on the first sampling point, and the second lateral distance between the second object and the target vehicle is determined based on the second sampling point.

[0016] In some possible implementations, the first sampling point includes the corner point of the first object, and the second sampling point includes the corner point of the second object, where the corner point is the point at the corner.

[0017] In some possible implementations, the target road width for the target vehicle is determined based on a first lateral distance and a second lateral distance, including:

[0018] The preset area is divided perpendicular to the road's extension direction to obtain N target grids, where N is a positive integer. Each target grid includes at least one first object and at least one second object.

[0019] The minimum lateral distance between the first object in the target grid and the target vehicle is taken as the first minimum lateral distance.

[0020] The minimum lateral distance between the second object in the target grid and the target vehicle is taken as the second minimum lateral distance.

[0021] Calculate the sum of the first minimum lateral distance and the second minimum lateral distance in the target grid to obtain the target road width for the target vehicle in each target grid.

[0022] In some possible implementations, the upper speed limit of the target vehicle is adjusted based on a first speed, a second speed, and the width of the target road, including:

[0023] The first maximum speed is obtained based on the maximum value of the first speed.

[0024] The second maximum speed is obtained based on the maximum value of the second speed.

[0025] Calculate the difference between the first and second maximum velocities in the target grid to obtain the target's relative velocity.

[0026] Adjust the upper speed limit of the target vehicle based on the target relative speed and the width of the target road.

[0027] In some possible implementations, the upper speed limit of the target vehicle is adjusted based on the target relative speed and the target road width, including:

[0028] When the target relative speed is less than or equal to the target threshold, the expected relative speed corresponding to the target road width is determined based on the correspondence between the target road width and the expected relative speed. In this correspondence, the target road width and the expected relative speed are positively correlated.

[0029] Adjust the target vehicle's upper speed limit based on the desired relative speed and the first speed, or based on the desired relative speed and the second speed.

[0030] Alternatively, if the target relative speed is greater than the target threshold, the larger of the first maximum speed and the second maximum speed is taken as the target high speed, and the smaller of the first maximum speed and the second maximum speed is taken as the target low speed.

[0031] Add the target low speed to the desired relative speed and compare it with the target high speed. The larger value is taken as the target desired speed, and the target desired speed is taken as the upper limit of the target vehicle's speed.

[0032] In some possible implementations, the method also includes:

[0033] Obtain the first longitudinal distance, which is the distance between each target grid and the target vehicle in the road extension direction.

[0034] Based on a preset relationship, the calibrated upper limit of vehicle speed for each target grid is determined according to the first longitudinal distance and the upper limit of vehicle speed for each target grid. In this preset relationship, the first longitudinal distance is positively correlated with the calibrated upper limit of vehicle speed, and the upper limit of vehicle speed is positively correlated with the calibrated upper limit of vehicle speed.

[0035] Compare the calibrated upper limit of vehicle speed for each target grid, and take the minimum value as the target upper limit of vehicle speed.

[0036] In some possible implementations, the method also includes:

[0037] When the target vehicle's target speed limit changes within a preset fluctuation range, the target vehicle's target speed limit remains unchanged.

[0038] Secondly, embodiments of this application also provide a speed adjustment device, the device comprising:

[0039] The acquisition module is used to acquire a first object and a second object located on both sides of the target vehicle, as well as a first speed of the first object and a second speed of the second object, wherein the first object and the second object are located within a preset range in front of the target vehicle, and the first object and the second object are located on different sides of the target vehicle.

[0040] The calculation module is used to calculate the first lateral distance between the first object and the target vehicle based on the first object and the second object, respectively.

[0041] The determination module is used to determine the target road width for the target vehicle based on a first lateral distance and a second lateral distance.

[0042] The adjustment module is used to adjust the upper limit of the target vehicle's speed based on the first speed, the second speed, and the target road width.

[0043] Thirdly, embodiments of this application also provide an apparatus, which includes a processor and a memory storing computer program instructions; when the processor executes the computer program instructions, it implements the speed adjustment method in the first aspect, or any possible implementation of the first aspect.

[0044] Fourthly, embodiments of this application also provide a computer storage medium, on which computer program instructions are stored, which, when executed by a processor, implement the speed adjustment method in the first aspect or any possible implementation of the first aspect.

[0045] Fifthly, embodiments of this application provide a computer program product in which instructions, when executed by a processor of an electronic device, enable the electronic device to perform the speed adjustment method of the first aspect or any possible implementation thereof.

[0046] The speed adjustment method, apparatus, device, and storage medium of this application embodiment acquire, within a preset range in front of the target vehicle, information about a first object and a second object located on either side of the target vehicle, as well as a first speed of the first object and a second speed of the second object. The first and second objects are located on different sides of the target vehicle. Then, based on the first and second objects, a first lateral distance between the first object and the target vehicle and a second lateral distance between the second object and the target vehicle are calculated. Furthermore, based on the first and second lateral distances, the target road width for the target vehicle is determined. Thus, the upper speed limit of the target vehicle is adjusted according to the first speed, the second speed, and the target road width. The first and second objects are traffic participants with no risk of collision. The impact of the speeds of the first and second objects and their distances from the target vehicle on the driver's "psychological safety" is considered. The upper speed limit of the target vehicle is automatically adjusted to ensure the driver is in a "psychologically" safe state, improving the automation level of the adaptive cruise control system's speed adjustment. Attached Figure Description

[0047] 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.

[0048] Figure 1 This is a schematic flowchart of a speed adjustment method provided in an embodiment of this application;

[0049] Figure 2 This is a schematic flowchart of another speed adjustment method provided in an embodiment of this application;

[0050] Figure 3 This is a schematic diagram showing the relationship between the width of a passable road and the desired relative speed, provided in an embodiment of this application.

[0051] Figure 4 This is a schematic diagram illustrating a method for calculating a vehicle speed limit provided in an embodiment of this application;

[0052] Figure 5 This is a schematic flowchart of another speed adjustment method provided in an embodiment of this application;

[0053] Figure 6 This is a schematic diagram showing the calibrated upper speed limit values ​​for different target grids provided in the embodiments of this application;

[0054] Figure 7 This is a schematic flowchart of another speed adjustment method provided in the embodiments of this application;

[0055] Figure 8 This is a schematic diagram of filtering a target vehicle speed limit provided in an embodiment of this application;

[0056] Figure 9 This is a schematic flowchart of another speed adjustment method provided in an embodiment of this application;

[0057] Figure 10-A This is a schematic diagram of an identity identifier provided in an embodiment of this application;

[0058] Figure 10-B This is a waveform diagram of a speed provided in an embodiment of this application;

[0059] Figure 10-C This is a schematic diagram of an experimental result provided in an embodiment of this application;

[0060] Figure 11 This is a schematic diagram of a speed adjustment device provided in an embodiment of this application;

[0061] Figure 12 This is a schematic diagram of the structure of a device provided in an embodiment of this application. Detailed Implementation

[0062] 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.

[0063] 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 said element.

[0064] Adaptive Cruise Control (ACC) systems can effectively ensure driver safety by adjusting the maximum speed limit. When there is a nearby CIPV (Cross-Island Vehicle) in front of the target vehicle or a target that will encroach on the predicted trajectory of the target vehicle from the side, the ACC system will determine that there is a collision risk and automatically adjust the maximum speed limit. However, when the ACC system detects that there is no collision risk in the surrounding environment, it will use the cruise speed set by the driver as the maximum speed limit. In this case, if the vehicle encounters a narrow passage, the driver's cruise speed may be too high, exceeding the current actual speed, and the vehicle will be in a state of continuous acceleration. When the driver wants to keep the vehicle at a low speed in this scenario, he / she needs to manually reduce the cruise speed. When the vehicle leaves this scenario, he / she needs to manually increase the cruise speed. This operation increases the frequency of driver intervention, resulting in the problem that the ACC system's speed adjustment automation level is not high.

[0065] Based on this, embodiments of this application provide a speed adjustment method, apparatus, device, and storage medium that take into account the impact of surrounding traffic participants without collision risk on the driver's "psychological safety," thereby automatically adjusting the upper limit of the target vehicle's speed, ensuring that the driver is in a "psychological" safe state, and improving the automation level of the adaptive cruise control system's speed adjustment.

[0066] This application primarily addresses scenarios where narrow passages are formed by surrounding objects, such as: 1) multiple stationary vehicles ahead; 2) a metal fence on the left and a row of parked vehicles on the right; 3) narrow roads with curbs on both sides; 4) double yellow lines on one side and vehicles on the other. These scenarios share a common characteristic: the targets are not within the current ACC system's consideration range, but the narrow passage they create can affect the driver. This impact mainly stems from the mismatch between the narrow passage and the excessively high cruise speed. This application actively detects narrow passages formed by objects ahead and adjusts the target vehicle's cruise speed limit based on the passage's width and boundary speed, allowing the vehicle to pass through the passage at a relatively safe speed.

[0067] The following is combined Figure 1 The technical solution of this application is described as follows: Figure 1As shown, the lateral distances between the target vehicle and objects on both sides are calculated using a sampling method. A 100m long and 10m wide space in front of the target vehicle is discretized into N discretized target grids. Then, the key features of the objects (vehicles, curbs) input from the sensing end are calculated, specifically the corner points with the closest lateral distance to the target vehicle. These points are then expanded, filling the previously discretized target grids based on the target object's length, upper offset, lower offset, and lateral offset. When the same target grid may be filled by 2 to 3 targets simultaneously, only the point with the closest lateral distance is taken. After this process, the narrowest boundary formed by the objects on the left and right sides can be obtained.

[0068] For example, the lateral distances between the objects on both sides of the target vehicle in the discretized target grid (each column in the table represents a target grid) are shown in Table 1.

[0069] Table 1

[0070] Target mesh 2 4 6 8 10 12 14 16 18 ... 98 100 Left object 5 5 5 1.6 1.6 1.6 1.6 1.6 1.6 5 5 5 Right side object -5 -1.8 -1.8 -1.8 -1.8 -1.8 -1.8 -5 -5 -5 -5 -5

[0071] The lateral distances of the fill lines and curbs in each target grid are shown in Table 2.

[0072] Table 2

[0073] Target mesh 2 4 6 8 10 12 14 16 18 ... 98 100 Left object 2.3 2.3 2.3 1.6 1.6 1.6 1.6 1.6 1.6 2.3 5 5 Right side object -2 -1.8 -1.8 -1.8 -1.8 -1.8 -1.8 -2 -2 -2 -5 -5

[0074] As shown in Tables 1 and 2, if there are multiple objects on the left side of the same target grid, we only take the point with the closest horizontal distance. The same applies to the right side. After this, we can obtain the narrowest boundary formed by the objects on the left and right sides. For example, in Table 3, the horizontal distances of the two objects on the left side of the first target grid are 5 and 2.3 respectively, so we take the minimum value of 2.3. Similarly, we take the minimum value of the horizontal distance on the right side as -2.

[0075] Table 3

[0076] Target mesh 2 4 6 8 10 12 14 16 18 ... 98 100 Left object 2.3 2.3 2.3 1.6 1.6 1.6 1.6 1.6 1.6 2.3 5 5 Right side object -2 -1.8 -1.8 -1.8 -1.8 -1.8 -1.8 -2 -2 -2 -5 -5 Passable width 4.3 4.1 4.1 3.4 3.4 3.4 3.4 3.6 3.6 4.3 10 10

[0077] As shown in Table 3, after obtaining the minimum lateral distance between the two objects, the absolute values ​​of the distances on both sides are added together to obtain the passable road width of the future movement trajectory. For example, the passable width of the first target grid is 2.3 + 2 = 4.3m.

[0078] The speed adjustment method provided in the embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0079] Figure 2 This is a schematic diagram of a speed adjustment method provided in an embodiment of this application, as shown below. Figure 2 As shown, the method may include steps S110 to S140.

[0080] S110, acquire the first object and the second object located on both sides of the target vehicle, as well as the first speed of the first object and the second speed of the second object, wherein the first object and the second object are located within a preset range in front of the target vehicle, and the first object and the second object are located on different sides of the target vehicle.

[0081] The target vehicle is the vehicle driven by the driver. Traffic participants located on either side of the target vehicle without a risk of collision can be referred to as the first object and the second object; for example, the object on the left side of the target vehicle is the first object, and the object on the right side is the second object. The first and second objects can be static or dynamic objects.

[0082] The preset range in front of the target vehicle refers to the recognition range of the target vehicle's sensors, and this recognition range is larger than that of the traditional ACC system, thereby expanding the perception range on both sides of the target vehicle to detect traffic participants in the surrounding area who are not at risk of collision.

[0083] Within a preset range in front of the target vehicle, the system acquires information about a first object on the left and a second object on the right. The speed of the first object (referred to as the first speed) and the speed of the second object (referred to as the second speed) are also acquired. For example, if the preset range is 10m wide and 100m long in front of the target vehicle, the system's sensors can capture the position and speed of the first object on the left and the second object on the right. This expands the perception range and the objects sensed by traditional ACC systems. Furthermore, considering the impact of the behavior of nearby road users without collision risk on the driver's "psychological safety," the subsequent technical solution can automatically adjust the vehicle speed limit based on this, ensuring the driver is in a "psychologically" safe state.

[0084] In some embodiments, the first object and the second object may respectively include at least one of a vehicle, an obstacle, a curb, and a lane line.

[0085] The attributes of the first and second objects can be static or dynamic. Vehicles can be stationary vehicles parked on both sides of the target vehicle or moving vehicles driving normally on both sides of the target vehicle. The curb refers to the infrastructure used for traffic control along the edge of the road, which can include guardrails, fences, green belts, etc. Obstacles include stone blocks, electric vehicles, trees, etc. on both sides of the target vehicle. These objects form a complex road condition, i.e. a relatively narrow passage.

[0086] S120, calculate the first lateral distance between the first object and the target vehicle and the second lateral distance between the second object and the target vehicle based on the first object and the second object, respectively.

[0087] Lateral refers to the direction perpendicular to the road, and lateral distance refers to the distance between an object and a target vehicle in the direction perpendicular to the road.

[0088] After the sensor identifies the positions of the first and second objects on either side of the target vehicle within a preset range in front of the target vehicle, it can calculate the lateral distance between the first object and the target vehicle, which can be called the first lateral distance. It can also calculate the lateral distance between the second object and the target vehicle, which can be called the second lateral distance. For example, the first lateral distance between the first object and the target vehicle is 5m, and the second lateral distance between the second object and the target vehicle is 3m.

[0089] In some embodiments, calculating a first lateral distance between the first object and the target vehicle and a second lateral distance between the second object and the target vehicle, based on a first object and a second object, includes:

[0090] Obtain the first sampling point of the first object and the second sampling point of the second object.

[0091] The first lateral distance between the first object and the target vehicle is determined based on the first sampling point, and the second lateral distance between the second object and the target vehicle is determined based on the second sampling point.

[0092] When calculating distance, sampling points can be taken from either the first or second object itself to calculate the distance value. The sampling point of the first object is called the first sampling point, and it serves as the coordinate point of the first object. Similarly, the sampling point of the second object is called the second sampling point, and it serves as the coordinate point of the second object. Based on the first sampling point (i.e., the coordinate point of the first object), the first lateral distance between the first object and the target vehicle can be determined. Likewise, based on the second sampling point (i.e., the coordinate point of the second object), the second lateral distance between the second object and the target vehicle can be determined. For example, if the first object is a vehicle, a point on the vehicle itself can be selected as the sampling point. This sampling point represents the position coordinate point of the first object, and the lateral distance between the first object and the target vehicle can be calculated using this sampling point, making the calculation of the lateral distance value simple and convenient.

[0093] In some embodiments, the first sampling point includes a corner point of the first object, and the second sampling point includes a corner point of the second object, wherein the corner point is a point at a corner.

[0094] The sampling point can be any point on the object itself, but the selected location affects the accuracy of the lateral distance calculation. Therefore, a corner point of the first object is selected as the first sampling point, and a corner point of the second object is selected as the second sampling point. This corner point refers to the point at a corner. For example, if the second object is a vehicle, the point at the corner closest to the target vehicle is selected as the coordinate point of the second object, and the second lateral distance between the second object and the target vehicle is calculated. By using the corner points as the coordinate points of both objects, the calculation of the lateral distance becomes simple and convenient while also improving the accuracy of the calculation.

[0095] S130, determine the target road width for the target vehicle based on the first lateral distance and the second lateral distance.

[0096] The lateral distances between the objects on both sides of the target vehicle and the target vehicle have been calculated through S120. Based on this, the width of the road that the target vehicle can pass through can be determined, i.e., the target road width.

[0097] In some embodiments, determining the target road width for the target vehicle based on a first lateral distance and a second lateral distance includes:

[0098] The preset area is divided perpendicular to the road's extension direction to obtain N target grids, where N is a positive integer. Each target grid includes at least one first object and at least one second object.

[0099] The minimum lateral distance between the first object in the target grid and the target vehicle is taken as the first minimum lateral distance.

[0100] The minimum lateral distance between the second object in the target grid and the target vehicle is taken as the second minimum lateral distance.

[0101] Calculate the sum of the first minimum lateral distance and the second minimum lateral distance in the target grid to obtain the target road width for the target vehicle in each target grid.

[0102] The preset area is divided into multiple smaller areas, or N target grids, by cutting the area perpendicular to the road's extension direction. For example, if the preset area in front of the target vehicle is 10m wide and 100m long (along the road's extension direction), cutting the preset area every 2m perpendicular to the road's extension direction yields multiple smaller areas, each 10m wide and 2m long (along the road's extension direction). Since the first and second objects can be vehicles, obstacles, curbs, and lane lines, each smaller area can include at least one first object and one second object. Within each smaller area (one target grid), the minimum first lateral distance of all first objects on the same side of the target vehicle is taken as the minimum lateral distance, referred to as the first minimum lateral distance. Simultaneously, within the same area, the minimum second lateral distance of all second objects on the other side of the target vehicle is taken as the minimum lateral distance, referred to as the second minimum lateral distance. Therefore, the minimum lateral distance values ​​for the left and right sides closest to the target vehicle can be obtained. Then, by calculating the sum of the first and second minimum lateral distances in the target grid, the target road width for the target vehicle in each target grid can be obtained, i.e., the narrowest road width. The target road width obtained by this method is the minimum width value that can be passed in actual environments, representing the most stringent conditions. Therefore, the calculated upper limit of vehicle speed is more accurate and safer.

[0103] S140, adjusts the upper limit of the target vehicle's speed based on the first speed, the second speed, and the target road width.

[0104] While the target road width can be obtained via S130, directly deriving the speed limit from this width is clearly inaccurate. This is because, in addition to the target road width affecting the driver's "psychological safety," vehicles on both sides also influence it. Therefore, it is necessary to consider factors such as the first speed of the first object, the second speed of the second object, and the target road width simultaneously to automatically adjust the target vehicle's speed limit. The resulting speed limit will better align with the driver's expectations, placing them in a psychologically safe state and improving driving safety.

[0105] In some embodiments, adjusting the upper speed limit of the target vehicle based on a first speed, a second speed, and the width of the target road includes:

[0106] The first maximum speed is obtained based on the maximum value of the first speed.

[0107] The second maximum speed is obtained based on the maximum value of the second speed.

[0108] Calculate the difference between the first and second maximum velocities in the target grid to obtain the target's relative velocity.

[0109] Adjust the upper speed limit of the target vehicle based on the target relative speed and the width of the target road.

[0110] Sensors can detect the positions of a first and a second object, allowing for the calculation of their first and second velocities. Comparing multiple first velocities within the target grid, the maximum value is termed the first maximum velocity. Similarly, comparing multiple second velocities within the same target grid, the maximum value is termed the second maximum velocity. The difference between these two maximum velocities yields the velocity difference between the fastest-moving object to the left and right of the target vehicle within the target grid—the target relative velocity. Based on the target relative velocity and the width of the target road—two crucial factors influencing driver safety—the system automatically adjusts the target vehicle's maximum speed limit, ensuring a more psychologically safer driving experience.

[0111] In some embodiments, adjusting the upper speed limit of the target vehicle based on the target relative speed and the target road width includes:

[0112] When the target relative speed is less than or equal to the target threshold, the expected relative speed corresponding to the target road width is determined based on the correspondence between the target road width and the expected relative speed. In this correspondence, the target road width and the expected relative speed are positively correlated.

[0113] Adjust the target vehicle's upper speed limit based on the desired relative speed and the first speed, or based on the desired relative speed and the second speed.

[0114] Alternatively, if the target relative speed is greater than the target threshold, the larger of the first maximum speed and the second maximum speed is taken as the target high speed, and the smaller of the first maximum speed and the second maximum speed is taken as the target low speed.

[0115] Add the target low speed to the desired relative speed and compare it with the target high speed. The larger value is taken as the target desired speed, and the target desired speed is taken as the upper limit of the target vehicle's speed.

[0116] Knowing that the target relative speed and the target road width are two important factors that can affect the driver's psychological safety, the upper limit of the target vehicle's speed can be automatically adjusted. The next technical solution is how to adjust this upper limit. Considering the degree to which the magnitude of the target relative speed affects the driver's psychological state, when the target relative speeds are not significantly different (i.e., the target relative speeds of objects on the left and right are less than or equal to the target threshold), a first speed or a second speed can be used as a reference speed. Therefore, the upper limit of the target vehicle's speed can be adjusted based on the driver's desired relative speed relative to the first or second speed. This desired relative speed can be called the desired relative speed, and it can be obtained from the correspondence between the target road width and the desired relative speed, where the target road width and the desired relative speed are positively correlated.

[0117] In one embodiment, when the relative speeds of the obstacles on both sides are not significantly different, i.e., less than or equal to 5 km / h (the determination of this value is related to the sensor's measurement accuracy and the driver's subjective perception, and can be calibrated based on these two factors), it can be based on... Figure 3 The designed Width-Relvx_Des (accessible road width – desired relative speed) curve can be calibrated based on human subjective perception. Referring to the design of a quadratic parabola, several key points are first determined. Then, based on the driver's subjective perception, the acceptable acceptable relative speed for the road at different distances is calibrated. For the determination of key points, the closer the distance, the denser the points; the farther the distance, the sparser the points. According to... Figure 3 This allows us to determine the safe relative speed required for a target vehicle to pass through the target road width. Generally, the wider the road, the greater the expected relative speed.

[0118] In this case, the impact of the relative speed between the left and right sides on the driver's "psychological safety" is taken into account. When the relative speed is small, the upper limit of the vehicle speed is adjusted by adding the first speed or the second speed to the desired relative speed. In other words, while obtaining the desired relative speed using the narrowest target road width, the upper limit of the vehicle speed is also obtained by combining the first object speed and the second object speed, thus improving the accuracy.

[0119] Alternatively, in another scenario where the target relative speed exceeds the target threshold (i.e., the speed difference between the first and second objects on either side of the target vehicle is too large), directly adding the expected relative speed corresponding to the target road width to either the first or second speed would result in a significant discrepancy between "first speed + expected relative speed" and "second speed + expected relative speed." Therefore, a different logic is needed to determine the speed limit. In this case, by comparing the first and second speeds, the larger value can be designated as the target high speed, and the smaller value as the target low speed. The target low speed is added to the expected relative speed, and then compared to the target high speed. In other words, when the speed difference between the left and right sides is large, the smaller speed on one side of the target vehicle is added to the expected relative speed obtained from the target road width to obtain the speed on that side. This is then compared to the larger speed on the other side of the target vehicle, and the larger value is designated as the target expected speed. This target expected speed is used as the upper speed limit for the target vehicle. The resulting upper speed limit considers not only the target road width but also the impact on driver safety when the speed difference between the two sides of the target vehicle is too large, providing multi-dimensional safety considerations and ensuring the accuracy of the upper speed limit.

[0120] In one embodiment, when the speed difference between the two boundaries is relatively large, greater than 5 km / h (this value is determined by the sensor's measurement accuracy and the driver's subjective perception, and can be calibrated based on these two factors), for example, in the following scenario, the target vehicle is on the left side of a guardrail, and a vehicle on the right is traveling at a constant speed of 80 km / h. In this case, the speed difference between the two boundaries is large. After obtaining the desired relative speed through the above calculations, it cannot be directly added to the speed at the left boundary to obtain the target vehicle's cruise control speed, nor can it be directly added to the speed at the right boundary. Therefore, it can be achieved through methods such as... Figure 4 The relationship shown adjusts the upper speed limit by using the desired relative speed, the first speed, and the second speed. When the sum of the target low speed and the desired relative speed is greater than the target high speed, the upper speed limit is the sum of the target low speed and the desired relative speed; when the sum of the target low speed and the desired relative speed is less than the target high speed, the upper speed limit is the target high speed. For example... Figure 4 As shown, the target low speed V_Low represents the speed on the side with the lower speed between the two boundaries; the target high speed V_High represents the speed on the side with the higher speed between the two boundaries. The expected relative speed Relvx_Des is determined by the width of the target road. Figure 3 The corresponding relationship is obtained, where the target expected speed V_Set represents the final determined upper limit of the target vehicle speed. The speed limit value for this channel is determined by... Figure 4 The logical calculation process in the code is as follows:

[0121] When V_Low+Relvx_Des<=V_High, V_Set=V_High;

[0122] When V_High<=V_Low+Relvx_Des, V_Set=V_Low+Relvx_Des;

[0123] This design always ensures that the target vehicle maintains the same speed as the vehicle with the higher of V_Low+Relvx_Des or V_High. When the target vehicle's upper limit is the same as V_High, its relative speed with the vehicle on the other side (V_Low) may exceed the limit. Alternatively, when the target vehicle's upper limit is the same as V_Low+Relvx_Des, its speed may be higher than the speeds on both sides, but its relative speed with both sides remains within the design value. This design ensures traffic efficiency while better aligning with drivers' operating habits.

[0124] It should be noted that in scenarios where the speed difference between the two sides is relatively large, there is also a conservative strategy: to take the average of the speeds at both boundaries as the final set speed.

[0125] In this embodiment, a first object and a second object located on either side of the target vehicle are acquired within a preset range in front of the target vehicle, along with the first speed of the first object and the second speed of the second object. The first and second objects are located on different sides of the target vehicle. Then, based on the first and second objects, a first lateral distance between the first object and the target vehicle and a second lateral distance between the second object and the target vehicle are calculated. Furthermore, the target road width for the target vehicle is determined based on the first and second lateral distances. Thus, the upper speed limit of the target vehicle is adjusted according to the first speed, the second speed, and the target road width. The first and second objects are considered as traffic participants with no risk of collision. The impact of the speeds of the first and second objects and their distances from the target vehicle on the driver's "psychological safety" is taken into account. The upper speed limit of the target vehicle is automatically adjusted to ensure the driver is in a "psychologically" safe state, thus improving the automation level of the adaptive cruise control system's speed adjustment.

[0126] In some embodiments, such as Figure 5 As shown, the speed adjustment method also includes:

[0127] S150, obtain the first longitudinal distance, which is the distance between each target grid and the target vehicle in the road extension direction.

[0128] S140 has calculated N speed limits for the target vehicle along the road ahead. However, these N speed limits vary greatly. For example, if the target vehicle's current speed is 100 m / s, the speed limit for the first target grid closest to the target vehicle, calculated by S140, is 120 m / s. Similarly, the speed limits for the second to fourth target grids are 130 m / s, 100 m / s, and 5 m / s, respectively. The speed limit for the fourth target grid is relatively small, requiring the target vehicle to slow down when it reaches the fourth target grid. However, the second and third grids do not restrict the target vehicle's speed, resulting in sudden deceleration and a poor driving experience. Therefore, the current speed of the target vehicle can be adjusted by the magnitude of the upper speed limit value of each target grid calculated by S140, so that the target vehicle can pass through each target grid in a uniform acceleration or deceleration manner. At the same time, this embodiment of the application also considers the influence of the position of each target grid on the current speed of the target vehicle. Considering that the farther the target grid is from the target vehicle, the smaller the influence on the current speed of the target vehicle, two important factors affecting the current speed of the target vehicle are obtained: 1) the magnitude of the upper speed limit value in each target grid; 2) the distance between each target grid and the target vehicle.

[0129] Obtain the distance between each target grid and the target vehicle in the direction of road extension. This distance can be called the first longitudinal distance, which is used to calculate the current target speed limit of the target vehicle.

[0130] S160, according to the preset relationship, determine the calibrated upper limit of vehicle speed for each target grid based on the first longitudinal distance and the upper limit of vehicle speed for each target grid. In the preset relationship, the first longitudinal distance is positively correlated with the calibrated upper limit of vehicle speed, and the upper limit of vehicle speed is positively correlated with the calibrated upper limit of vehicle speed.

[0131] The calibrated upper speed limit is derived from two key factors influencing the target vehicle's current speed: the magnitude of the upper speed limit within each target grid and the distance from each target grid to the target vehicle. In the predefined relationship, the first longitudinal distance is positively correlated with the calibrated upper speed limit, and vice versa. That is, the farther the target grid is from the target vehicle (the smaller its impact on the target vehicle's current speed), the larger the calibrated upper speed limit. Conversely, the larger the upper speed limit within each target grid (the smaller its impact on the target vehicle's current speed), the larger the calibrated upper speed limit. Therefore, a calibrated upper speed limit can be calculated for each target grid. A larger calibrated upper speed limit indicates a larger upper speed limit within the target grid or a greater distance between the target grid and the target vehicle (a smaller impact on the target vehicle's current speed). Conversely, a smaller calibrated upper speed limit indicates a smaller upper speed limit within the target grid or a closer distance between the target grid and the target vehicle (a greater impact on the target vehicle's current speed).

[0132] S170: Compare the calibrated upper limit of vehicle speed for each target grid and take the minimum value as the target upper limit of vehicle speed.

[0133] The smaller the calibrated speed limit, the smaller the speed limit in the target grid or the closer the target grid is to the target vehicle (the greater the impact on the current speed of the target vehicle). Therefore, the minimum value of the calibrated speed limit can be taken as the current maximum speed of the target vehicle, and this current maximum speed of the target vehicle is called the target speed limit, which can solve the problem of not being able to decelerate smoothly.

[0134] In one embodiment, some target grids in the forward longitudinal direction have relatively large speed limits but are close to the target vehicle; others have very small speed limits but are far away. That is, the upper limit for grids close to the target vehicle is large, while the upper limit for grids far from the target vehicle is small, making smooth deceleration impossible. In this case, the speed limit value that the target vehicle should have at this moment can be predicted based on the speed limit value of the target grid and its longitudinal distance from the target vehicle, using a uniform acceleration motion.

[0135]

[0136] v i set_ego This represents each speed limit point, and ultimately determines the maximum speed of the target vehicle at the current location.

[0137] D i x This indicates the longitudinal distance from the speed limit point to the target vehicle.

[0138] a pre This represents the predicted braking acceleration, with a calibrated range of (-0.5 to -1.0 m / s²). The smaller the deceleration value, the larger the determined speed limit value.

[0139] v i set_point This indicates the speed limit value at different distances along the passage.

[0140] Based on the above formula, the speed limit value of the target vehicle at different target grids at different longitudinal distances can be calculated, i.e., the calibrated upper speed limit value, such as... Figure 6 As shown. The speed limit value v at the location of the final target vehicle. i set_ego This can be derived from the following:

[0141] v set_ego =min(v 1 set_ego ,v 2 set_ego ,…,v N set_ego )

[0142] In this embodiment, the longitudinal distance between each target grid and the target vehicle in the road extension direction is calculated. Based on a preset relationship, the calibrated upper speed limit for each target grid is determined according to this longitudinal distance and the upper speed limit. The calibrated upper speed limit is positively correlated with the longitudinal distance and with the upper speed limit. Finally, the calibrated upper speed limits for each target grid are compared, and the minimum value is taken as the target upper speed limit. In this embodiment, the magnitude of the calibrated upper speed limit represents the magnitude of the upper speed limit in each target grid and the distance from each target grid to the target vehicle. That is, a smaller calibrated upper speed limit indicates a smaller upper speed limit in the target grid or a closer distance between the target grid and the target vehicle, which has the greatest impact on the current speed of the target vehicle. Therefore, using the minimum calculated calibrated upper speed limit as the current upper speed limit of the target vehicle takes into account the core factors affecting sudden deceleration and can effectively solve the problem of non-smooth deceleration.

[0143] In some embodiments, such as Figure 7 As shown, the speed adjustment method also includes:

[0144] S180, when the target speed limit of the target vehicle changes within a preset fluctuation range, the target speed limit of the target vehicle remains unchanged.

[0145] The target speed limit value obtained from S170 allows the target vehicle to accelerate or decelerate smoothly. In addition, considering the driver's comfort, the target speed limit value does not need to be changed frequently. Therefore, when the target speed limit value of the target vehicle changes within the preset fluctuation range, the target speed limit value of the target vehicle remains unchanged.

[0146] In one embodiment, the final output target vehicle upper limit value is smoothed (first-order filtering) and then standardized. Hysteresis processing is performed every (510) kph speed adjustment interval. This ensures that when the set speed change is small, the target vehicle's set speed will not change frequently, causing the target vehicle to be constantly in the speed adjustment phase, thus maintaining a relatively stable vehicle speed.

[0147] Hysteresis is a digital filtering method where the output value at the next moment is related to the output value at the previous moment, the input value at the current moment, and the hysteresis interval. When the input curve fluctuates within the interval, the output value can remain constant. For example... Figure 8 As shown, if the speed limit at the previous moment is 50 km / h, and the upper and lower deviations of the hysteresis interval are [4,3] km / h, when the input curve changes at the upper and lower boundaries of 50 km / h, its output value will remain unchanged at 50 km / h.

[0148] In another embodiment, the technical solution for the ACC system to adjust the vehicle speed limit is as follows: Figure 9 As shown, the overall strategy of the technical solution is divided into three layers: 1) Scene feature extraction: The target objects in the environment ahead are extracted by actively detecting narrow passages formed by objects (vehicles, curbs, special types of lane lines (yellow lines, double-layer lines)) through sensors, and the width of the target passage road and the speed of the vehicle in front are calculated on the current driving path. Then, by querying the curve relationship between the target passage road width and the expected relative speed, the upper limit of the speed at which the target vehicle can safely pass under different widths and relative speeds is calculated; 2) Decision module: When there are multiple speed limit points in front of the target vehicle, a uniform acceleration speed planning method is used to decide the set speed of the target vehicle at the current moment; 3) Filtering module: The calculated setting is filtered and hysteresis is applied to obtain the filtered target speed limit value, which ensures the smoothness of speed adjustment.

[0149] In one example, a test experiment was conducted in a real-world application scenario. The test was conducted in a scenario where there were guardrails on both sides. The test results are as follows: Figures 10-A to 10-C As shown.

[0150] like Figure 10-A As shown, ID is the identifier of the speed limit point.

[0151] The waveform of velocity, such as Figure 10-B As shown:

[0152] The driver sets the vehicle speed, Vset_Driver, in km / h.

[0153] Preliminary calculated vehicle speed setpoint Vset, unit: km / h

[0154] After filtering and standardization, the final output to the control module is the vehicle speed Vset_Disp, in km / h.

[0155] Actual vehicle speed VHL_Speed: Unit: km / h

[0156] like Figure 10-C The test results shown indicate that, although the driver manually set the cruise speed to 90 km / h in this scenario, due to the narrow lane width, this strategy limits the speed to around 40 km / h based on the lane width. As shown in the waveform of the report data, the control is smooth, further enhancing the driver's driving experience while ensuring safe driving.

[0157] This application also provides a speed adjustment device, such as... Figure 11 As shown, the device 1100 may include an acquisition module 1110, a calculation module 1120, a determination module 1130, and an adjustment module 1140.

[0158] The acquisition module 1110 is used to acquire a first object and a second object located on both sides of the target vehicle, as well as a first speed of the first object and a second speed of the second object, wherein the first object and the second object are located within a preset range in front of the target vehicle, and the first object and the second object are located on different sides of the target vehicle.

[0159] Calculation module 1120 is used to calculate the first lateral distance between the first object and the target vehicle based on the first object and the second object, respectively.

[0160] The determining module 1130 is used to determine the target road width for the target vehicle based on the first lateral distance and the second lateral distance.

[0161] The adjustment module 1140 is used to adjust the upper limit of the target vehicle speed based on the first speed, the second speed and the target road width.

[0162] In this embodiment, the speed adjustment device acquires information about a first object and a second object located on either side of the target vehicle within a preset range in front of the target vehicle, along with the first speed of the first object and the second speed of the second object. The first and second objects are located on different sides of the target vehicle. Based on the first and second objects, a first lateral distance between the first object and the target vehicle and a second lateral distance between the second object and the target vehicle are calculated. Then, based on the first and second lateral distances, the target road width for the target vehicle is determined. Finally, the upper speed limit of the target vehicle is adjusted according to the first speed, the second speed, and the target road width. Since the first and second objects are traffic participants with no risk of collision, the device considers the impact of the speeds of the first and second objects and their distances from the target vehicle on the driver's "psychological safety," automatically adjusting the upper speed limit of the target vehicle to ensure the driver is "psychologically" safe and improving the automation level of the adaptive cruise control system's speed adjustment.

[0163] In some embodiments, the first object and the second object respectively include at least one of a vehicle, an obstacle, a curb, and a lane line.

[0164] In some embodiments, the calculation module is configured to calculate, based on a first object and a second object, a first lateral distance between the first object and the target vehicle, and a second lateral distance between the second object and the target vehicle, respectively, including:

[0165] The acquisition unit is used to acquire the first sampling point of the first object and the second sampling point of the second object.

[0166] The determining unit is used to determine a first lateral distance between a first object and a target vehicle based on a first sampling point, and to determine a second lateral distance between a second object and a target vehicle based on a second sampling point.

[0167] In some embodiments, the first sampling point includes a corner point of the first object, and the second sampling point includes a corner point of the second object, wherein the corner point is a point at a corner.

[0168] In some embodiments, the determining module is configured to determine the target road width for the target vehicle based on a first lateral distance and a second lateral distance, including:

[0169] A cutting unit is used to cut a preset area perpendicular to the road's extension direction to obtain N target grids, where N is a positive integer. Each target grid includes at least one first object and at least one second object.

[0170] The determining unit is also used to take the minimum value of the first lateral distance between the first object in the target grid and the target vehicle as the first minimum lateral distance.

[0171] The determining element is also used to take the minimum value of the second lateral distance between the second object and the target vehicle in the target grid as the second minimum lateral distance.

[0172] The calculation unit is used to calculate the sum of the first minimum lateral distance and the second minimum lateral distance in the target grid to obtain the target road width for the target vehicle in each target grid.

[0173] In some embodiments, the adjustment module is used to adjust the upper speed limit of the target vehicle based on a first speed, a second speed, and the target road width, including:

[0174] The determining unit is also used to obtain the first maximum speed based on the maximum value of the first speed.

[0175] The determining unit is also used to obtain the second maximum speed based on the maximum value of the second speed.

[0176] The calculation unit is also used to calculate the difference between the first and second maximum velocities in the target mesh, thereby obtaining the target's relative velocity.

[0177] The adjustment unit is used to adjust the upper limit of the target vehicle's speed based on the target relative speed and the width of the target road.

[0178] In some embodiments, the adjustment unit is used to adjust the upper limit of the target vehicle speed based on the target relative speed and the target road width, and further includes a comparison unit:

[0179] The determining unit is further configured to, when the target relative speed is less than or equal to a target threshold, determine the expected relative speed corresponding to the target road width based on the correspondence between the target road width and the expected relative speed, wherein the target road width and the expected relative speed are positively correlated in the correspondence.

[0180] The adjustment unit is also used to adjust the upper speed limit of the target vehicle based on the desired relative speed and a first speed, or based on the desired relative speed and a second speed.

[0181] Alternatively, the determining unit is further configured to, when the target relative speed is greater than a target threshold, take the larger of the first maximum speed and the second maximum speed as the target high speed, and the smaller of the first maximum speed and the second maximum speed as the target low speed.

[0182] The comparison unit is used to add the target low speed and the desired relative speed and compare the result with the target high speed. The larger value is taken as the target desired speed, and the target desired speed is taken as the upper limit of the target vehicle's speed.

[0183] In some embodiments, the device further includes a comparison module:

[0184] The acquisition module is also used to acquire a first longitudinal distance, which is the distance between each target grid and the target vehicle in the road extension direction.

[0185] The determination module is further configured to determine the calibrated upper limit of vehicle speed for each target grid according to a preset relationship, based on the first longitudinal distance of each target grid and the upper limit of vehicle speed. In the preset relationship, the first longitudinal distance is positively correlated with the calibrated upper limit of vehicle speed, and the upper limit of vehicle speed is positively correlated with the calibrated upper limit of vehicle speed.

[0186] The comparison module is used to compare the calibrated upper limit of vehicle speed for each target grid and take the minimum value as the target upper limit of vehicle speed.

[0187] In some embodiments, the device further includes a holding module:

[0188] The module is designed to maintain the target vehicle's maximum speed limit unchanged when the target vehicle's maximum speed limit changes within a preset fluctuation range.

[0189] The various modules in the speed adjustment device provided in this application embodiment can achieve... Figures 1 to 1 0 provides the functions for each step of the speed adjustment method and can achieve the corresponding technical effects. For the sake of brevity, it will not be described in detail here.

[0190] Figure 12 A schematic diagram of the hardware structure of the speed regulation device provided in an embodiment of this application is shown.

[0191] The terminal service device may include a processor 1201 and a memory 1202 storing computer program instructions.

[0192] Specifically, the processor 1201 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.

[0193] Memory 1202 may include mass storage for data or instructions. For example, and not limitingly, memory 1202 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 1202 may include removable or non-removable (or fixed) media. Where appropriate, memory 1202 may be internal or external to the integrated gateway disaster recovery device. In a particular embodiment, memory 1202 is non-volatile solid-state memory.

[0194] 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 one aspect of this application.

[0195] The processor 1201 reads and executes computer program instructions stored in the memory 1202 to implement any of the speed adjustment methods in the above embodiments.

[0196] In one example, the data processing device may further include a communication interface 1203 and a bus 1204. For example, Figure 12 As shown, the processor 1201, memory 1202, and communication interface 1203 are connected through bus 1204 and complete communication with each other.

[0197] The communication interface 1203 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0198] Bus 1204 includes hardware, software, or both, that couples components of a terminal service device together. For example, and not limitingly, the bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industry Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Linear Predictive Coding (LPC) bus, a memory bus, a MicroChannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (Peripheral Component Interconnect-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local Bus (VESA Local Bus, VLB) bus, or other suitable buses, or a combination of two or more of these. Where appropriate, bus 1204 may include one or more buses. Although specific buses are described and illustrated in the embodiments of this application, this application considers any suitable bus or interconnection.

[0199] This device can execute the speed adjustment method of the embodiments of this application based on the individual units / components in the speed adjustment device, thereby achieving a combination Figures 1 to 1 The speed adjustment method described in 0.

[0200] Furthermore, in conjunction with the speed adjustment methods in the above embodiments, this application embodiment can provide a computer storage medium for implementation. This computer storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the speed adjustment methods in the above embodiments.

[0201] This application also provides a computer program product, wherein the instructions in the computer program product, when executed by the processor of an electronic device, cause the electronic device to perform various processes implementing any of the above-described speed adjustment method embodiments.

[0202] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0203] The functional blocks shown in the above-described block 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, read-only memory (ROM), flash memory, erasable read-only memory (EROM), floppy disks, compact disc read-only memory (CD-ROM), 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.

[0204] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. 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.

[0205] The aspects of this application have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), 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.

[0206] The above are merely specific embodiments 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 systems, 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 adjusting speed, characterized in that, include: The system acquires the speeds of a first object and a second object located on either side of the target vehicle, as well as the first speed of the first object and the second speed of the second object. The first and second objects are located within a preset range in front of the target vehicle and on different sides of the vehicle. The first speed is the speed of the first object, and the second speed is the speed of the second object. Based on the first object and the second object, calculate the first lateral distance between the first object and the target vehicle, and the second lateral distance between the second object and the target vehicle, respectively. The preset range is divided perpendicular to the road's extension direction to obtain N target grids, where N is a positive integer. Each target grid includes at least one first object and at least one second object. Based on the first lateral distance and the second lateral distance, the target road width for the target vehicle is determined. Based on the first speed, the second speed, and the target road width, adjust the upper speed limit of the target vehicle. The step of adjusting the upper speed limit of the target vehicle based on the first speed, the second speed, and the target road width includes: A first maximum speed is obtained based on the maximum value of the first speed, wherein the first maximum speed is the maximum value of multiple first speeds in the target mesh. A second maximum speed is obtained based on the maximum value of the second speed, wherein the second maximum speed is the maximum value of multiple second speeds in the target mesh. The difference between the first maximum velocity and the second maximum velocity in the target grid is calculated to obtain the target's relative velocity. The upper limit of the target vehicle's speed is adjusted based on the target relative speed and the width of the target road.

2. The method according to claim 1, characterized in that, The first object and the second object respectively include at least one of the following: a vehicle, an obstacle, a curb, and a lane line.

3. The method according to claim 1, characterized in that, The step of calculating the first lateral distance between the first object and the target vehicle and the second lateral distance between the second object and the target vehicle based on the first object and the second object respectively includes: Obtain the first sampling point of the first object and the second sampling point of the second object. The first lateral distance between the first object and the target vehicle is determined based on the first sampling point, and the second lateral distance between the second object and the target vehicle is determined based on the second sampling point.

4. The method according to claim 3, characterized in that, The first sampling point includes the corner point of the first object, and the second sampling point includes the corner point of the second object, wherein the corner point is a point at a corner.

5. The method according to claim 3, characterized in that, Determining the target road width for the target vehicle based on the first lateral distance and the second lateral distance includes: The minimum lateral distance between the first object in the target grid and the target vehicle is taken as the first minimum lateral distance. The minimum value of the second lateral distance between the second object in the target grid and the target vehicle is taken as the second minimum lateral distance. Calculate the sum of the first minimum lateral distance and the second minimum lateral distance in the target grid to obtain the target road width for the target vehicle in each target grid.

6. The method according to claim 5, characterized in that, The step of adjusting the upper speed limit of the target vehicle based on the target relative speed and the target road width includes: When the target relative speed is less than or equal to a target threshold, the expected relative speed corresponding to the target road width is determined based on the correspondence between the target road width and the expected relative speed, wherein the target road width and the expected relative speed are positively correlated in the correspondence. The upper speed limit of the target vehicle is adjusted based on the desired relative speed and the first speed, or based on the desired relative speed and the second speed. Alternatively, if the target relative speed is greater than the target threshold, the larger of the first maximum speed and the second maximum speed is taken as the target high speed, and the smaller of the first maximum speed and the second maximum speed is taken as the target low speed. The target low speed is added to the expected relative speed and then compared with the target high speed. The larger value is taken as the target expected speed, and the target expected speed is taken as the upper limit of the target vehicle speed.

7. The method according to claim 6, characterized in that, Also includes: Obtain the first longitudinal distance, which is the distance between each target grid and the target vehicle in the road extension direction. According to a preset relationship, the calibrated upper limit of vehicle speed for each target grid is determined based on the first longitudinal distance and the upper limit of vehicle speed for each target grid. In the preset relationship, the first longitudinal distance and the calibrated upper limit of vehicle speed are positively correlated, and the upper limit of vehicle speed is positively correlated with the calibrated upper limit of vehicle speed. Compare the calibrated upper limit of vehicle speed for each target grid, and take the minimum value as the target upper limit of vehicle speed.

8. The method according to claim 7, characterized in that, Also includes: When the target speed limit of the target vehicle changes within a preset fluctuation range, the target speed limit of the target vehicle remains unchanged.

9. A speed control device, characterized in that, include: The acquisition module is used to acquire a first object and a second object located on both sides of a target vehicle, as well as a first speed of the first object and a second speed of the second object. The first and second objects are located within a preset range in front of the target vehicle and are located on different sides of the target vehicle. The first speed is the speed of the first object, and the second speed is the speed of the second object. The calculation module is used to calculate the first lateral distance between the first object and the target vehicle based on the first object and the second object, respectively. The determination module is used to cut the preset range perpendicular to the extension direction of the road to obtain N target grids, where N is a positive integer, and each target grid includes at least one first object and at least one second object. The determining module is further configured to determine the target road width for the target vehicle based on the first lateral distance and the second lateral distance. The adjustment module is used to adjust the upper speed limit of the target vehicle based on the first speed, the second speed, and the target road width. The adjustment module is used to adjust the upper speed limit of the target vehicle based on the first speed, the second speed, and the target road width, specifically for: A first maximum speed is obtained based on the maximum value of the first speed, wherein the first maximum speed is the maximum value of multiple first speeds in the target mesh. A second maximum speed is obtained based on the maximum value of the second speed, wherein the second maximum speed is the maximum value of multiple second speeds in the target mesh. The difference between the first maximum velocity and the second maximum velocity in the target grid is calculated to obtain the target's relative velocity. The upper limit of the target vehicle's speed is adjusted based on the target relative speed and the width of the target road.

Images