Vehicle speed determination methods, electronic equipment, vehicles, media and software products

Abstract

This application relates to the field of assisted driving, and particularly to a vehicle speed determination method, electronic device, vehicle, medium, and program product. The vehicle speed determination method includes: the electronic device determining the linear velocity of each of the N wheels of a vehicle, wherein the linear velocity of the wheel is determined based on the wheel's rotational speed and size, and N is an integer greater than or equal to 2. Then, based on the vehicle's yaw rate and the position of each wheel on the vehicle, the linear velocity of each wheel is adjusted to obtain N corrective velocities corresponding to the N wheels, and the vehicle speed is determined based on the N corrective velocities. This method allows for a more accurate determination of the vehicle speed, enabling the vehicle's infotainment system to assist driving based on a more precise speed, thereby improving assisted driving capabilities.

Description

Technical Field

[0001] This application relates to the field of driver assistance technology, and in particular to a method for determining vehicle speed, electronic equipment, vehicle, medium, and program product. Background Technology

[0002] While a vehicle is in motion, its electronic devices (such as in-vehicle systems or infotainment systems) can detect the vehicle's speed and assist driving accordingly. For example, the vehicle can use an automatic emergency braking (AEB) system to detect and respond to potential collision risks based on the vehicle's speed, helping the driver avoid or mitigate the consequences of a collision, thereby improving driving safety.

[0003] The AEB system can use algorithms to predict the vehicle's trajectory based on its current speed and calculate the collision time between the vehicle and obstacles, and then apply emergency braking when there is a risk of collision between the vehicle and an obstacle.

[0004] However, the speed determined by the electronic devices on current vehicles is not accurate enough, which can lead to inaccurate electronic driving assistance functions. For example, if the speed detected by the electronic devices is not accurate enough, the AEB system may mistakenly trigger emergency braking, thereby reducing the user's driving experience. Summary of the Invention

[0005] This application provides a method for determining vehicle speed, an electronic device, a vehicle, a medium, and a program product.

[0006] In a first aspect, embodiments of this application provide a method for determining vehicle speed, applied to an electronic device. The method includes: determining the linear velocity of each of N wheels of a vehicle, wherein the linear velocity of the wheel is determined based on the wheel's rotational speed and size, and N is an integer greater than or equal to 2. Then, based on the vehicle's yaw rate and the position of each wheel on the vehicle, the linear velocity of each wheel is adjusted to obtain N corrective velocities corresponding to the N wheels, and the vehicle speed is determined based on the N corrective velocities.

[0007] In the above method, the electronic equipment can adjust the linear velocity of each wheel of the vehicle based on the vehicle's current yaw rate, thereby improving the accuracy of the wheel speed. Furthermore, the electronic equipment can determine the vehicle speed based on the adjusted correction speed of each wheel, further improving speed accuracy. Thus, the vehicle can provide assisted driving based on more accurate speed, for example, improving the accuracy of collision prediction, collision time prediction, and emergency braking.

[0008] In one possible implementation of the first aspect above, determining the vehicle speed based on N correction speeds includes: determining the weights corresponding to at least two of the N correction speeds based on the vehicle's acceleration, and using the weighted sum of the at least two correction speeds and their weights as the vehicle speed.

[0009] In this possible implementation, at least two correction speeds can be determined from N correction speeds, and the weights of the at least two correction speeds can be determined based on the vehicle's acceleration to determine the vehicle's speed, thereby ensuring the accuracy of the vehicle's speed.

[0010] In one possible implementation of the first aspect above, the at least two correction speeds are the first correction speed with the largest speed and the second correction speed with the smallest speed among the N correction speeds, and the weights corresponding to the at least two correction speeds among the N correction speeds are determined based on the vehicle's acceleration, including: when the vehicle is not in an anti-lock braking state, determining the first weight of the first correction speed and the second weight of the second correction speed based on the vehicle's acceleration.

[0011] In this possible implementation, the vehicle is not in anti-lock braking mode. The vehicle speed can be determined based on the first corrective speed with the highest speed and the second corrective speed with the lowest speed among the vehicle's N corrective speeds. The vehicle speed determined based on the weighted sum of the maximum and minimum speeds is more consistent with the actual vehicle speed.

[0012] In one possible implementation of the first aspect described above, determining the first weight of the first corrected speed and the second weight of the second corrected speed based on the vehicle's acceleration includes: when the vehicle's acceleration is less than or equal to a first preset acceleration, the first weight is a first preset value, and the second weight is a second preset value. When the vehicle's acceleration is greater than or equal to the second preset acceleration, the first weight is a third preset value, and the second weight is a fourth preset value, wherein the second preset acceleration is greater than the first preset acceleration. When the vehicle's acceleration is greater than the first preset acceleration but less than the second preset acceleration, the first weight increases based on the increase in vehicle acceleration, and the second weight decreases based on the increase in vehicle acceleration.

[0013] In one possible implementation of the first aspect above, the above further includes: when the vehicle is in an anti-lock braking state, setting the first weight to a first preset value and the second weight to a second preset value.

[0014] In this possible implementation, the first and second weights for the vehicle being in anti-lock braking mode are the same as when the vehicle's acceleration is less than or equal to a first preset acceleration. In some cases, if the vehicle's acceleration is less than or equal to the first preset acceleration, the vehicle may already be in anti-lock braking mode. That is, during the process of the vehicle switching from a non-anti-lock braking mode to an anti-lock braking mode, the vehicle speed determined by the electronic equipment will not change abruptly, thereby ensuring the accuracy and stability of the determined vehicle speed.

[0015] In one possible implementation of the first aspect described above, the first preset value is 1 and the second preset value is 0.

[0016] In one possible implementation of the first aspect described above, adjusting the linear velocity of each wheel based on the vehicle's yaw rate and the position of each wheel on the vehicle to obtain N corrective velocities for the N wheels includes: determining the adjustment value based on the yaw rate and the vehicle's track width. The corrective velocity of the wheel located on the outer side when the vehicle is turning is the corresponding wheel's linear velocity plus the adjustment value, and the corrective velocity of the wheel located on the inner side when the vehicle is turning is the corresponding wheel's linear velocity minus the adjustment value.

[0017] In this possible implementation, when the vehicle is turning, the outer wheel, located on the outside of the turn, not only has a larger turning radius than the inner wheel, but also experiences a further increase in speed due to the vehicle's yaw rate, while the speed of the inner wheel further decreases. Therefore, in this possible implementation, the corrective speed of the outer wheel during a turn is its linear velocity plus an adjustment value, and the corrective speed of the inner wheel is its linear velocity minus the adjustment value, to make the speeds of each wheel more consistent with actual values.

[0018] Secondly, this application provides an electronic device, comprising: a memory for storing instructions; and at least one processor for executing the instructions to cause the electronic device to implement the vehicle speed determination method provided in the first aspect and any possible implementation of the first aspect. The beneficial effects achievable in the second aspect can be referred to the beneficial effects of the method provided in any embodiment of the first aspect, and will not be repeated here.

[0019] Thirdly, this application provides a vehicle including the electronic equipment described in the second aspect. The beneficial effects achievable through this third aspect are similar to those of the electronic equipment provided in the second aspect, and will not be repeated here.

[0020] Fourthly, this application provides a computer-readable storage medium storing instructions that, when executed by a device, cause a computer to implement the vehicle speed determination method provided in the first aspect and any possible implementation of the first aspect. The beneficial effects achievable in the fourth aspect can be found in the beneficial effects of the method provided in any embodiment of the first aspect, and will not be repeated here.

[0021] Fifthly, this application provides a computer program product that stores instructions that, when executed on a device, cause the device to implement the vehicle speed determination method provided in the first aspect and any possible implementation of the first aspect. The beneficial effects achievable in the fifth aspect can be found in the beneficial effects of the method provided in any embodiment of the first aspect, and will not be repeated here. Attached Figure Description

[0022] Figure 1 A schematic diagram of a vehicle driving on a road is shown;

[0023] Figure 2 According to some embodiments of this application, a flowchart of an implementation method for determining vehicle speed is shown;

[0024] Figure 3 According to some embodiments of this application, a structural schematic diagram of a vehicle is shown. Detailed Implementation

[0025] The illustrative embodiments of this application include, but are not limited to, vehicle speed determination methods, electronic devices, vehicles, media, and program products.

[0026] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions in the embodiments of this application will be described in detail below with reference to the accompanying drawings and specific implementation methods.

[0027] As shown in the background section, the speed determined by electronic devices in current vehicles is not accurate enough, which can easily lead to inaccurate electronic driving assistance functions.

[0028] For example, Figure 1 This diagram illustrates a vehicle driving on a road.

[0029] Reference Figure 1Vehicle 01 travels behind target obstacle 02. The AEB system on vehicle 01 can acquire the speed of vehicle 01 in real time to predict the collision situation between vehicle 01 and target obstacle 02. This allows the system to apply emergency braking to vehicle 01 when a collision is predicted, thus avoiding the risk of collision. In some embodiments of this application, target obstacle 02 can be a dynamic obstacle, such as a vehicle. Target obstacle 02 can also be a static obstacle, such as traffic facilities (e.g., roadblocks, traffic lights).

[0030] For example, the AEB system on vehicle 01 can acquire the rotational speeds of each wheel of vehicle 01 detected by sensors on vehicle 01, determine the speed of each wheel based on the rotational speed and wheel radius, and then calculate the current speed v1 of vehicle 01 based on the speed of each wheel. The AEB system can then predict the collision risk between vehicle 01 and the target obstacle 02 based on the current speed v1 and the speed of the detected target obstacle 02. If the AEB system predicts a collision risk between vehicle 01 and the target obstacle 02, it can predict the collision time and take appropriate braking measures on vehicle 01 based on the collision time to ensure the driving safety of vehicle 01.

[0031] For example, in the event of emergency braking of the target obstacle 02, if the AEB system of vehicle 01 determines that a collision between vehicle 01 and the target obstacle 02 may occur within the next 1 second based on the current speed v1 of vehicle 01, the AEB system can take corresponding braking measures to avoid a collision between vehicle 01 and the target obstacle 02.

[0032] However, the current AEB system's determination of vehicle 01's current speed v1 may not be accurate enough. For example, after the driver observes obstacle 02 and brakes suddenly, they might take measures to slow down while turning to avoid a collision with obstacle 02. However, when vehicle 01 is turning, the wheel speeds inside and outside the turn have significant differences due to the influence of yaw rate, and the wheels of vehicle 01 may also slip during the turn. Therefore, the wheel speeds determined by vehicle 01 based on wheel rotation speed and wheel diameter are not accurate enough, and consequently, the vehicle speed v1 determined by vehicle 01 based on the speeds of each wheel is also not accurate enough. For example, after obtaining the speeds of the four wheels of vehicle 01, the vehicle's AEB system could take the average speed of the four tires to determine the current speed v1 of vehicle 01, or if the vehicle 01's AEB system detects that the anti-lock braking system (ABS) of vehicle 01 is activated, it could select the tire speed with the highest speed among the four tires as the current speed v1 of vehicle 01. Among them, ABS can monitor the wheel speed in real time. When it detects that the wheel is about to lock up, the system will quickly adjust the braking pressure to keep the wheel in a state of rolling and sliding (for example, the slip ratio is controlled at about 20%), thereby avoiding complete lock-up.

[0033] In other words, the vehicle's speed is the average or maximum value of the wheel speeds of each wheel. If the speeds of the individual wheels are not accurate enough, the speed v1 determined by the vehicle based on the wheel speeds will also be inaccurate. This could lead to inaccurate predictions from the AEB system of vehicle 01 regarding the future trajectory of vehicle 01 and the collision situation with the target obstacle 02.

[0034] Furthermore, when the ABS system of vehicle 01 switches between active and inactive states, the speed determined by the AEB system will change abruptly. For example, when the ABS system switches from inactive to active, the vehicle speed changes from the average speed of the four wheels to the maximum speed of the four wheels, resulting in a jump. This causes a significant error in the AEB system's prediction of the vehicle's collision based on speed.

[0035] To address the aforementioned problems, this application provides a method for determining vehicle speed. An electronic device determines the linear velocity of each of the N wheels of a vehicle, where the linear velocity is determined based on the wheel's rotational speed and size, and N is an integer greater than or equal to 2. Then, the electronic device can adjust the linear velocity of each wheel based on the vehicle's yaw rate and the position of each wheel on the vehicle, obtaining N corrective velocities for the corresponding N wheels, and determining the vehicle speed based on these N corrective velocities.

[0036] For example, electronic devices can determine the wheel adjustment speed based on the vehicle's track width and yaw rate, and compensate for the wheel's linear velocity based on the wheel's position when the vehicle is turning, thereby obtaining the wheel's corrective speed and improving the accuracy of determining the wheel's speed.

[0037] Through the above scheme, the electronic equipment can compensate for and adjust the wheel speeds of each wheel of the vehicle based on the vehicle's current yaw rate (e.g., adjusting from linear velocity to corrective velocity), thereby improving the accuracy of the wheel speeds. Furthermore, the electronic equipment can determine the vehicle speed based on the adjusted corrective velocities of each wheel, further improving speed accuracy. In this way, when the vehicle's ABS or AEB system performs its functions based on the vehicle's speed, it can obtain a more accurate speed reading, thus improving the accuracy of its response functions, such as improving the accuracy of collision prediction, collision time prediction, and emergency braking.

[0038] The method for determining vehicle speed in the embodiments of this application is described below.

[0039] For example, Figure 2 According to some embodiments of this application, a flowchart of an implementation method for determining vehicle speed is shown.

[0040] It is understandable that the following processes can be executed by electronic devices, such as vehicle infotainment systems, smart cockpits, controllers, in-vehicle tablets, in-vehicle computers, etc.; or any electronic device with computing capabilities, such as servers.

[0041] like Figure 2 As shown, the process includes:

[0042] S201, determine the linear velocity of each of the N wheels of the vehicle, where the linear velocity of the wheel is determined based on the wheel's rotational speed and size, and N is an integer greater than or equal to 2.

[0043] In some embodiments of this application, taking N=4 as an example, the electronic device can obtain the rotational speed of the four wheels of the vehicle based on a sensor (e.g., a wheel speed sensor), and then determine the linear velocity of the four wheels respectively based on the preset wheel radius.

[0044] S202, based on the vehicle's yaw rate and the position of each wheel on the vehicle, adjusts the linear velocity of each wheel to obtain N corrective velocities for the corresponding N wheels.

[0045] In some embodiments of this application, after the electronic device determines the linear velocities of N wheels, it can adjust the linear velocities of the N wheels according to the current yaw rate of the vehicle to obtain N corrective velocities for the N wheels. It can be understood that each wheel corresponds to one corrective speed, and the N wheels correspond to N corrective velocities.

[0046] It is understood that the yaw rate of a vehicle is the angular velocity of the vehicle rotating around its vertical axis. When the vehicle is turning, the speed of each wheel includes not only the linear velocity of the wheel itself, but also the linear velocity of the wheel rotating around the vehicle's vertical axis based on the yaw rate. Therefore, in the embodiments of this application, it is necessary to adjust the linear velocities of the N wheels according to the vehicle's yaw rate to obtain the correction speeds corresponding to the N wheels respectively. The correction speed of each wheel better reflects the current speed of the wheel.

[0047] In some embodiments of this application, the vehicle's vertical axis may be an axis passing through the vehicle's center of gravity and pointing from the bottom of the vehicle to the top of the vehicle. The electronic device can determine the adjustment value based on the yaw rate and the vehicle's track width. The corrective speed of the wheel located on the outer side when the vehicle is turning is the linear velocity of the corresponding wheel plus the adjustment value, and the corrective speed of the wheel located on the inner side when the vehicle is turning is the linear velocity of the corresponding wheel minus the adjustment value.

[0048] It is understood that the track width of a vehicle can include the distance between the two wheels on the front axle and the distance between the two wheels on the rear axle. The track width of the front axle and the track width of the rear axle can be the same or different. In the embodiments of this application, the process of determining the adjustment value is described using the example that the track width of the front axle and the track width of the rear axle are the same.

[0049] For example, if the vehicle's track width is L and the yaw rate is ω, the adjustment value can be simplified to ω × L / 2. It can be understood that when the vehicle is turning, the outer wheel, besides having a larger turning radius than the inner wheel, will also experience a further increase in speed due to the vehicle's yaw rate, while the inner wheel's speed will further decrease. Therefore, the speed of the outer wheel is relatively greater than that of the inner wheel. The corrective speed of the outer wheel is the corresponding wheel's linear velocity plus the adjustment value, while the corrective speed of the inner wheel is the corresponding wheel's speed minus the adjustment value.

[0050] For example, the correction speed of each wheel can be determined by the following equation (1):

[0051] v i c =v im +ω×y i (1)

[0052] Among them, v i c Let v be the correction speed of the i-th wheel, where i is an integer greater than 0 and less than or equal to N. i m Let ω be the linear velocity of the i-th wheel, ω be the yaw rate of the vehicle, and y be the linear velocity of the i-th wheel. i Let y be the adjustment value for the i-th wheel, where y is the value when the i-th wheel is located on the outside of the vehicle during a turn. i =L / 2, where y is the position of the i-th wheel when the vehicle is turning inside. i =-L / 2.

[0053] In some embodiments of this application, v i m and ω×y i The addition can be either vector or numerical; the embodiments of this application do not limit the process for determining the correction speed.

[0054] S203, determine the vehicle speed based on N correction speeds.

[0055] In some embodiments of this application, after determining the N correction speeds of the N wheels of the vehicle, the speed of the vehicle can be determined based on the N correction speeds.

[0056] For example, the electronic device can determine the weights of at least two of N corrective speeds based on the vehicle's acceleration, and then use the weighted sum of the at least two corrective speeds as the vehicle's speed. For instance, in an embodiment of this application, the at least two corrective speeds are a first corrective speed with the highest speed and a second corrective speed with the lowest speed among the N corrective speeds. When the vehicle is not in a locked state, the electronic device can determine a first weight for the first corrective speed and a second weight for the second corrective speed based on the vehicle's acceleration. For example, the electronic device can acquire the vehicle's longitudinal acceleration and then determine the weights of the first and second corrective speeds based on the magnitude of the longitudinal acceleration.

[0057] In some embodiments of this application, after the electronic device determines the first correction speed and the second correction speed, it can perform a first-order low-pass filter adjustment on the first correction speed based on the maximum correction speed determined at the previous moment, and perform a first-order low-pass filter adjustment on the second correction speed based on the minimum correction speed determined at the previous moment, so that the first correction speed and the second correction speed after the first-order low-pass filter adjustment are smoother, the influence of high-frequency noise can be suppressed, and the adjusted first correction speed and the second correction speed are more accurate.

[0058] In the embodiments of this application, a first-order low-pass filter can be performed according to the following equation (2):

[0059] v f =α×v m + (1-α)×v mt (2)

[0060] Among them, v f The correction speed is the first-order low-pass filter adjustment, α is the filter coefficient (0 < α < 1), used to determine the weight ratio of new data and historical data, v m This represents the correction speed before first-order low-pass filtering. mt The correction speed corresponding to the previous moment, in v m Given the first correction speed before first-order low-pass filtering, v mt The maximum correction velocity corresponding to the previous moment is v. m Given the second correction velocity before first-order low-pass filtering, v mt This represents the minimum correction speed corresponding to the previous moment.

[0061] After adjusting the first and second correction speeds using a first-order low-pass filter, the first and second correction speeds can be weighted and summed according to their respective weights to determine the vehicle speed.

[0062] For example, the speed of the vehicle can be determined according to the following formula (3):

[0063] v ref =r×v maxf + (1-r)×v minf (3)

[0064] Among them, v ref Let v be the vehicle's speed, r be the weight of the first corrective speed (0 ≤ r ≤ 1), and v be the speed of the vehicle. maxf The first correction speed after adjustment by a first-order low-pass filter, v minf Let (1-r) be the second correction speed after adjustment by first-order low-pass filtering.

[0065] In some embodiments of this application, r can be based on the vehicle's longitudinal acceleration a. xDetermined. For example, when the vehicle's acceleration is less than or equal to a first preset acceleration, the first weight is a first preset value, and the second weight is a second preset value. In some embodiments of this application, the first preset value can be 1, and the second preset value can be 0. When the vehicle's acceleration is greater than or equal to the second preset acceleration, the first weight is a third preset value, and the second weight is a fourth preset value, wherein the second preset acceleration is greater than the first preset acceleration. In some embodiments of this application, the third preset value can be 0, and the fourth preset value can be 1. When the vehicle's acceleration is greater than the first preset acceleration and less than the second preset acceleration, the first weight increases based on the increase in vehicle acceleration, and the second weight decreases based on the increase in vehicle acceleration.

[0066] For example, in some embodiments of this application, the first preset acceleration may be -1 m / s². 2 up to -3 m / s 2 Any value in the range, for example, the first preset acceleration can be -2m / s². 2 The second preset acceleration can be 0.2 m / s². 2 up to 2.2 m / s 2 Any value in the range, for example, the second preset acceleration could be 1.2 m / s². 2 In other words, in a x ≤-2m / s 2 In the case where r=1, in a x ≥1.2m / s 2 In the case of r=0.

[0067] at -2m / s 2 <a x <1.2m / s 2 In this case, the value of r can be based on a x Increases as it increases. For example, r = (a x +2) / 3.2. Where 2 and 3.2 are empirical values, meaning that r increases with a. x A linear variation; in other embodiments, r varies with a. x The linearly varying functional relationship can also include other empirical values. The embodiments of this application show that r varies with a. x The parameters in the linearly changing functional relationship are not limited.

[0068] In the embodiments of this application, when the electronic device detects that the vehicle is in anti-lock braking mode, a first weight can be set to a first preset value, and a second weight can be set to a second preset value. That is, the first weight when the ABS system is activated is the same as the first weight when the vehicle's longitudinal acceleration is less than or equal to the first preset acceleration. It can be understood that when the vehicle's ABS system is not activated, the first weight is in a constant or linearly changing state, and will not change suddenly. This avoids sudden changes in the first weight causing sudden changes in the vehicle's electronic device's determination of the vehicle speed, thus ensuring the stability and accuracy of the speed determination. The vehicle's ABS system typically operates at -6 m / s². 2 up to -8 m / s 2 Once the ABS system is activated, the first weight is already the first preset value. Activating the ABS system will not cause a sudden change in the first weight, thus ensuring the stability and accuracy of the vehicle speed determined by the electronic equipment based on the first weight.

[0069] Through the above process, electronic devices can more accurately determine the vehicle's speed, enabling them to predict the vehicle's trajectory, collision risk, and collision time based on the speed, thereby improving the electronic device's ability to assist driving and ensuring driving safety.

[0070] In some current technologies, vehicle speed can be corrected based on positioning systems (such as GPS) or radar. However, in areas like tunnels or canyons, positioning systems may not be accurate enough, and radar can easily become ineffective due to obstruction. Therefore, methods for correcting vehicle speed using positioning systems or radar are not very applicable. The embodiments of this application, however, can determine vehicle speed more accurately using only parameters such as wheel speed, yaw rate, and longitudinal acceleration, without relying on GPS or radar. This is applicable to vehicle models without high-precision positioning, and the vehicle can still operate stably in scenarios such as tunnels and underground parking garages, making it suitable for a wide range of applications.

[0071] The vehicles in the above embodiments will now be described.

[0072] For example, Figure 3 According to some embodiments of this application, a structural schematic diagram of a vehicle 01 is shown.

[0073] Understandable. Figure 3 This is a schematic diagram of a possible functional framework for a vehicle 01 provided in an embodiment of this application. For example... Figure 3As shown, the functional framework of vehicle 01 may include various subsystems, such as sensor system 10, control system 20, one or more peripheral devices 30 (one is shown as an example in the figure), power supply 40, and computer system 50. Optionally, vehicle 01 may also include other functional systems, such as an engine system that provides power to vehicle 01, etc., which are not limited here. It is understood that the electronic devices in the embodiments of this application may be devices on vehicle 01 that include computer system 50.

[0074] The sensor system 10 may include several detection devices that can sense the measured information and convert the sensed information into electrical signals or other desired forms of information output according to a certain rule. For example... Figure 3 As shown, these detection devices may include GPS 11, vehicle speed sensor 12, inertial measurement unit 13 (IMU), etc., and this application is not limited thereto. GPS 11 is a system that uses GPS positioning satellites to perform real-time positioning and navigation globally. In this application, vehicle speed sensor 12 is used to detect the vehicle speed of vehicle 01. Inertial measurement unit 13 may include a combination of accelerometer and gyroscope, and is a device for measuring the yaw rate and acceleration of vehicle 01. For example, during the movement of vehicle 01, inertial measurement unit 13 can measure the position and angular changes of the vehicle body based on the inertial acceleration of vehicle 01, such as measuring the longitudinal acceleration and yaw rate of vehicle 01.

[0075] The control system 20 may include a steering unit 21, a braking unit 22, etc.

[0076] The steering unit 21 can represent a system for adjusting the direction of travel of vehicle 01, which may include, but is not limited to, a steering wheel or other structural devices for adjusting or controlling the direction of travel of vehicle 01. In embodiments of this application, vehicle 01 can determine data such as the steering wheel angle through the steering unit 21. The braking unit 22 can represent a system for slowing down the speed of vehicle 01, and may also be referred to as the vehicle 01 braking system. It may include, but is not limited to, a brake controller, a reducer, or other structural devices for slowing down vehicle 01. In practical applications, the braking unit 22 can use friction to slow down the tires of vehicle 01, thereby slowing down the speed of vehicle 01. For example, the vehicle's AEB system may include the braking unit 22, which can be controlled to brake when a collision with an obstacle is predicted.

[0077] Peripheral device 30 may include several components, such as the communication system 31, touch screen 32, user interface 33, etc., as shown in the figure. The communication system 31 is used to enable network communication between vehicle 01 and other devices besides vehicle 01. In practical applications, the communication system 31 can employ wireless communication technology or wired communication technology to achieve network communication between vehicle 01 and other devices. The wired communication technology can refer to communication between vehicle 01 and other devices via network cable or fiber optic cable, etc. This wireless communication technology includes, but is not limited to, Global System for Mobile Communications (GSM), General Packet Radio Service (GPRS), Code Division Multiple Access (CDMA), Wideband Code Division Multiple Access (WCDMA), Time-Division Code Division Multiple Access (TD-SCDMA), Long Term Evolution (LTE), Wireless Local Area Networks (WLAN) (such as Wireless Fidelity (Wi-Fi) networks), Bluetooth (BT), Global Navigation Satellite System (GNSS), Frequency Modulation (FM), Near Field Communication (NFC), and Infrared (IR) technology, etc.

[0078] The touchscreen 32 can be used to detect operation commands on the touchscreen 32. For example, the user can perform touch operations on the content data displayed on the touchscreen 32 according to actual needs to achieve the corresponding function, such as playing music, video, or other multimedia files. The user interface 33 can specifically be a touch panel, used to detect operation commands on the touch panel. The user interface 33 can also be a physical button or a mouse, etc.

[0079] Several functions of vehicle 01 are controlled and implemented by computer system 50. Computer system 50 may include multiple processors such as a general-purpose processor 51, a continuous damping control system (CDC) 52, a mobile data center (MDC) 53, a telematics box (T-BOX) 54, as well as a memory 55 (also referred to as a storage device) and a gateway 56. In practical applications, the memory 55 may be located inside or outside the computer system 50, for example, as a cache within vehicle 01; this application does not impose limitations. The general-purpose processor 51 may be a graphics processing unit (GPU), etc. The general-purpose processor 51, CDC 52, MDC 53, and T-BOX 54 can be used to run relevant programs or corresponding instructions stored in memory 55 to implement the corresponding functions of vehicle 01, such as network switching functions based on service units.

[0080] The memory 55 may include volatile memory, such as RAM; it may also include non-volatile memory, such as ROM, flash memory, HDD, or SSD; or it may include a combination of the above types of memory. The memory 55 can be used to store a set of program code or instructions corresponding to the program code, so that the general-purpose processor 51 can call the program code or instructions stored in the memory 55 to implement the corresponding functions of the vehicle 01. This function includes, but is not limited to, […]. Figure 3 The schematic diagram of the functional framework of vehicle 01 shown includes some or all of the functions. In this application, the memory 55 can store a set of program code for controlling vehicle 01. The general-purpose processor 51, CDC 52, MDC 53, and T-BOX 54 can call this program code to control vehicle 01 to execute the vehicle speed determination method in this application.

[0081] Optionally, in addition to storing program code or instructions, the memory 55 may also store information such as road maps, driving routes, and sensor data. The computer system 50 can be combined with other components in the functional framework diagram of the vehicle 01, such as sensors in the sensor system and GPS, to realize the relevant functions of the vehicle 01. For example, the computer system 50 can control the driving direction or speed of the vehicle 01 based on the data input from the sensor system 10; this application does not impose limitations on this.

[0082] In the embodiments of this application, the computer system 50, the sensor system 10, and the control system 20 can constitute the ABS system of the vehicle 01. For example, the vehicle 01 can collect the rotational speed of the wheels and the acceleration of the vehicle 01 through the sensor system 10, and then calculate the speed of the vehicle 01 according to the computer system 50. The computer system 50 can determine whether to control the wheel braking through the control system 20 based on the speed and acceleration of the vehicle 01.

[0083] In the embodiments of this application, the computer system 50, sensor system 10, and control system 20 can constitute the AEB system of vehicle 01. For example, the computer system 50 of vehicle 01 can acquire data such as the speed, acceleration, yaw rate, and steering wheel angle of vehicle 01 through sensor system 10, then predict the driving trajectory of vehicle 01, and predict the collision situation between vehicle 01 and obstacles based on the driving trajectory of vehicle 01. If a collision between vehicle 01 and an obstacle is predicted, the control system 20 controls the vehicle to brake.

[0084] This application also provides a program product that stores instructions. When these instructions are executed on an electronic device, they enable the electronic device to implement the methods provided in the foregoing embodiments.

[0085] This application also provides a readable storage medium storing one or more programs, which, when executed by an electronic device, enable the electronic device to implement the methods provided in the foregoing embodiments.

[0086] It should be noted that the above Figure 3 This is merely a schematic diagram of one possible functional framework for vehicle 01. In practical applications, vehicle 01 may include more or fewer systems or components, and this application is not limiting. Various embodiments of the mechanisms disclosed in this application can be implemented in hardware, software, firmware, or combinations of these implementation methods. Embodiments of this application can be implemented as computer programs or program code executable on a programmable system, which includes at least one processor, a storage system (including volatile and non-volatile memory and / or storage elements), at least one input device, and at least one output device.

[0087] Program code can be applied to input instructions to execute the functions described in this application and generate output information. The output information can be applied to one or more output devices in a known manner. For the purposes of this application, the processing system includes any system having a processor such as, for example, a digital signal processor (DSP), a microcontroller, an application-specific integrated circuit (ASIC), or a microprocessor. The program code can be implemented using a high-level procedural language or an object-oriented programming language to communicate with the processing system. Assembly language or machine language can also be used to implement the program code when necessary. In fact, the mechanisms described in this application are not limited to any particular programming language. In either case, the language can be a compiled language or an interpreted language.

[0088] In some cases, the disclosed embodiments may be implemented in hardware, firmware, software, or any combination thereof. The disclosed embodiments may also be implemented as instructions carried or stored thereon on one or more temporary or non-temporary machine-readable (e.g., computer-readable) storage media, which may be read and executed by one or more processors. For example, the instructions may be distributed via a network or through other computer-readable media. Therefore, machine-readable media may include any mechanism for storing or transmitting information in a machine-readable (e.g., computer-readable) form, including but not limited to floppy disks, optical disks, CD-ROMs, magneto-optical disks, read-only memory (ROM), random access memory (RAM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), magnetic cards or optical cards, flash memory, or tangible machine-readable storage for transmitting information (e.g., carrier waves, infrared signals, digital signals, etc.) using the Internet in the form of electrical, optical, acoustic, or other propagation signals. Therefore, machine-readable media include any type of machine-readable medium suitable for storing or transmitting electronic instructions or information in a machine-readable (e.g., computer-readable) form.

[0089] In the accompanying drawings, some structural or methodological features may be shown in a specific arrangement and / or order. However, it should be understood that such a specific arrangement and / or order may not be necessary. Rather, in some embodiments, these features may be arranged in a manner and / or order different from that shown in the illustrative drawings. Furthermore, the inclusion of structural or methodological features in a particular figure does not imply that such features are required in all embodiments, and in some embodiments, these features may be omitted or may be combined with other features.

[0090] It should be noted that all units / modules mentioned in the device embodiments of this application are logical units / modules. Physically, a logical unit / module can be a physical unit / module, a part of a physical unit / module, or a combination of multiple physical units / modules. The physical implementation of these logical units / modules themselves is not the most important factor; the combination of functions implemented by these logical units / modules is the key to solving the technical problems proposed in this application. Furthermore, to highlight the innovative aspects of this application, the above-described device embodiments of this application have not introduced units / modules that are not closely related to solving the technical problems proposed in this application. This does not mean that the above-described device embodiments do not contain other units / modules.

[0091] It should be noted that in the examples and description of this patent, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one" does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0092] Although this application has been illustrated and described with reference to certain preferred embodiments thereof, those skilled in the art will understand that various changes in form and detail may be made thereto without departing from the scope of this application.

Claims

1. A vehicle speed determination method characterized by comprising: The method is applied to an electronic device, and the method comprises: determining a linear speed of each wheel of N wheels of a vehicle, wherein the linear speed of the wheel is determined based on a rotational speed and a size of the wheel, and wherein N is an integer greater than or equal to 2; adjusting the linear speed of each wheel based on a yaw rate of the vehicle and a position of each wheel on the vehicle to obtain N corrected speeds corresponding to the N wheels; determining a speed of the vehicle according to the N corrected speeds; wherein the adjusting the linear speed of each wheel based on the yaw rate of the vehicle and the position of each wheel on the vehicle to obtain the N corrected speeds corresponding to the N wheels comprises: determining an adjustment value according to the yaw rate and a track of the vehicle; the corrected speed of a wheel located on an outer side of the vehicle when turning is the linear speed of the corresponding wheel plus the adjustment value; the corrected speed of a wheel located on an inner side of the vehicle when turning is the linear speed of the corresponding wheel minus the adjustment value; wherein the determining the speed of the vehicle according to the N corrected speeds comprises: determining a first corrected speed with the largest speed and a second corrected speed with the smallest speed from the N corrected speeds; in a case where the vehicle is not in an anti-lock state, determining a first weight of the first corrected speed and a second weight of the second corrected speed based on an acceleration of the vehicle; wherein in a case where the acceleration of the vehicle is less than or equal to a first preset acceleration, the first weight is a first preset value, and the second weight is a second preset value; in a case where the acceleration of the vehicle is greater than or equal to a second preset acceleration, the first weight is a third preset value, and the second weight is a fourth preset value; in a case where the acceleration of the vehicle is greater than the first preset acceleration and less than the second preset acceleration, the first weight increases based on an increase in the acceleration of the vehicle, and the second weight decreases based on the increase in the acceleration of the vehicle.

2. The vehicle speed determination method according to claim 1, characterized by, Further comprising: in a case where the vehicle is in an anti-lock state, setting the first weight to the first preset value and setting the second weight to the second preset value.

3. The vehicle speed determination method according to claim 1 or 2, characterized by, The first preset value is 1, and the second preset value is 0.

4. An electronic device, comprising: The electronic device comprises a memory for storing instructions, and at least one processor for executing the instructions to enable the electronic device to implement the vehicle speed determination method of any one of claims 1 to 3. The electronic device of claim 4.

5. A vehicle characterized by comprising: The readable storage medium stores instructions, and the instructions, when executed on a computer, enable the computer to perform the vehicle speed determination method of any one of claims 1 to 3.

6. A computer-readable storage medium, characterized in that, The computer program product stores instructions, and the instructions, when executed on a device, enable the device to perform the vehicle speed determination method of any one of claims 1 to 3.

7. A computer program product, characterised in that, ​

Images