Vehicle speed planning method, device and equipment based on vehicle fleet and storage medium

Abstract

This application relates to the field of autonomous driving and proposes a vehicle speed planning method, apparatus, device, and storage medium based on a vehicle fleet. The method includes: acquiring the vehicle's position information, planned path information, and speed information at a specific time; identifying vehicles in the fleet with conflict risks; determining virtual obstacles to be updated in a virtual obstacle library based on the impact of these vehicles as virtual obstacles on the total operating time; and updating the vehicle speed information based on the updated virtual obstacle library until the vehicle speed planning meets preset requirements. This allows the application to, based on the deduced potential vehicle conflict risks, assume virtual obstacles for different vehicles, evaluate the impact of different virtual obstacles on the total vehicle operating time and update the virtual obstacle library, and update the vehicle speed information based on the updated virtual obstacle library, thereby achieving more efficient vehicle driving control while ensuring vehicle safety.

Description

Technical Field

[0001] This application relates to the field of autonomous driving, and in particular to vehicle speed planning methods, devices, equipment, and storage media based on vehicle fleets. Background Technology

[0002] Autonomous driving technology has become a hot topic in both scientific research and commercial fields in recent years. Its potential to boost productivity across various industries and improve traffic safety are key areas of technological development that are of great interest to all parties. Currently, research on intelligent driving for automobiles, both domestically and internationally, primarily focuses on the intelligent driving technology of individual vehicles. This involves the vehicle using its onboard sensors, including vision sensors, LiDAR, GPS, and inertial navigation systems, to detect its surrounding environment and make driving decisions.

[0003] However, my country has a vast territory and a complex road network, with even structured roads consisting of numerous branches, forks, and narrow intersections. Under these complex road conditions, the decision-making capabilities of a single vehicle are often severely limited. Because the detection range, frequency, and accuracy of onboard sensors cannot ensure that the vehicle can comprehensively and in real-time obtain state information about itself and its surrounding environment, this hinders the efficient and safe completion of transportation tasks by autonomous vehicles. Summary of the Invention

[0004] In view of this, embodiments of this application provide a vehicle speed planning method, apparatus, device, and storage medium based on a fleet, to solve the problem in the prior art that the detection range, frequency, and accuracy of onboard sensors cannot ensure that the vehicle can fully and in real time obtain the status information of the vehicle itself and the surrounding environment, which is not conducive to the efficient and safe completion of transportation tasks by autonomous vehicles.

[0005] A first aspect of this application provides a vehicle speed planning method based on a fleet, the method comprising:

[0006] Obtain the location information, planned path information, and speed information of the vehicles in the convoy at the planned time;

[0007] Based on the vehicle's path information, location information, and speed information, identify vehicles in the convoy that pose a risk of conflict.

[0008] When vehicles with conflict risk are designated as virtual obstacles, the total travel time of all vehicles in the convoy to reach their destination is determined accordingly. Based on the total travel time, the vehicle is selected as a virtual obstacle, and the virtual obstacle is updated to the virtual obstacle library.

[0009] The vehicle's speed information is updated based on the updated virtual obstacle library. Then, conflict risk detection, virtual obstacle library updates, and speed information updates are performed again based on the updated speed information until the vehicle speed planning meets the preset requirements.

[0010] In conjunction with the first aspect, in the first possible implementation of the first aspect, the vehicles with conflict risk include the first vehicle and the second vehicle, and the total operating time includes the first total operating time and the second total operating time;

[0011] When vehicles at risk of conflict are treated as virtual obstacles, the total travel time for all vehicles in the convoy to reach their destination is determined accordingly, including:

[0012] The first vehicle with a risk of conflict is created as the first virtual obstacle. Based on the first virtual obstacle and a pre-determined virtual obstacle library, the first total running time for all vehicles in the convoy to reach their destination from their initial position is determined.

[0013] A second vehicle with a risk of conflict is created as a second virtual obstacle. Based on the second virtual obstacle and a pre-determined library of virtual obstacles, the second total running time for all vehicles in the convoy to reach their destination from their initial positions is determined.

[0014] In conjunction with the first aspect, in a second possible implementation of the first aspect, updating the vehicle's speed information based on the updated virtual obstacle library includes:

[0015] Search the virtual obstacle library for a virtual obstacle with the same identifier as the vehicle;

[0016] Based on the time interval in which the virtual obstacle exists and the location of the virtual obstacle, the difference between the distance between the vehicle and the virtual obstacle within the time interval and a preset safe distance threshold is determined. The safe distance threshold is the minimum safe interval between vehicles.

[0017] The vehicle speed is adjusted based on the difference and a predetermined proportional coefficient, combined with the road speed limit at the current location.

[0018] In a third possible implementation of the first aspect, in conjunction with the second possible implementation of the first aspect, adjusting the vehicle speed based on the difference and a predetermined proportional coefficient, combined with the road speed limit at the current location, includes:

[0019] According to the formula: v target =v ref +k d ·(d min -d ref Adjust the speed of the vehicle, where v refSpeed ​​limit for the path to the current location, v target Let k be the target speed of the vehicle. d The positive proportional adjustment coefficient, d ref d is the safe distance threshold when the vehicle is in motion. min This is the minimum distance between the high-priority vehicle and the virtual obstacles in the virtual obstacle library.

[0020] In conjunction with the first aspect, in a fourth possible implementation of the first aspect, selecting the vehicle to generate virtual obstacles based on the total running time and updating the virtual obstacles to the virtual obstacle library includes:

[0021] Based on the correspondence between the total running time and priority, the priority of vehicles with conflicts is determined respectively;

[0022] The feature information of vehicles with lower priority is determined, including the vehicle's identification, the location of the potential conflict, and the time interval during which the vehicle exists as a virtual obstacle.

[0023] Virtual obstacles are generated based on the vehicle's feature information, and the virtual obstacles are updated to the virtual obstacle library.

[0024] In conjunction with the fourth possible implementation of the first aspect, the fifth possible implementation of the first aspect determines the time interval during which the vehicle exists as a virtual obstacle, including:

[0025] The duration of the virtual obstacle is determined as a time range centered on the moment when the conflict risk occurs, with a predetermined time radius.

[0026] In conjunction with the first aspect, in the sixth possible implementation of the first aspect, until the vehicle speed planning meets the preset requirements, including:

[0027] Until the update duration exceeds the predetermined duration threshold;

[0028] Or, until all vehicles in the convoy reach their destination;

[0029] Alternatively, determine if the number of attempts to access the virtual obstacle exceeds a predetermined threshold.

[0030] A second aspect of this application provides a vehicle speed planning device based on a fleet, the device comprising:

[0031] The information acquisition unit is used to acquire the location information, planned path information, and speed information of the vehicles in the convoy at the planned time.

[0032] The conflict risk detection unit is used to determine, through deduction, which vehicles in the convoy have a conflict risk based on the vehicle's path information, location information, and speed information.

[0033] The virtual obstacle determination unit is used to determine the total travel time of all vehicles in the convoy to reach their destination when vehicles with conflict risk are designated as virtual obstacles, select the vehicles as virtual obstacles based on the total travel time, and update the virtual obstacles to the virtual obstacle library.

[0034] The speed adjustment unit is used to update the vehicle's speed information based on the updated virtual obstacle library, and then re-perform conflict risk detection, virtual obstacle library update, and speed information update based on the updated speed information until the vehicle speed planning meets the preset requirements.

[0035] A third aspect of this application provides a fleet-based vehicle speed planning device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the steps of the method as described in any of the first aspects.

[0036] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the method as described in any of the first aspects.

[0037] The beneficial effects of this application embodiment compared to the prior art are as follows: This application embodiment obtains the position information, planned path information, and speed information of vehicles in the convoy at the planned time, identifies vehicles with conflict risks, and updates the virtual obstacle library as virtual obstacles based on the magnitude of the impact of vehicles with conflict risks on the total running time. The vehicle speed is then updated based on the determined virtual obstacle library. This process is iterated over multiple time points until the vehicle speed update meets preset requirements. This application can select vehicles with conflict risks as virtual obstacles to update vehicle speeds based on the impact of virtual obstacles on the total vehicle running time, thereby achieving more efficient vehicle driving control while ensuring vehicle safety. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0039] Figure 1This is a schematic diagram illustrating an implementation scenario of a vehicle speed planning method based on a fleet provided in this application embodiment;

[0040] Figure 2 This is a schematic diagram illustrating the implementation process of a vehicle speed planning method based on a fleet provided in an embodiment of this application;

[0041] Figure 3 This is a schematic diagram illustrating the priority determination of vehicles with conflict risks, provided in an embodiment of this application.

[0042] Figure 4 This is a schematic diagram of speed planning for a vehicle with a risk of conflict, provided in an embodiment of this application.

[0043] Figure 5 This is a schematic diagram of a vehicle speed planning device based on a fleet, provided in an embodiment of this application;

[0044] Figure 6 This is a schematic diagram of a vehicle speed planning device based on a fleet, provided in an embodiment of this application. Detailed Implementation

[0045] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0046] To illustrate the technical solution described in this application, specific embodiments are provided below.

[0047] Figure 1 This is a schematic diagram illustrating an implementation scenario of a vehicle speed planning method based on a fleet, as provided in an embodiment of this application. Figure 1As shown, the implementation scenario of the convoy-based vehicle speed planning method includes a convoy, a central control platform, and a scheduling system. The convoy comprises two or more vehicles, which can be autonomous vehicles. Each autonomous vehicle is connected to the central control platform and can send its position, speed, and planned path to the platform. The central control platform sends the collected data from each vehicle to the scheduling system. The scheduling system, based on the vehicle's speed, path, and position, and combined with road information in the scenario, uses the convoy-based vehicle speed planning method described in this embodiment to deduce the possible destinations of each vehicle based on its initial position, path, and speed. At each time point during the deduction, a risk of conflict between vehicles is detected. If such a risk exists, spatiotemporal constraints are imposed on lower-priority vehicles according to pre-determined priority rules, triggering a re-deduction until all vehicles reach their destination or the deduction time limit is reached. After the deduction is completed, the generated trajectory is immediately sent to the vehicles for execution. During execution, the cloud-based central control platform monitors the vehicle's real-time position and speed, and performs short-term simulations of the vehicle's future driving conditions. If it detects that the vehicle deviates too far from the predetermined trajectory, or detects a potential collision / conflict risk, it triggers a replanning. Based on this method, the central control platform can pre-plan conflict-free driving trajectories for vehicles, thereby maintaining vehicle spacing, reducing vehicle acceleration and deceleration, and lowering the frequency of vehicle encounters.

[0048] Of course, the above implementation scenarios are possible implementation scenarios of this application and do not constitute a limitation on the implementation scenarios of this application. In possible implementations, the vehicle speed planning method based on the fleet can be executed by a central control platform or by any vehicle in the fleet.

[0049] Figure 2 This document illustrates the implementation flow of a vehicle speed planning method based on a fleet, as provided in an embodiment of this application. The executing entity of this method can be a scheduling system, a central control platform, or vehicles within a fleet. The method is detailed below:

[0050] In S201, the location information, planned path information, and speed information of the vehicles in the convoy at the planned time are obtained.

[0051] Specifically, the vehicles in the fleet in this embodiment can be all autonomous vehicles in a predetermined environment. For example, the vehicles can be autonomous vehicles operating in an industrial setting. The fleet can include all vehicles in the same operational scenario. Alternatively, the fleet can be in other autonomous driving scenarios, such as all vehicles on an autonomous driving road segment.

[0052] Before speed planning, the vehicles in the convoy in this embodiment initialize the convoy information, including determining the position information, speed information (i.e., the reference speed for initial planning), and path information (i.e., the reference path for initial planning) of each vehicle in the convoy.

[0053] The location information at the planning time can be the initial location or the location during the vehicle's journey. The vehicle's location information at the planning time or any other time can be obtained through the vehicle's positioning device.

[0054] The planned path information includes the route the vehicle takes from its initial position to its target position. This path information can be determined by the planned vehicle task. For example, the vehicle's path information can be determined based on the target position of the planned task and according to predetermined conditions.

[0055] The planned speed information is a pre-planned driving speed based on factors such as the urgency of the task and road speed limits. The pre-planned speed can be a constant speed, or it can be determined differently for different road sections. The planned speed information is typically based on speed without considering obstacles. In this embodiment, the vehicle speed can be updated according to the risk of conflict that may occur during vehicle travel. For example, the vehicle speed can be set to zero for a predetermined period of time to avoid the risk of conflict.

[0056] To facilitate differentiation between vehicles, each vehicle in the convoy can be numbered, uniquely identifying it. Numbering the vehicles allows for easy collision risk detection across the entire convoy. Furthermore, for vehicles with detected collision risks, updated virtual obstacle numbers can be determined based on the vehicle's number. In subsequent collision risk detection, vehicle speeds can be planned based on the updated virtual obstacle numbers, and collision risk detection can be further refined based on the planned speeds.

[0057] In S202, based on the vehicle's path information, location information, and speed information, vehicles in the convoy that pose a risk of conflict are identified.

[0058] Based on the vehicle's path information, location information, and speed information, the time corresponding to different positions of the vehicle on the path can be determined.

[0059] For example, if the location information of vehicle number 001 at the planned time is determined to be location A, the path information to be path X, and the currently planned speed of the vehicle is vi, after a predetermined time Δt, the displacement of the vehicle will be si+1 = vi*Δt, and the vehicle's position can be estimated to be updated to location B. Similarly, the position of the vehicle in the next path at any subsequent time can be estimated.

[0060] When determining whether there is a risk of conflict between vehicles, one can first determine whether there is a risk of conflict between the paths of the two vehicles. For example, one can determine whether the two paths intersect, or whether the distance between the two paths is less than a pre-set safe distance threshold.

[0061] If an intersection of two paths is detected, the time the vehicle spends at the intersection can be further detected. Alternatively, if the distance between two paths is less than a preset safe distance threshold, the time corresponding to the two vehicles when the distance between them is less than the preset safe distance threshold can be further detected.

[0062] Based on the time it takes for the vehicles to be at an intersection or for the distance between them to be less than a predetermined safe distance threshold, the spatial distance between the two vehicles when they are traveling at the planned speed can be calculated. This spatial distance is then used to determine whether there is a risk of collision between the two vehicles. If the spatial distance between the two vehicles is less than the predetermined safe distance threshold, a collision is likely to occur; otherwise, there is no risk of collision.

[0063] For all vehicles in the convoy, any two vehicles with different numbers can be combined, and conflict risk detection can be performed on the vehicles in the combination. If the spatial distance between the two vehicles is less than a predetermined safe distance threshold, then it is determined that there is a conflict risk between the two vehicles. That is, the same vehicle may have a conflict risk with one or more vehicles, or it may not have a conflict risk with any vehicles, or two vehicles may have a conflict risk at one or more locations.

[0064] If there is a risk of conflict, the characteristic information of the two vehicles involved in the conflict is recorded, including vehicle numbers, the time when the conflict occurred, and the positions of the two vehicles at the time of the conflict. This information is used to update the virtual obstacles in the virtual obstacle library. Then, the positions of all vehicles are reset to their initial positions, i.e., their positions at the planning time, and the simulation is re-performed based on the updated virtual obstacle library.

[0065] If there is no risk of conflict between the two vehicles, it means that according to the currently updated virtual obstacle library, there is no risk of conflict between the two vehicles. After further updating the virtual obstacle library, the detection of conflict risk can continue.

[0066] In S203, when vehicles with conflict risk are designated as virtual obstacles, the total travel time of all vehicles in the convoy to reach their destination is determined accordingly. Based on the total travel time, the vehicle is selected as a virtual obstacle, and the virtual obstacle is updated to the virtual obstacle library.

[0067] If a conflict risk is detected among vehicles in the convoy, the priorities of the two vehicles with conflict risk can be determined according to pre-set priority rules, i.e., high-priority and low-priority vehicles can be identified. When multiple groups of vehicles with conflict risk are detected in the convoy, the priority of each group of vehicles with conflict risk can be determined separately, and the virtual obstacles that need to be updated in the virtual obstacle library can be determined based on the priority. Alternatively, during each conflict detection, only the conflict points closest to the planned position can be prioritized, the virtual obstacle library can be updated based on the results, and then the positions of all vehicles can be reset to the planned position information. Conflict detection and virtual obstacle library updates can then be performed again based on the updated virtual obstacle library.

[0068] In this embodiment, by simulating conflict risk, two vehicles with conflict risk can be identified. Either vehicle can be assumed to be a virtual obstacle. Based on a pre-determined virtual obstacle library and the assumed virtual obstacle, the total time required for all vehicles in the convoy to reach the target location from their initial positions can be determined, i.e., the total running time. When determining the total running time, conflict risk detection is no longer necessary; the sum of the times each vehicle in the convoy takes to reach the target location can be directly calculated as the total running time. A longer total running time indicates a higher priority, and a shorter total running time indicates a lower priority.

[0069] Virtual obstacles corresponding to vehicles with shorter total running time (i.e., lower priority) can be updated to the virtual obstacle library. Specifically, by updating vehicles with shorter total running time as virtual obstacles, the time, location, and virtual obstacle number of the vehicle as a virtual obstacle are determined, thereby enabling vehicles in the entire convoy to complete the task quickly with a shorter total running time.

[0070] If the vehicles at risk of conflict are Vehicle 1 and Vehicle 2, we can first assume Vehicle 1 is a virtual obstacle and determine the location of the vehicle at which the conflict risk occurs as the location of the assumed virtual obstacle. The time interval for the assumed virtual obstacle to exist is determined by the time it takes Vehicle 1 to reach that location. For example, we can use the time it takes Vehicle 1 to reach that location as the center time and a preset time radius to determine this time interval, and assign the same number to the assumed virtual obstacle as the number of Vehicle 1. Assuming Vehicle 1 is a virtual obstacle affects the planning of its travel speed. We can calculate the total time it takes for the entire convoy to reach the target location when Vehicle 1 is assumed to be a virtual obstacle (without conflict detection), i.e., the total running time.

[0071] Following this approach, the second vehicle can be assumed to be a virtual obstacle. The location of the vehicle at the point of potential conflict is identified as the assumed virtual obstacle's position. The time interval during which the second vehicle travels to that location is used to determine the time interval in which the second vehicle is assumed to be a virtual obstacle. For example, the time interval can be determined with a preset time radius, centered on the time the second vehicle travels to that location, and the assumed virtual obstacle's number can be set to be the same as the second vehicle's number. Assuming the second vehicle is a virtual obstacle affects the planning of its travel speed. When the second vehicle is assumed to be a virtual obstacle, the total time taken for the entire convoy to reach the target location can be calculated (without conflict detection), i.e., the total running time.

[0072] After determining the total running time when the first vehicle is assumed to be a virtual obstacle and the total running time when the second vehicle is assumed to be a virtual obstacle, vehicles that are assumed to be virtual obstacles when the total running time is shorter are updated to be valid virtual obstacles. The valid virtual obstacles, along with their characteristic information, including the location of the virtual obstacle, the time interval in which the virtual obstacle exists, and the number of the virtual obstacle, are updated to the virtual obstacle library.

[0073] for example Figure 3The diagram illustrating the priority determination of vehicles with conflict risk shows that, based on vehicle location, path, and speed information, vehicles A and B are detected as potentially conflicting. Vehicle A is assumed to be a virtual obstacle, and the estimated total running time of all vehicles in the convoy is t_A. Similarly, vehicle B is assumed to be a virtual obstacle, and the estimated total running time of all vehicles in the convoy is t_B. If t_A is greater than t_B, then vehicle A is a high-priority vehicle, and vehicle B is a low-priority vehicle. A virtual obstacle corresponding to vehicle B can be added to the virtual obstacle library. This involves using vehicle B's location, vehicle B's ID, and the time interval during which the virtual obstacle is located at vehicle B's location as the virtual obstacle for vehicle B, and updating the virtual obstacle library accordingly.

[0074] The duration of the virtual obstacle can be determined by using a predetermined time before the predicted occurrence of the conflict risk as the start time and a predetermined time after the occurrence of the conflict risk as the end time. Alternatively, the time interval can be determined with a predetermined time radius centered on the time when the conflict risk occurs.

[0075] In S204, the vehicle's speed information is updated based on the updated virtual obstacle library. Then, conflict risk detection, virtual obstacle library update, and speed information update are performed again based on the updated speed information until the vehicle speed planning meets the preset requirements.

[0076] After determining the priority of two vehicles with a risk of conflict, the vehicle designated as a virtual obstacle is selected based on this priority. Once the selected virtual obstacles are updated in the virtual obstacle database, the vehicle's speed information can be planned and updated based on this updated database. During the speed information planning and update, it can be determined whether the virtual obstacle's number matches the vehicle's number. If they match, the planned driving speed of the vehicle can be adjusted based on the virtual obstacle, for example, stopping and waiting at the planned virtual obstacle with the same number.

[0077] for example, Figure 4 This application provides a speed planning diagram for a vehicle with a risk of conflict. By comparing the total running time, it is determined that when vehicle B is assumed to be a virtual obstacle, the corresponding total running time is shorter, and it is a low-priority vehicle. It can be determined as a virtual obstacle based on the location information POSE of vehicle B where the risk of conflict occurs, the time information t of being at that location, and the number (B) of vehicle B, and updated to the virtual obstacle library.

[0078] Once the virtual obstacle corresponding to vehicle B is identified, when vehicle B moves to that location, the virtual obstacle will affect vehicle B's speed planning because it only affects vehicles with the same ID. Since vehicle B's ID matches the virtual obstacle's ID, the virtual obstacle acts as a real obstacle for vehicle B, influencing its movement speed. Conversely, if the virtual obstacle's ID differs from the vehicle's ID, it will not affect the vehicle's movement. For example, if the virtual obstacle's ID differs from vehicle A's ID, it will not affect the vehicle's speed when passing through the conflict risk location.

[0079] When a vehicle and a virtual obstacle have the same number, to determine the impact of the speed of the virtual obstacle and the vehicle, the distance between the vehicle and the virtual obstacle can be compared with a preset safe distance threshold to determine the difference between the two. Based on the difference and a predetermined proportional coefficient, combined with the current road speed limit information, the vehicle speed can be adjusted.

[0080] For example, according to the formula: v target =v ref +k d ·(d min -d ref Adjust the vehicle's speed, where v ref Speed ​​limit for the path to the current location, v target Let k be the target speed of the vehicle. d The positive proportional adjustment coefficient, d ref d is the safe distance threshold when the vehicle is in motion. min This represents the distance between the vehicle and the virtual obstacle. However, it's not limited to this; other speed planning methods can be used based on the location of the virtual obstacle to adjust the speed of the vehicle corresponding to the virtual obstacle's number, ensuring that vehicles with the same number do not collide with the virtual obstacle.

[0081] After the virtual obstacles identified based on the vehicle's conflict risk are updated to the virtual obstacle library, the vehicle's speed information can be updated based on the updated virtual obstacles. Based on the updated speed information, the vehicle's position can be reset to its initial position, i.e., the position information at the planned time. Conflict detection, virtual obstacle updates, and speed information updates are then performed again until the vehicle speed planning meets preset requirements, such as the number of virtual obstacle update attempts reaching a predetermined attempt threshold, the update duration exceeding a predetermined duration threshold, or all vehicles reaching the target position.

[0082] It is worth noting that after all vehicle speeds are calculated, the central control platform or other computing devices distribute the solved vehicle trajectories of the convoy to all vehicles, which then operate according to these trajectories. During this process, the central control platform or other computing devices monitor the operating status of all vehicles and compare the monitored status with the solved speeds. If a vehicle encounters an emergency, stops, decelerates, or deviates from the solved speed by a certain threshold for other reasons, trajectory planning can be re-performed based on the current status of all vehicles. Furthermore, in a possible implementation, the central control platform or other computing devices can extrapolate backwards for a predetermined time based on the current speed, position, and path of all vehicles, and determine if there is a risk of collision / conflict. If any risk exists, replanning is triggered, and new driving trajectories or speed information are distributed to all vehicles.

[0083] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0084] Figure 5 A schematic diagram of a vehicle speed planning device based on a fleet, as provided in this application embodiment, is shown below. Figure 5 As shown, the device includes:

[0085] The information acquisition unit 501 is used to acquire the location information, planned path information, and speed information of the vehicles in the convoy at the planned time.

[0086] The conflict risk detection unit 502 is used to determine the vehicles in the convoy that have a conflict risk based on the vehicle's path information, location information and speed information.

[0087] The virtual obstacle determination unit 503 is used to determine the total running time of all vehicles in the convoy to reach the destination when vehicles with conflict risk are respectively used as virtual obstacles, select the vehicles as virtual obstacles according to the total running time, and update the virtual obstacles to the virtual obstacle library.

[0088] The speed adjustment unit 504 is used to update the vehicle's speed information according to the updated virtual obstacle library, and to re-perform conflict risk detection, virtual obstacle library update and speed information update according to the updated speed information until the vehicle speed planning meets the preset requirements.

[0089] Figure 5 The vehicle speed planning device based on the fleet shown is, and Figure 2 The vehicle speed planning method based on the fleet shown corresponds to this.

[0090] Figure 6 This is a schematic diagram of a vehicle speed planning device based on a fleet according to an embodiment of this application. Figure 6 As shown, the fleet-based vehicle speed planning device 6 of this embodiment includes: a processor 60, a memory 61, and a computer program 62 stored in the memory 61 and executable on the processor 60, such as a fleet-based vehicle speed planning program. When the processor 60 executes the computer program 62, it implements the steps in the various fleet-based vehicle speed planning method embodiments described above. Alternatively, when the processor 60 executes the computer program 62, it implements the functions of each module / unit in the various device embodiments described above.

[0091] For example, the computer program 62 may be divided into one or more modules / units, which are stored in the memory 61 and executed by the processor 60 to complete this application. The one or more modules / units may be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of the computer program 62 in the fleet-based vehicle speed planning device 6.

[0092] The fleet-based vehicle speed planning device may include, but is not limited to, a processor 60 and a memory 61. Those skilled in the art will understand that... Figure 6 This is merely an example of a fleet-based vehicle speed planning device 6 and does not constitute a limitation on the fleet-based vehicle speed planning device 6. It may include more or fewer components than shown, or combine certain components, or different components. For example, the fleet-based vehicle speed planning device may also include input / output devices, network access devices, buses, etc.

[0093] The processor 60 may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0094] The memory 61 can be an internal storage unit of the fleet-based vehicle speed planning device 6, such as a hard drive or RAM. The memory 61 can also be an external storage device of the fleet-based vehicle speed planning device 6, such as a plug-in hard drive, Smart Media Card (SMC), Secure Digital (SD) card, or Flash Card. Furthermore, the memory 61 can include both internal and external storage units of the fleet-based vehicle speed planning device 6. The memory 61 is used to store the computer program and other programs and data required by the fleet-based vehicle speed planning device. The memory 61 can also be used to temporarily store data that has been output or will be output.

[0095] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0096] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0097] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0098] In the embodiments provided in this application, it should be understood that the disclosed devices / terminal equipment and methods can be implemented in other ways. For example, the device / terminal equipment embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling or direct coupling or communication connection may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0099] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0100] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0101] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by hardware related to computer program instructions. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content included in the computer-readable medium can be appropriately added or removed according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electrical carrier signals and telecommunication signals.

[0102] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A vehicle speed planning method based on a fleet, characterized in that, The method includes: Obtain the location information, planned path information, and speed information of the vehicles in the convoy at the planned time; Based on the vehicle's path information, location information, and speed information, identify vehicles in the convoy that pose a risk of conflict. When vehicles at risk of conflict are designated as virtual obstacles, the total travel time of all vehicles in the convoy to their destination is determined accordingly. Based on this total travel time, a vehicle is selected as a virtual obstacle, and the virtual obstacle is updated to the virtual obstacle library. Selecting a vehicle as a virtual obstacle based on the total travel time includes: determining the priority of conflicting vehicles according to the correspondence between the total travel time and priority; determining the characteristic information of vehicles with lower priority; and generating virtual obstacles based on the vehicle's characteristic information. The vehicle's speed information is updated based on the updated virtual obstacle library. Then, conflict risk detection, virtual obstacle library updates, and speed information updates are performed again based on the updated speed information until the vehicle speed planning meets the preset requirements.

2. The method according to claim 1, characterized in that, The vehicles at risk of conflict include the first vehicle and the second vehicle, and the total operating time includes the first total operating time and the second total operating time; When vehicles at risk of conflict are treated as virtual obstacles, the total travel time for all vehicles in the convoy to reach their destination is determined accordingly, including: The first vehicle with a risk of conflict is created as the first virtual obstacle. Based on the first virtual obstacle and a pre-determined library of virtual obstacles, the first total running time for all vehicles in the convoy to reach their destination from their initial position is determined. A second vehicle with a risk of conflict is created as a second virtual obstacle. Based on the second virtual obstacle and a pre-determined library of virtual obstacles, the second total running time for all vehicles in the convoy to reach their destination from their initial positions is determined.

3. The method according to claim 1, characterized in that, The vehicle's speed information is updated based on the updated virtual obstacle database, including: Search the virtual obstacle library for a virtual obstacle with the same identifier as the vehicle; Based on the time interval in which the virtual obstacle exists and the location of the virtual obstacle, the difference between the distance between the vehicle and the virtual obstacle within the time interval and a preset safe distance threshold is determined. The safe distance threshold is the minimum safe interval between vehicles. The vehicle speed is adjusted based on the difference and a predetermined proportional coefficient, combined with the road speed limit at the current location.

4. The method according to claim 3, characterized in that, Based on the difference and a predetermined proportional coefficient, and in conjunction with the road speed limit at the current location, the vehicle speed is adjusted, including: According to the formula: Adjust the speed of the vehicle, wherein, Limit the speed of the path to the current location. The target speed of the vehicle. A positive proportional adjustment coefficient. This refers to the safe distance threshold when vehicles are in motion. This is the minimum distance between the vehicle and the virtual obstacles in the virtual obstacle library.

5. The method according to claim 1, characterized in that, Determine the time interval during which the vehicle exists as a virtual obstacle, including: The duration of the virtual obstacle is determined as a time range centered on the moment when the conflict risk occurs, with a predetermined time radius.

6. The method according to claim 1, characterized in that, Until the vehicle speed planning meets the preset requirements, including: Until the update duration exceeds the predetermined duration threshold; Or, until all vehicles in the convoy reach their destination; Alternatively, determine if the number of attempts to access the virtual obstacle exceeds a predetermined threshold.

7. A vehicle speed planning device based on a fleet, characterized in that, The device includes: The information acquisition unit is used to acquire the location information, planned path information, and speed information of the vehicles in the convoy at the planned time. The conflict risk detection unit is used to identify vehicles in the convoy that pose a conflict risk based on the vehicle's path information, location information, and speed information. A virtual obstacle determination unit is used to determine the total travel time of all vehicles in the convoy to their destination when vehicles with conflict risks are designated as virtual obstacles. The unit then selects a vehicle as a virtual obstacle based on the total travel time and updates the virtual obstacle to a virtual obstacle library. The process of selecting a vehicle as a virtual obstacle based on the total travel time includes: determining the priority of conflicting vehicles according to the correspondence between the total travel time and priority; determining the characteristic information of vehicles with lower priority; and generating virtual obstacles based on the vehicle's characteristic information. The speed adjustment unit is used to update the vehicle's speed information based on the updated virtual obstacle library, and then re-perform conflict risk detection, virtual obstacle library update, and speed information update based on the updated speed information until the vehicle speed planning meets the preset requirements.

8. A vehicle speed planning device based on a fleet, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method as described in any one of claims 1 to 6.

9. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 6.

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