Method and device for controlling a vehicle to pass through a deceleration strip, storage medium, electronic device

Abstract

This application relates to a method, apparatus, storage medium, and electronic device for controlling a vehicle to pass over speed bumps, including: receiving and parsing V2X messages to obtain the speed bump location, speed bump type, and speed bump structural parameters; the speed bump type includes an arc-shaped cross section, a trapezoidal cross section, and a quadratic curve cross section; obtaining the vehicle's current position, and determining whether the speed bump is in the vehicle's lane and in front of the vehicle based on the vehicle's current position and the speed bump location; if not, the process ends; if so, determining a comfortable speed based on the speed bump type and speed bump structural parameters; the comfortable speed refers to a speed at which the vibration generated when the vehicle passes over the speed bump will not cause discomfort to the occupants; obtaining the vehicle's current speed, and controlling the vehicle to pass over the speed bump based on the vehicle's current speed and the comfortable speed. This application can solve the technical problem that vehicles passing over speed bumps easily lead to vehicle vibration or the risk of traffic accidents.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically to methods and devices for controlling a vehicle to pass over speed bumps, storage media, and electronic devices. Background Technology

[0002] With the increasing prevalence of vehicles and the development of intelligent driving technology, the requirements for vehicle-to-everything (V2X) applications are growing daily. International and national V2X standards have been successively introduced, making application scenarios for V2X-related functions increasingly important. Speed ​​bumps, as a common traffic safety enhancement facility, frequently appear on actual roads and play a vital role in preventing traffic accidents. However, when vehicles pass over speed bumps at high speeds, significant vibrations occur, affecting the passenger and driver experience. Excessive speed can even pose a risk of rollover or other accidents. Furthermore, in actual driving, due to factors such as obstruction by other vehicles or blind spots, drivers often fail to recognize speed bumps in time, resulting in insufficient time to actively slow down, impacting the driving experience and creating potential accident hazards. Summary of the Invention

[0003] The purpose of this application is to provide a method, device, storage medium, and electronic equipment for controlling a vehicle as it passes over speed bumps, in order to solve the technical problem that passing over speed bumps can easily lead to vehicle vibration or the risk of a traffic accident.

[0004] To achieve the above objectives, embodiments of this application provide a method for controlling a vehicle to pass over a speed bump, the method comprising:

[0005] Receive and parse V2X messages to obtain the speed bump location, speed bump type, and speed bump structural parameters; the speed bump type includes arc-shaped cross-section, trapezoidal cross-section, and quadratic curve cross-section.

[0006] The system obtains the vehicle's current position and determines whether the speed bump is in the vehicle's lane and in front of the vehicle based on the vehicle's current position and the speed bump's position. If not, the process ends. If so, the system determines a comfortable speed based on the speed bump type and speed bump structure parameters. The comfortable speed refers to the speed at which the vibration generated when the vehicle drives over the speed bump will not cause discomfort to the occupants of the vehicle.

[0007] The vehicle's current speed is obtained, and the vehicle is controlled to pass over speed bumps based on the current speed and a comfortable speed.

[0008] In some possible solutions, when the speed bump type is an arc-shaped cross-section, the speed bump structural parameters include the speed bump radius and the speed bump height;

[0009] The step of determining the comfortable vehicle speed based on the speed bump type and speed bump structural parameters includes:

[0010] When the speed bump is of the arc-shaped cross-section, the vehicle's front wheel radius and gravitational acceleration are obtained, and a comfortable vehicle speed is determined based on the vehicle's front wheel radius, speed bump height, speed bump radius, and gravitational acceleration.

[0011] In some possible solutions, when the speed bump is of trapezoidal cross-section, the structural parameters of the speed bump include a first angle between the hypotenuse of the trapezoid and the ground.

[0012] The step of determining the comfortable vehicle speed based on the speed bump type and speed bump structural parameters includes:

[0013] When the speed bump is a trapezoidal cross-section, the vehicle's front wheel radius and gravitational acceleration are obtained, and a comfortable vehicle speed is determined based on the first included angle, the vehicle's front wheel radius, and gravitational acceleration.

[0014] In some possible solutions, when the speed bump type is a quadratic curve cross-section, the speed bump structural parameters include the radius of the arc at the top of the speed bump and the second included angle between the inclined side of the speed bump and the ground;

[0015] The step of determining the comfortable vehicle speed based on the speed bump type and speed bump structural parameters includes:

[0016] When the speed bump is a quadratic curve cross-section, the vehicle's front wheel radius and gravitational acceleration are obtained, and a comfortable vehicle speed is determined based on the radius of the arc at the top of the speed bump, the second included angle, the vehicle's front wheel radius, and the gravitational acceleration.

[0017] In some possible solutions, the comfortable speed is determined based on the critical speed, the damping coefficient, and the driver tolerance coefficient; wherein, the critical speed is the speed at which the vehicle just begins to contact the speed bump, the critical speed and the comfortable speed are positively correlated, the damping coefficient is a preset fixed value, and the driver tolerance coefficient is obtained statistically from the driver's feedback and can be dynamically adjusted.

[0018] In some possible solutions, controlling the vehicle to pass over speed bumps based on the vehicle's current speed and a comfortable speed includes:

[0019] If the vehicle's current speed is less than or equal to the comfortable speed, and the distance between the speed bump and the vehicle is less than a preset distance threshold, a warning message will be generated and / or the vehicle will be controlled to maintain its current speed. This warning message is used to inform the driver that there is a speed bump ahead and to remind the driver to maintain its current speed.

[0020] In some possible solutions, controlling the vehicle to pass over speed bumps based on the vehicle's current speed and a comfortable speed includes:

[0021] If the vehicle's current speed is greater than the comfortable speed, and the following conditions are met... Then, a warning message is generated and / or the vehicle is controlled to travel at a comfortable speed. The warning message is used to alert the driver that there is a speed bump ahead and to remind the driver to travel at a comfortable speed; wherein, V 0t V is the vehicle speed when the vehicle's acceleration changes from 0 to a1 using uniform acceleration. t For a comfortable driving speed, S represents the distance between the speed bump and the vehicle. r S1 represents the distance the vehicle travels at its current constant speed within the driver's reaction time, S1 represents the vehicle displacement during the period when the vehicle's acceleration changes from 0 to a1, and a1 represents the preset acceleration.

[0022] In some possible solutions, the method further includes:

[0023] If the vehicle's current speed is greater than the comfortable speed, and the following conditions are met... A first deceleration strategy is generated, and the vehicle is controlled to drive according to the first deceleration strategy. The first deceleration strategy is to use a preset driver-favorable comfort acceleration to decelerate to a comfortable speed and then maintain a constant speed.

[0024] In some possible solutions, controlling the vehicle to pass over speed bumps based on the vehicle's current speed and a comfortable speed includes:

[0025] If the vehicle's current speed is greater than the comfortable speed, and the following conditions are met... Then according to Calculate the suggested vehicle speed V1. If the suggested vehicle speed is greater than the comfortable vehicle speed but less than the current vehicle speed, generate a warning message and / or control the vehicle to drive at the suggested vehicle speed or the comfortable vehicle speed. The warning message is used to inform the driver that there is a speed bump ahead and to remind the driver to drive at the suggested vehicle speed. If the suggested vehicle speed is less than or equal to the comfortable vehicle speed or greater than or equal to the current vehicle speed, generate a warning message. The warning message is used to inform the driver that there is a speed bump ahead and to remind the driver to drive at the comfortable vehicle speed.

[0026] Among them, V 0t V is the vehicle speed when the vehicle's acceleration changes from 0 to a1 using the first uniform acceleration. t For a comfortable driving speed, V1 is the recommended speed. 1t The speed at which the vehicle's acceleration changes from a1 to a2 after it has decelerated to the recommended speed is given by the second uniform acceleration. S is the distance between the speed bump and the vehicle. r Sa is the distance the vehicle travels at its current constant speed during the driver's reaction time, and S1 is the vehicle displacement during the period when the vehicle's acceleration changes from 0 to a1. r2 To predict the displacement during the driver's reaction time when the warning is received, S2 is the displacement during the period when the vehicle decelerates to the recommended speed V1 and the second uniform acceleration j2 is used to change the vehicle's acceleration from a1 to a2, where a1 and a2 are preset accelerations.

[0027] In some possible solutions, the method further includes:

[0028] If the vehicle's current speed is greater than the comfortable speed, and the following conditions are met... A second deceleration strategy is generated, and the vehicle is controlled to drive according to the second deceleration strategy. The second deceleration strategy is to first use a preset driver-favorable comfort acceleration to decelerate uniformly to the recommended speed, and then increase the acceleration value to the preset driver-favorable maximum acceleration before decelerating uniformly to the comfort speed.

[0029] This application also provides a device for controlling a vehicle to pass over a speed bump, the device being used to implement the method described above;

[0030] The device includes:

[0031] The information receiving module receives and parses V2X messages to obtain the location, type, and structural parameters of the speed bump; the speed bump type includes arc-shaped cross-section, trapezoidal cross-section, and quadratic curve cross-section.

[0032] The vehicle speed determination module is used to obtain the current position of the vehicle and determine whether the speed bump is in the lane where the vehicle is located and in front of the vehicle based on the current position of the vehicle and the position of the speed bump. If not, the process ends; if so, the comfortable speed is determined based on the type of speed bump and the structural parameters of the speed bump. The comfortable speed refers to the speed at which the vibration generated when the vehicle drives over the speed bump will not cause discomfort to the occupants of the vehicle.

[0033] The vehicle control module is used to obtain the current vehicle speed and control the vehicle to pass over speed bumps based on the current vehicle speed and the comfort speed.

[0034] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the method described above for controlling a vehicle to pass over a speed bump.

[0035] This application also provides an electronic device, including a processor, a memory, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the method described above for controlling a vehicle to pass over a speed bump.

[0036] The embodiments of this application have at least the following beneficial effects:

[0037] This application embodiment is based on V2X and specifically defines a new V2X message. This V2X message includes information such as the location of the speed bump, the type of speed bump, and the structural parameters of the speed bump. Vehicles can calculate the speed required to pass over speed bumps based on the information included in this new V2X message, allowing drivers to make early predictions and preventing them from driving over speed bumps at excessive speeds, thus reducing the accident rate and improving vehicle safety when passing speed bumps. This application embodiment does not rely on traditional sensing devices such as cameras and radar, and is not affected by poor speed bump recognition. Even in conditions where traditional vision devices cannot function properly, such as heavy rain or fog, it can still guarantee accuracy and timeliness, avoiding the frequent occurrence of vehicles failing to detect speed bumps in advance and being unable to slow down in time, resulting in a decreased driving experience and potential accident risks.

[0038] Other features and advantages of the embodiments of this application will be set forth in the following description. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, 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.

[0040] Figure 1 This is a flowchart of a method for controlling a vehicle to pass over a speed bump, as described in an embodiment of this application.

[0041] Figure 2 This is a schematic diagram of the V2X message field in an embodiment of this application.

[0042] Figure 3 This is a schematic diagram of a speed bump with an arc-shaped cross-section in an embodiment of this application.

[0043] Figure 4 This is a schematic diagram of the speed bump being located on an inclined plane in an embodiment of this application.

[0044] Figure 5 This is a schematic diagram of a speed bump with a trapezoidal cross section in an embodiment of this application.

[0045] Figure 6 This is a schematic diagram of a speed bump with a quadratic curve cross-section in an embodiment of this application.

[0046] Figure 7 This is a schematic diagram of a speed bump with a quadratic curve cross section in another embodiment of this application.

[0047] Figure 8This is a schematic diagram of a device for controlling a vehicle to pass over a speed bump according to an embodiment of this application. Detailed Implementation

[0048] The various exemplary embodiments, features, and aspects of this application will be described in detail below with reference to the accompanying drawings. Furthermore, numerous specific details are set forth in the following detailed embodiments to better illustrate this application. Those skilled in the art will understand that this application can be practiced without certain specific details. In some instances, means well-known to those skilled in the art have not been described in detail in order to highlight the main points of this application.

[0049] One embodiment of this application provides a method for controlling a vehicle to pass over a speed bump, see reference. Figure 1 The method in this embodiment includes the following steps:

[0050] Step S100: Receive and parse V2X messages to obtain the speed bump location, speed bump type, and speed bump structural parameters; the speed bump type includes circular arc cross-section, trapezoidal cross-section, and quadratic curve cross-section.

[0051] Specifically, V2X refers to Vehicle to Everything communication. V2X mainly includes V2V (Vehicle to Vehicle), V2I (Vehicle to Infrastructure), V2N (Vehicle to Network), and V2P (Vehicle to Pedestrian). This embodiment is primarily based on V2I, i.e., Vehicle to Infrastructure, where the infrastructure is an RSU (Road Side Unit). An RSU is a type of V2X device installed on the roadside of the intelligent driving road. Correspondingly, an OBU (On Board Unit) is installed on the vehicle. The Onboard Unit (OBU) is also a type of V2X device. In V2X, the RSU is used to broadcast data on traffic lights, traffic signs, and road obstacles to the OBU of a vehicle traveling on the road. The vehicle's MDC (Autonomous Driving Computing Platform) makes autonomous driving decisions based on the data received by its OBU. The MDC also receives vehicle location information output by the vehicle positioning module. Therefore, this embodiment can be executed based on the vehicle's OBU and MDC, which can be regarded as two functional modules of the onboard terminal.

[0052] Currently, V2X industry standards do not define specific requirements for road speed bumps. This embodiment defines new V2X messages for speed bump scenarios, such as RSI, MAP, and RSM messages. Considering the impact of the speed bump's cross-section and the slope of the surrounding plane, the new V2X messages include the speed bump's location, type, and structural parameters. Specifically, for example... Figure 2 The diagram shown illustrates V2X message fields. A single V2X message can contain multiple new fields such as the speed bump location, speed bump type, and speed bump structure parameters. Figure 2 The V2X message shown indicates that the speed bump location is the 3D position of its center, which is located on the corresponding lane centerline; Figure 2 In this document, the speed bump location sequence includes a sequence of the locations of all parallel speed bumps. Generally, all parallel speed bumps have the same structure. However, for different types of speed bumps, the field content varies due to their different structures. For example, the peak height of the speed bump is a required field for the arc-shaped speed bump type, but optional for other types. Similarly, the speed bump inclination angle is a required field for the trapezoidal and quadratic curve speed bump types, but is omitted for the arc-shaped speed bump type. Furthermore, the speed bump radius is a required field for the arc-shaped and quadratic curve speed bump types, but is omitted for the trapezoidal speed bump type. Finally, the inclination angle of the plane where the speed bump is located is an optional field, and it is recommended to fill in this field when the speed bump is located on a slope with a large inclination angle.

[0053] The circular arc cross section, trapezoidal cross section, and quadratic curve cross section specifically refer to the cross section types of speed bumps. These three cross section types can cover all commonly used speed bump cross sections. Simply configure the corresponding parameters in the V2X message broadcast by the RSU according to the type closest to the current speed bump cross section and then broadcast it. Furthermore, the relevant fields of the V2X message broadcast in the RSU can be updated manually or online.

[0054] Step S200: Obtain the current position of the vehicle. Based on the current position of the vehicle and the position of the speed bump, determine whether the speed bump is in the lane where the vehicle is located and in front of the vehicle. If not, end the process. If yes, determine the comfortable speed based on the type of speed bump and the structural parameters of the speed bump. The comfortable speed refers to the speed at which the vibration generated when the vehicle drives over the speed bump will not cause discomfort to the occupants of the vehicle.

[0055] Specifically, the process involves vehicle lane matching to determine the vehicle's current lane, obtaining the speed bumps and their locations that match the vehicle's lane based on V2X messages, and finally determining whether the speed bump is ahead of the vehicle's lane based on the speed bump's location and the vehicle's current position. If multiple speed bumps are present in the V2X message, the one closest to the vehicle's position is used for the determination.

[0056] The critical speed refers to the vehicle speed at which it passes over a speed bump in a critical state (i.e., when the front wheels of the vehicle are just tangentially in contact with the speed bump but not disengaged). In other words, it's the highest speed the vehicle can achieve while keeping the wheels on the speed bump the entire time. We define Vc as the critical speed, where V is the speed at which the front wheels are just tangential to the speed bump, i.e., the speed at which the vehicle first contacts the speed bump. Therefore, in the critical state, V = Vc. Note that since V2X messages should not provide too many parameters, to simplify the model and reduce computational load on the vehicle side, the critical speed calculation assumes that both the tires and the speed bump are rigid bodies. Furthermore, because the length and width of the speed bump are relatively small compared to the vehicle's dimensions, we consider the lateral velocity of the wheels when passing over the speed bump to be a constant value, i.e., the longitudinal velocity of the vehicle during the process of passing over the speed bump is V. Since different types of speed bumps have different structural parameters, it is necessary to determine the corresponding critical speed calculation strategy based on the speed bump type, and calculate the critical speed at which the vehicle first contacts the speed bump based on the set critical speed calculation strategy and the received speed bump structural parameters.

[0057] In addition, for driving safety and passenger comfort, this embodiment also proposes a comfortable vehicle speed, which refers to the speed at which the vibration generated when the vehicle drives over a speed bump will not cause discomfort to the occupants. This can improve driving safety and passenger comfort. The comfortable vehicle speed can be calculated based on the critical vehicle speed, and the comfortable vehicle speed is positively correlated with the critical vehicle speed.

[0058] Step S300: Obtain the current vehicle speed and control the vehicle to pass over the speed bump based on the current vehicle speed and the comfort speed.

[0059] Specifically, for safety and comfort considerations, the vehicle's speed when the front wheels reach the speed bump should be less than or equal to the comfortable speed. Based on this, the vehicle's speed is controlled so that the vehicle's speed changes from its current speed to the comfortable speed, and the vibration generated when the vehicle passes over the speed bump does not cause discomfort to the occupants. There are many possible control methods, and this embodiment is not limited to a single method. In one example, when the driver is manually driving the vehicle and the current speed is greater than the comfortable speed, a corresponding prompt command can be output to the vehicle's actuator, which will execute the prompt command to prompt the driver to decelerate. In another example, when the vehicle's current speed is greater than the comfortable speed and the vehicle is in autonomous driving mode or human-machine co-driving mode, a corresponding driving command can be output to the vehicle's actuator, which will execute the driving command to decelerate.

[0060] This embodiment is based on V2X and specifically defines a new V2X message. This V2X message includes information such as the location of the speed bump, the type of speed bump, and the structural parameters of the speed bump. The vehicle can calculate based on the information included in this new V2X message to determine the comfortable speed for different types of speed bumps. This allows the driver to make relevant predictions in advance, preventing the driver from driving over speed bumps at excessive speeds, reducing the related accident rate, and improving vehicle safety when passing speed bumps. This embodiment does not rely on traditional sensing devices such as cameras and radar, and is not affected by poor speed bump recognition. Even in conditions where traditional vision devices cannot function properly, such as heavy rain or fog, it can still guarantee accuracy and timeliness. This avoids the frequent occurrence of vehicles failing to recognize speed bumps in advance and not being able to slow down in time, resulting in a decreased driving experience and potential accident risks.

[0061] In some embodiments, when the speed bump type is an arc-shaped cross-section, the speed bump structural parameters include the speed bump radius and the speed bump height;

[0062] The step of determining the comfortable vehicle speed based on the speed bump type and speed bump structural parameters includes:

[0063] When the speed bump is of the arc-shaped cross-section, the vehicle's front wheel radius and gravitational acceleration are obtained, and a comfortable vehicle speed is determined based on the vehicle's front wheel radius, speed bump height, speed bump radius, and gravitational acceleration.

[0064] Specifically, speed bumps with an arc-shaped cross-section, such as Figure 3 As shown, in Figure 3In the diagram, the radius of the arc-shaped speed bump is r, the height is h, and the center is Q. The radius of the vehicle's front wheel is R, and the center is P. The front wheel is tangent to the speed bump at point S. To ensure that the wheel does not detach from the speed bump, the tire should remain tangent to the speed bump. Therefore, the trajectory of the front wheel axle point should be a circular motion with center Q and radius r+R, and speed Vs. Thus, the line PQ connecting the axle point and the center always passes through the tangent point S, and the angle between this line PQ and the horizontal ground is α (acute angle).

[0065] exist Figure 3 In the equation, since the wheel and axle trajectory is a circular arc, the velocity direction of the wheel and axle point should be perpendicular to the connecting line PQ. The direction of the wheel and axle point can be decomposed into V. x With V y Considering the lateral speed V during the passage over the speed bump x Assuming a constant value, V x This refers to the component of the vehicle's speed along the ground, from which we can obtain: Critical speed V c Must meet

[0066]

[0067] exist Figure 3 In the equation, let the centripetal acceleration of the axis point be a. r Considering that the front wheels are no longer affected by ground support forces while driving over the speed bump (including the initial contact with the speed bump and the instant they leave the ground), the centripetal force on the front wheels is provided by their own weight, the support force at the tangent point, and the force exerted by the frame on the axle. In the critical state (the front wheels are in contact with the speed bump but are not under any force), the centripetal force at the axle point is entirely provided by gravity. Therefore, we have, where m is the vehicle's own weight. Thus, we can obtain a in the critical state. r =gsinα, from the centripetal acceleration formula, we can obtain that at this time we should have

[0068] In summary, we can conclude that Right now

[0069] exist Figure 3 In this context, the range of sinα is... The minimum value of sinα corresponds to the scenario in the diagram where the vehicle just touches the speed bump and just leaves the ground, while the maximum value corresponds to the scenario where the front wheels reach the top of the arc-shaped speed bump (i.e., α = 90°). Therefore, we take...

[0070] Furthermore, The derivations all assume that the speed bump is located on a horizontal plane, for example Figure 4 As shown, if the plane containing the speed bump has an angle of inclination β (acute angle), then g r =gcosβ,gr This represents the equivalent gravitational acceleration along the inclined plane, that is, the perpendicular component of gravitational acceleration along the inclined plane. Therefore, V c The formula evolved into:

[0071]

[0072] In some embodiments, when the speed bump is of trapezoidal cross-section, the speed bump structural parameters include a first angle between the hypotenuse of the trapezoid and the ground.

[0073] The step of determining the comfortable vehicle speed based on the speed bump type and speed bump structural parameters includes:

[0074] When the speed bump is a trapezoidal cross-section, the vehicle's front wheel radius and gravitational acceleration are obtained, and a comfortable vehicle speed is determined based on the first included angle, the vehicle's front wheel radius, and gravitational acceleration.

[0075] Specifically, speed bumps with trapezoidal cross-sections, such as... Figure 5 As shown, the cross-section of this type of speed bump is a trapezoid ABCD with bilateral symmetry. Let its height be h, and the first angle (acute angle) between the hypotenuse and the ground be θ. Similar to a circular arc cross-section, to ensure the wheels do not detach from the speed bump, the front wheels must remain tangent to the speed bump when they drive onto its hypotenuse. At this moment, the trajectory of the front wheel axle is a line segment parallel to the hypotenuse. Note that when the front wheel is just tangent to the vertex C of the hypotenuse, to smoothly transition to the top plane of the speed bump without detaching, the trajectory of the front wheel axle at this instant should be a circular motion with the vertex C of the hypotenuse as the center and the front wheel radius R as the radius. That is, at this moment, the velocity direction of the front wheel axle is parallel to the hypotenuse and upwards, satisfying the centripetal acceleration formula:

[0076]

[0077] Centripetal acceleration a under critical conditions r Satisfy: a r =gcosθ;

[0078] Therefore, there is Right now

[0079] Furthermore, The derivations all assume that the speed bump is located on a horizontal plane, such as Figure 4 As shown, if the plane containing the speed bump has an angle of inclination β (acute angle), then g r =gcosβ,g r This represents the equivalent gravitational acceleration along the inclined plane, that is, the perpendicular component of gravitational acceleration along the inclined plane. Therefore, V c The formula evolved into:

[0080] In some embodiments, when the speed bump type is a quadratic curve cross-section, the speed bump structural parameters include the radius of the arc at the top of the speed bump and the second included angle between the hypotenuse of the speed bump and the ground.

[0081] The step of determining the comfortable vehicle speed based on the speed bump type and speed bump structural parameters includes:

[0082] When the speed bump is a quadratic curve cross-section, the vehicle's front wheel radius and gravitational acceleration are obtained, and a comfortable vehicle speed is determined based on the radius of the arc at the top of the speed bump, the second included angle, the vehicle's front wheel radius, and the gravitational acceleration.

[0083] Specifically, the cross-section of the speed bump with a quadratic curve is a symmetrical quadratic curve. Therefore, the curvature and tangent slope at each point are not constant values. Direct calculation would consume a lot of computing power. Therefore, the quadratic curve model is simplified and divided into the following two types.

[0084] One is as follows Figure 6 The arc shown has a radius of r at its apex and is tangent to the hypotenuses on both sides at points C and D, respectively. The acute angle of the second angle between the tangent and the horizontal ground is θ. When the front wheel of the vehicle is tangent to the arc at point C, the trajectory of the wheel axle at that instant is a circular motion with the center of the arc as the center and the radius as R+r, with a velocity of Vs and a centripetal acceleration of:

[0085] a in critical state r Satisfy: a r =gcosθ;

[0086] Therefore: Right now

[0087] Another simplification is as follows Figure 7 The curve is shown with a horizontal line segment at its apex, transitioning to the oblique line via an arc of radius r. This arc is tangent to the apex line segment and the oblique line segment at points C and D, respectively. Let θ be the acute angle of the second angle between the oblique line segment and the horizontal ground. Similar to the first simplified model, we can obtain... Note that r represents the radius of the transition arc. When r = 0, it means that the horizontal line segment and the diagonal line segment at the top are directly connected without an arc transition (i.e., a trapezoid). The above formula changes to: This is the critical velocity under the trapezoidal cross section.

[0088] Furthermore, The derivations all assume that the speed bump is located on a horizontal plane, for example Figure 4 As shown, if the plane containing the speed bump has an angle of inclination β (acute angle), then g r =gcosβ,g rThis represents the equivalent gravitational acceleration along the inclined plane, that is, the perpendicular component of gravitational acceleration along the inclined plane. Therefore, V c The formula evolved into:

[0089]

[0090] In some embodiments, the comfortable vehicle speed is determined based on the critical vehicle speed, the damping coefficient, and the driver tolerance coefficient; wherein, the critical vehicle speed is the speed at which the vehicle just begins to contact the speed bump, the critical vehicle speed and the comfortable vehicle speed are positively correlated, the damping coefficient is a preset fixed value, and the driver tolerance coefficient is obtained statistically from the driver's feedback and can be dynamically adjusted.

[0091] Specifically, the comfortable driving speed is positively correlated with the critical driving speed. Considering that in reality, wheels are not rigid bodies, some vehicles have their own shock absorption systems, and different drivers have different tolerances to vehicle vibrations, we define a damping coefficient and a driver tolerance coefficient. The damping coefficient is greater than or equal to 1, and the driver tolerance coefficient is greater than or equal to 1. The formula for calculating the comfortable driving speed is as follows:

[0092] Comfortable speed = damping coefficient * driver tolerance coefficient * critical speed;

[0093] The damping coefficient is obtained through real vehicle road testing and calibration, while the driver tolerance coefficient is calculated based on driver feedback and can be dynamically adjusted. Driver feedback can be the actual speed at which the driver passes over the speed bump, or it can be the driver's voice feedback on the experience of passing over the speed bump.

[0094] In some embodiments, controlling the vehicle to pass over speed bumps based on the vehicle's current speed and a comfortable speed includes:

[0095] If the vehicle's current speed is less than or equal to the comfortable speed, and the distance between the speed bump and the vehicle is less than a preset distance threshold, a warning message will be generated and / or the vehicle will be controlled to maintain its current speed. This warning message is used to inform the driver that there is a speed bump ahead and to remind the driver to maintain its current speed.

[0096] Specifically, for safety and comfort considerations, the vehicle's speed when the front wheels reach the speed bump should be less than or equal to the comfortable speed. Therefore, if the vehicle's current speed is less than or equal to the comfortable speed, and the distance between the vehicle and the speed bump is greater than or equal to a preset distance threshold (indicating that the distance to the speed bump is too far), the optimal driving method is for the vehicle to maintain its current speed until it reaches the speed bump. In this embodiment, a warning prompt and / or active speed control can be used. The warning prompt method includes generating a warning message and sending it to the vehicle's voice system so that the voice system can play the warning message. The warning message is used to inform the driver that there is a speed bump ahead and to remind the driver to maintain the current speed. The active speed control method includes generating a driving command to maintain the current speed and sending the driving command to the vehicle's driving system so that the driving system can execute the driving command.

[0097] In some embodiments, controlling the vehicle to pass over the speed bump based on the vehicle's current speed and a comfortable speed includes:

[0098] If the vehicle's current speed is greater than the comfortable speed, and the following conditions are met... Then, a warning message is generated and / or the vehicle is controlled to travel at a comfortable speed. The warning message is used to alert the driver that there is a speed bump ahead and to remind the driver to travel at a comfortable speed; wherein, V 0t V is the vehicle speed when the vehicle's acceleration changes from 0 to a1 using uniform acceleration. t For a comfortable driving speed, S represents the distance between the speed bump and the vehicle. r S1 represents the distance the vehicle travels at its current constant speed within the driver's reaction time, S1 represents the vehicle displacement during the period when the vehicle's acceleration changes from 0 to a1, and a1 represents the preset acceleration.

[0099] Specifically, if the vehicle's current speed is greater than the comfortable driving speed, it is necessary to determine whether the conditions are met. If the conditions are met, deceleration is required. Similarly, in this embodiment, a warning prompt and / or active vehicle speed control can be used. The warning prompt method includes generating a warning message and sending the warning message to the vehicle voice system so that the vehicle voice system can play the warning message. The warning message is used to remind the driver that there is a speed bump ahead and to remind the driver to drive at a comfortable speed. The active vehicle speed control method includes generating a driving command to drive at a comfortable speed and sending the driving command to the vehicle driving system so that the vehicle driving system can execute the driving command.

[0100] In some embodiments, the method further includes:

[0101] If the vehicle's current speed is greater than the comfortable speed, and the following conditions are met... A first deceleration strategy is generated, and the vehicle is controlled to drive according to the first deceleration strategy. The first deceleration strategy is to use a preset driver-favorable comfort acceleration to decelerate to a comfortable speed and then maintain a constant speed.

[0102] Specifically, in this embodiment, the vehicle's current speed is greater than the comfortable speed, and satisfies... In some cases, the strategy for controlling the vehicle to travel at a comfortable speed is specifically the first deceleration strategy; in some examples, the first deceleration strategy can be integrated with control strategies such as adaptive cruise control and cruise control, so that the vehicle can safely pass through speed bumps at a speed below the critical speed while ensuring adaptive cruise control.

[0103] in:

[0104]

[0105] S r =V0t r

[0106]

[0107] a1, j1, t r All parameters are known calibration values, a1 is the preset acceleration, j1 is the preset jerk, and t r V0 represents the driver's reaction time and the current vehicle speed.

[0108] In some embodiments, controlling the vehicle to pass over the speed bump based on the vehicle's current speed and a comfortable speed includes:

[0109] If the vehicle's current speed is greater than the comfortable speed, and the following conditions are met... Then according to Calculate the suggested vehicle speed V1. If the suggested vehicle speed is greater than the comfortable vehicle speed but less than the current vehicle speed, generate a warning message and / or control the vehicle to drive at the suggested vehicle speed or the comfortable vehicle speed. The warning message is used to inform the driver that there is a speed bump ahead and to remind the driver to drive at the suggested vehicle speed. If the suggested vehicle speed is less than or equal to the comfortable vehicle speed or greater than or equal to the current vehicle speed, generate a warning message. The warning message is used to inform the driver that there is a speed bump ahead and to remind the driver to drive at the comfortable vehicle speed.

[0110] Among them, V 0t V is the vehicle speed when the vehicle's acceleration changes from 0 to a1 using the first uniform acceleration. t For a comfortable driving speed, V1 is the recommended speed. 1t The speed at which the vehicle's acceleration changes from a1 to a2 after it has decelerated to the recommended speed is given by the second uniform acceleration. S is the distance between the speed bump and the vehicle. rSa is the distance the vehicle travels at its current constant speed during the driver's reaction time, and S1 is the vehicle displacement during the period when the vehicle's acceleration changes from 0 to a1. r2 To predict the displacement during the driver's reaction time when the warning is received, S2 is the displacement during the period when the vehicle decelerates to the recommended speed V1 and the second uniform acceleration j2 is used to change the vehicle's acceleration from a1 to a2, where a1 and a2 are preset accelerations.

[0111] Specifically, if the vehicle's current speed is greater than the comfort speed, and Considering the deceleration strategy, the vehicle first uses its usual comfort acceleration to decelerate uniformly to the recommended speed, then increases the acceleration value to the usual maximum acceleration before decelerating uniformly back to the comfort speed. The acceleration change process is calculated using a uniform acceleration model, and at this point, we should have:

[0112]

[0113] in:

[0114]

[0115]

[0116]

[0117] Substitute the above information We can obtain a quadratic equation in one variable for the suggested vehicle speed V1. Solve it to determine whether there exists V1 ∈ [V t If a solution to the equation [V0] exists, then the recommended vehicle speed is either the recommended speed V1 or the comfortable speed V. t As the vehicle speed when passing over the speed bump; at this time, a warning notification and / or active speed control can be used. The warning notification method includes generating a warning message and sending the warning message to the vehicle's voice system so that the vehicle's voice system can play the warning message. The warning message is used to inform the driver that there is a speed bump ahead and to remind the driver to drive at a suggested speed V1 or a comfortable speed V. t Driving; methods of actively controlling vehicle speed include generating a suggested speed V1 or a comfortable speed V. t The driving command is sent to the vehicle's driving system so that the driving system can execute the driving command.

[0118] If there is no V1∈[V t If the equation for V0 is solved, then the recommended vehicle speed is a comfortable speed V. tAs the vehicle speed when passing over the speed bump; at this time, a warning notification and / or active speed control can be used. The warning notification method includes generating a warning message and sending the warning message to the vehicle's voice system so that the vehicle's voice system can play the warning message. The warning message is used to inform the driver that there is a speed bump ahead and to remind the driver to drive at a comfortable speed V. t Driving; methods of actively controlling vehicle speed include generating a comfortable speed V. t The driving command is sent to the vehicle's driving system so that the driving system can execute the driving command.

[0119] In some embodiments, the method further includes:

[0120] If the vehicle's current speed is greater than the comfortable speed, and the following conditions are met... A second deceleration strategy is generated, and the vehicle is controlled to drive according to the second deceleration strategy. The second deceleration strategy is to first use a preset driver-favorable comfort acceleration to decelerate uniformly to the recommended speed, and then increase the acceleration value to the preset driver-favorable maximum acceleration before decelerating uniformly to the comfort speed.

[0121] Specifically, in this embodiment, if the vehicle's current speed is greater than the comfortable speed, and the following conditions are met... The strategy for controlling the vehicle to travel at a comfortable speed is specifically the second deceleration strategy; in some cases, the second deceleration strategy can be integrated with control strategies such as adaptive cruise control and cruise control, so that the vehicle can safely pass through speed bumps at a speed below the critical speed while ensuring adaptive cruise control.

[0122] Another embodiment of this application provides a device for controlling a vehicle to pass over a speed bump, the device being used to implement the method described in the above embodiments;

[0123] The device includes:

[0124] The information receiving module receives and parses V2X messages to obtain the location, type, and structural parameters of the speed bump; the speed bump type includes arc-shaped cross-section, trapezoidal cross-section, and quadratic curve cross-section.

[0125] The vehicle speed determination module is used to obtain the current position of the vehicle and determine whether the speed bump is in the lane where the vehicle is located and in front of the vehicle based on the current position of the vehicle and the position of the speed bump. If not, the process ends; if so, the comfortable speed is determined based on the type of speed bump and the structural parameters of the speed bump. The comfortable speed refers to the speed at which the vibration generated when the vehicle drives over the speed bump will not cause discomfort to the occupants of the vehicle.

[0126] The vehicle control module is used to obtain the vehicle's current speed and control the vehicle to pass over speed bumps based on the current speed and the comfort speed.

[0127] The apparatus of the embodiments described above is merely illustrative. The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical modules; that is, they may be located in one place or distributed across multiple network modules. Some or all of the modules can be selected to achieve the purpose of the apparatus of the embodiments according to actual needs.

[0128] It should be noted that the apparatus of the above embodiments corresponds to the method of the above embodiments. Therefore, the parts of the apparatus of the above embodiments that are not described in detail can be obtained by referring to the content of the method of the above embodiments. That is, the specific steps of the method of the above embodiments can be understood as the functions that the apparatus of the above embodiments can achieve, and will not be described in detail here.

[0129] Furthermore, if the apparatus of the above embodiments is implemented as a software functional module and sold or used as an independent product, it can be stored in a computer-readable storage medium. Therefore, as another embodiment, this application also proposes a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the method for controlling a vehicle to pass over a speed bump as described in the above embodiments.

[0130] Another embodiment of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method for controlling a vehicle to pass over a speed bump as described in the above embodiments.

[0131] Specifically, the computer-readable storage medium may include any entity or recording medium capable of carrying the computer program commands, such as a USB flash drive, portable hard drive, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media.

[0132] This application also provides an electronic device, including a processor, a memory, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the method described above for controlling a vehicle to pass over a speed bump.

[0133] The various embodiments of this application have been described above. These descriptions are exemplary and not exhaustive, nor are they limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles, practical applications, or technological improvements to the embodiments in the market, or to enable others skilled in the art to understand the embodiments disclosed herein.

Claims

1. A method for controlling a vehicle to pass over a speed bump, characterized in that, The method includes: Receive and parse V2X messages to obtain the speed bump location, speed bump type, and speed bump structural parameters; the speed bump type includes arc-shaped cross-section, trapezoidal cross-section, and quadratic curve cross-section. The system obtains the vehicle's current position and determines whether the speed bump is in the vehicle's lane and in front of the vehicle based on the current position and the speed bump location. If not, the process ends. If so, the system determines the critical speed based on the speed bump type and structural parameters, and then determines the comfortable speed based on the critical speed, the damping coefficient, and the driver tolerance coefficient. The comfortable speed refers to the speed at which the vibration generated when the vehicle drives over the speed bump will not cause discomfort to the occupants. The critical speed is the speed at which the vehicle first comes into contact with the speed bump. The damping coefficient is a preset fixed value, and the driver tolerance coefficient is statistically derived from driver feedback and can be dynamically adjusted. The vehicle's current speed is obtained, and the vehicle is controlled to pass over speed bumps based on the current speed and a comfortable speed. The step of determining the critical vehicle speed based on the speed bump type and speed bump structural parameters includes: When the speed bump is of the arc-shaped cross-section, the vehicle's front wheel radius and gravitational acceleration are obtained, and the critical vehicle speed is determined based on the vehicle's front wheel radius, speed bump height, speed bump radius, and gravitational acceleration; the speed bump structural parameters include the speed bump radius and speed bump height.

2. The method for controlling a vehicle to pass over a speed bump according to claim 1, characterized in that, When the speed bump type is a trapezoidal cross section, the speed bump structural parameters include the first included angle between the hypotenuse of the trapezoid and the ground; The step of determining the critical vehicle speed based on the speed bump type and speed bump structural parameters includes: When the speed bump is a trapezoidal cross-section, the vehicle's front wheel radius and gravitational acceleration are obtained, and the critical vehicle speed is determined based on the first included angle, the vehicle's front wheel radius, and the gravitational acceleration.

3. The method for controlling a vehicle to pass over a speed bump according to claim 1, characterized in that, When the speed bump type is a quadratic curve cross section, the speed bump structural parameters include the radius of the arc at the top of the speed bump and the second included angle between the hypotenuse of the speed bump and the ground; The step of determining the critical vehicle speed based on the speed bump type and speed bump structural parameters includes: When the speed bump is a quadratic curve cross-section, the vehicle's front wheel radius and gravitational acceleration are obtained, and the critical vehicle speed is determined based on the radius of the arc at the top of the speed bump, the second included angle, the vehicle's front wheel radius, and the gravitational acceleration.

4. The method for controlling a vehicle to pass over a speed bump according to any one of claims 1 to 3, characterized in that, The step of controlling the vehicle to pass over speed bumps based on the vehicle's current speed and a comfortable speed includes: If the vehicle's current speed is less than or equal to the comfortable speed, and the distance between the speed bump and the vehicle is less than a preset distance threshold, a warning message will be generated and / or the vehicle will be controlled to maintain its current speed. This warning message is used to inform the driver that there is a speed bump ahead and to remind the driver to maintain its current speed.

5. The method for controlling a vehicle to pass over a speed bump according to any one of claims 1 to 3, characterized in that, The method of controlling the vehicle to pass over speed bumps based on the vehicle's current speed and a comfortable speed includes: If the vehicle's current speed is greater than the comfortable speed, and the following conditions are met... If the system detects a speed bump ahead, it generates a warning message and / or controls the vehicle to travel at a comfortable speed. The warning message is used to alert the driver that there is a speed bump ahead and to remind the driver to travel at a comfortable speed. V 0t Apply uniform acceleration to the vehicle so that its acceleration changes from 0 to... a The speed of the car at 1 o'clock, V t For comfortable driving speed, S The distance between the speed bump and the vehicle. S r This refers to the distance the vehicle travels at its current constant speed within the driver's reaction time. S 1 represents the change in vehicle acceleration from 0 to... a Vehicle displacement during period 1 a 1 represents the preset acceleration.

6. The method for controlling a vehicle to pass over a speed bump according to claim 5, characterized in that, The method further includes: If the vehicle's current speed is greater than the comfortable speed, and the following conditions are met... A first deceleration strategy is generated, and the vehicle is controlled to drive according to the first deceleration strategy. The first deceleration strategy is to use a preset driver-favorable comfort acceleration to decelerate to a comfortable speed and then maintain a constant speed.

7. The method for controlling a vehicle to pass over a speed bump according to any one of claims 1 to 3, characterized in that, The method of controlling the vehicle to pass over speed bumps based on the vehicle's current speed and a comfortable speed includes: If the vehicle's current speed is greater than the comfortable speed, and the following conditions are met... According to Calculate recommended vehicle speed V 1. If the suggested speed is greater than the comfortable speed but less than the current vehicle speed, a warning message is generated and / or the vehicle is controlled to drive at the suggested speed or the comfortable speed. The warning message is used to inform the driver that there is a speed bump ahead and to remind the driver to drive at the suggested speed. If the suggested speed is less than or equal to the comfortable speed or greater than or equal to the current vehicle speed, a warning message is generated. The warning message is used to inform the driver that there is a speed bump ahead and to remind the driver to drive at the comfortable speed. in, V 0t Apply a first uniform acceleration to the vehicle to change the vehicle's acceleration from 0 to... a The speed of the car at 1 o'clock, V t For comfortable driving speed, V 1 represents the suggested speed. V 1t After the vehicle decelerates to the recommended speed, a second uniform acceleration is applied to reduce the acceleration from... a 1 change to a The speed of the car at 2 o'clock, S The distance between the speed bump and the vehicle. S r This refers to the distance the vehicle travels at its current constant speed within the driver's reaction time. S 1 represents the change in vehicle acceleration from 0 to... a Vehicle displacement during period 1 S r2 To predict the displacement during the driver's reaction time when the warning is received, S 2 represents the displacement during the period when the vehicle's acceleration changes from a1 to a2 after it decelerates to the recommended speed V1 and then uses a second uniform acceleration j2. a 1. a 2 represents the preset acceleration.

8. The method for controlling a vehicle to pass over a speed bump according to claim 7, characterized in that, The method further includes: If the vehicle's current speed is greater than the comfortable speed, and the following conditions are met... A second deceleration strategy is generated, and the vehicle is controlled according to the second deceleration strategy. The second deceleration strategy is to first use a preset driver-favorable comfort acceleration to decelerate uniformly to the recommended speed, and then increase the acceleration value to the preset driver-favorable maximum acceleration before decelerating uniformly to the comfort speed.

9. A device for controlling a vehicle's passage over a speed bump, characterized in that, The apparatus is used to implement the method according to any one of claims 1 to 8; The device includes: The information receiving module receives and parses V2X messages to obtain the location, type, and structural parameters of the speed bump; the speed bump type includes arc-shaped cross-section, trapezoidal cross-section, and quadratic curve cross-section. The vehicle speed determination module is used to obtain the vehicle's current position and determine whether the speed bump is in the vehicle's lane and in front of the vehicle based on the vehicle's current position and the speed bump location. If not, the process ends; if so, the critical speed is determined based on the speed bump type and speed bump structural parameters, and the comfort speed is determined based on the critical speed, the damping coefficient, and the driver tolerance coefficient. The comfort speed refers to the speed at which the vibration generated when the vehicle drives over the speed bump will not cause discomfort to the occupants. The critical speed is the speed at which the vehicle first comes into contact with the speed bump. The damping coefficient is a preset fixed value, and the driver tolerance coefficient is statistically derived from driver feedback and can be dynamically adjusted. The vehicle control module is used to obtain the current vehicle speed and control the vehicle to pass over speed bumps based on the current vehicle speed and the comfort speed.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the method for controlling a vehicle to pass over a speed bump as described in any one of claims 1 to 8.

11. An electronic device comprising a processor, a memory, 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 method for controlling a vehicle to pass over a speed bump as described in any one of claims 1 to 8.

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