Vehicle piloting method and apparatus, and device and storage medium
By acquiring navigation map information and vehicle speed, congestion response strategies are formulated, solving the safety and efficiency issues of highway navigation functions in congested situations. This enables intelligent lane changing, deceleration, and distance adjustment for the vehicle, improving driving safety and efficiency.
Patent Information
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- ZHEJIANG GEELY HLDG GRP CO LTD
- Filing Date
- 2025-12-25
- Publication Date
- 2026-07-16
Smart Images
Figure CN2025145830_16072026_PF_FP_ABST
Abstract
Description
Vehicle navigation methods, devices, equipment and storage media
[0001] This application claims priority to Chinese patent application filed on January 13, 2025, with application number 202510050538.1 and entitled "Vehicle navigation method, apparatus, device and storage medium", the entire contents of which are incorporated herein by reference. Technical Field
[0002] This disclosure relates to, but is not limited to, the field of intelligent navigation technology, and in particular to a vehicle navigation method, apparatus, device, and storage medium. Background Technology
[0003] The high-speed navigation assist function can control vehicle driving within the effective ODD range of highways and elevated roads, automatically adjust vehicle speed, keep the vehicle driving in the lane, and realize lane change assistance, and can provide necessary reminder and interactive functions to the driver.
[0004] Currently, when dealing with traffic congestion, the vehicle's perception system can identify vehicles ahead within its sensing range and automatically adjust the vehicle's speed based on their driving behavior. However, this introduces a risk: if a vehicle ahead suddenly decelerates due to traffic congestion, the vehicle will brake abruptly, potentially leading to a collision or even a rear-end collision. This results in poor safety and low driving efficiency for the current highway navigation function. Summary of the Invention
[0005] This disclosure provides a vehicle navigation method, apparatus, device, and storage medium.
[0006] A first aspect of this disclosure provides a vehicle navigation method, the method comprising:
[0007] Obtain valid congestion information from the navigation map and obtain the vehicle's speed;
[0008] The degree of congestion is determined based on valid congestion information and vehicle speed;
[0009] Based on the level of congestion, determine the congestion response strategy for the vehicle, and control the vehicle's movement according to the congestion response strategy. The congestion response strategy includes lane changing strategy, deceleration strategy and / or inter-vehicle distance adjustment strategy.
[0010] A second aspect of this disclosure provides a vehicle navigation device, the device comprising:
[0011] The first acquisition module is used to acquire valid congestion information provided by the navigation map and to acquire the vehicle speed;
[0012] The first determination module is used to determine the degree of congestion based on valid congestion information and vehicle speed;
[0013] The first control module is used to determine the congestion response strategy of the vehicle according to the degree of congestion, and control the vehicle's movement according to the congestion response strategy. The congestion response strategy includes lane changing strategy, deceleration strategy and / or inter-vehicle distance adjustment strategy.
[0014] A third aspect of this disclosure provides an electronic device, the server comprising: a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, the processor performs the method of the first aspect described above.
[0015] A fourth aspect of this disclosure provides a computer-readable storage medium storing a computer program that, when executed by a processor, can implement the method of the first aspect described above.
[0016] The technical solution provided in this disclosure has the following advantages:
[0017] This embodiment of the disclosure can acquire effective congestion information provided by a navigation map and obtain the vehicle's speed; determine the congestion level based on the effective congestion information and the vehicle's speed; determine a congestion response strategy based on the congestion level; and control the vehicle's movement based on the congestion response strategy. The congestion response strategy includes lane-changing strategies, deceleration strategies, and / or inter-vehicle distance adjustment strategies. It is evident that by adopting the above technical solution, a means of acquiring beyond-line-of-sight information can be added beyond the perception range of the vehicle perception system. That is, effective congestion information can be acquired in advance based on the navigation map. Thus, a congestion response strategy can be formulated based on the effective congestion information, and vehicle control behavior can be performed based on the congestion response strategy: lane selection, early deceleration, and / or increasing inter-vehicle distance, etc., to improve the problem of sudden braking of the vehicle in traffic congestion ahead, and enhance the operational safety and driving efficiency of the highway navigation function. Attached Figure Description
[0018] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure, but do not constitute a limitation on the technical solutions of this application.
[0019] To more clearly illustrate the technical solutions of the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, those skilled in the art can obtain other drawings based on these drawings without creative effort.
[0020] Figure 1 is a flowchart of a vehicle navigation method provided in an embodiment of this disclosure;
[0021] Figure 2 is a schematic diagram of a lane change and deceleration timing provided in an embodiment of this disclosure;
[0022] Figure 3 is a flowchart of an example of vehicle navigation provided in an embodiment of this disclosure;
[0023] Figure 4 is a structural schematic diagram of a vehicle navigation device provided in an embodiment of this disclosure;
[0024] Figure 5 is a schematic diagram of the structure of an electronic device according to an embodiment of this disclosure. Detailed Implementation
[0025] To better understand the above-mentioned objectives, features, and advantages of this disclosure, the solutions disclosed herein will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other.
[0026] Numerous specific details are set forth in the following description to provide a thorough understanding of this disclosure, but this disclosure may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only a part of the embodiments of this disclosure, and not all of them. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit this application.
[0027] Figure 1 is a flowchart of a vehicle navigation method provided in an embodiment of this disclosure. This method can be executed by an electronic device. The electronic device can be understood, for example, as a device such as an Electronic Control Unit (ECU). As shown in Figure 1, the method provided in this embodiment includes the following steps:
[0028] S110: Obtain valid congestion information from the navigation map and obtain the vehicle's speed.
[0029] Specifically, effective congestion information refers to the congestion information of congested road segments that affect the vehicle's travel. In other words, if the vehicle will subsequently pass through a congested road segment and the vehicle will be affected when passing through that congested road segment, then the congestion information of that congested road segment is considered effective congestion information.
[0030] Congestion information can include, but is not limited to, the location, direction, extent, cause, lanes, and / or speed of congested traffic. Congestion location refers to the geographical location of the traffic congestion, which can be represented by latitude and longitude coordinates, specific addresses or landmarks, or road segment numbers. Congestion direction refers to the direction of vehicle travel affected by the traffic congestion. Congestion extent refers to the geographical area affected by the congestion, which can be represented by specific start and end coordinates or addresses, or by a specific length, such as "the congested section is approximately 2 kilometers long," or by a textual description of the affected area, such as "from Zhongguancun Street in Haidian District to Xizhimen North Street." Cause of congestion refers to the specific factors leading to traffic congestion, such as traffic accidents, road construction, traffic surges, traffic control, severe weather, or large-scale events. Congested lanes refer to the lanes involved (or affected) by the cause of congestion. Congested traffic speed refers to the average speed of vehicles within the congested section.
[0031] In some embodiments, obtaining valid congestion information provided by a navigation map includes: obtaining raw congestion information provided by a navigation map, wherein the raw congestion information includes the location and direction of congestion of the congested road segment;
[0032] Obtain the vehicle's current driving route and the vehicle's driving direction when passing through congested areas;
[0033] If the congestion location is on the current driving route and the direction of the congestion is the same as the direction of the vehicle's travel, the original congestion information is determined to be valid congestion information.
[0034] Specifically, in some examples, the original congestion information can be any congestion information collected from the navigation map, while in other examples, it can be congestion information where the congestion location is located on the current driving route. This disclosure does not limit this.
[0035] Specifically, the current driving route refers to the specific path the vehicle takes from its current location to its destination.
[0036] Specifically, if a vehicle is about to pass through a congested section of road and its direction of travel is the same as the direction of the congestion when it passes through the congested section, then the congestion information of that congested section is considered valid congestion information.
[0037] Understandably, by using the original congestion information that "the congestion location is on the current driving route and the congestion direction is the same as the vehicle's driving direction" as the effective congestion information, the selected effective congestion information can be more accurate, thereby making the control of the vehicle more precise.
[0038] Of course, in other embodiments, the navigation map may filter out valid congestion information before sending it to the electronic device. This saves computing resources for the electronic device.
[0039] S120. Determine the level of congestion based on valid congestion information and vehicle speed.
[0040] Specifically, congestion level is used to characterize the degree to which vehicle speeds are reduced and travel times are extended in congested road sections.
[0041] In some embodiments, effective congestion information includes the speed of congested traffic flow on congested road segments, wherein determining the degree of congestion based on the effective congestion information and vehicle speed includes:
[0042] Determine the speed difference between the congested traffic flow speed and the vehicle's speed;
[0043] The degree of congestion is determined based on the speed difference, and the speed difference and the degree of congestion are positively correlated.
[0044] Specifically, the speed difference refers to the difference between the vehicle's speed and the speed of the congested traffic flow.
[0045] In some examples, determining the degree of congestion based on the speed difference includes: identifying the speed difference range to which the speed difference falls from multiple candidate speed difference ranges (i.e., the speed difference range to which the speed difference belongs), and determining the degree of congestion based on the speed difference range to which the speed difference belongs. For example, the mapping relationship between speed difference ranges and congestion degrees is shown in Table 1. The specific values of VΔ1 and VΔ2 can be set by those skilled in the art according to actual conditions, and are not limited here. For example, VΔ1 is 30 kph and VΔ2 is 60 kph, but it is not limited to these values.
[0046] Table 1
[0047] Of course, in other embodiments, the effective congestion information includes the congested traffic flow speed of the congested road segment. Determining the congestion level based on the effective congestion information and the vehicle speed includes: determining the congestion level corresponding to the effective congestion information and the vehicle speed by querying a first preset mapping relationship. The first preset mapping relationship is a mapping relationship between congestion information, vehicle speed, and congestion level.
[0048] It is understandable that relying solely on the speed of congested traffic flow to determine the degree of congestion would ignore the specific circumstances of the vehicle. In this embodiment of the disclosure, the degree of congestion is determined based on the speed of congested traffic flow and the vehicle's speed, which can more accurately reflect the actual experience of the vehicle on congested road sections. Subsequently, a congestion response strategy that is more suitable for the vehicle's situation can be formulated based on the degree of congestion, thereby providing a more personalized navigation service.
[0049] S130. Determine the congestion response strategy for the vehicle based on the degree of congestion, and control the vehicle's movement according to the congestion response strategy. The congestion response strategy includes lane changing strategy, deceleration strategy and / or inter-vehicle distance adjustment strategy.
[0050] In some embodiments, the congestion response strategy includes a lane-changing strategy, and the effective congestion information includes the congested lanes and congestion locations of the congested road segment. The process of determining the lane-changing strategy based on the degree of congestion and controlling the vehicle's movement based on the lane-changing strategy includes: determining the lane-changing distance based on the degree of congestion, wherein the degree of congestion and the lane-changing distance are positively correlated.
[0051] If the current driving lane is a congested lane, and the distance between the vehicle and the congested location is the lane change distance, the current perception result provided by the vehicle perception system is obtained. If it is determined that there is space to change lanes based on the current perception result, the vehicle is controlled to change lanes to the target non-congested lane.
[0052] If the current lane is not congested or there is no space to change lanes, control the vehicle to maintain its current lane.
[0053] Specifically, lane change distance refers to the timing when a vehicle changes lanes to cope with traffic congestion. That is, when the distance between the vehicle's current position and the congested position is the lane change distance, the vehicle will change lanes.
[0054] In some examples, determining the lane-change distance based on the level of congestion includes: determining the lane-change distance corresponding to the level of congestion on a congested road segment by querying a second preset mapping relationship, wherein the second preset mapping relationship is a mapping relationship between the level of congestion and the lane-change distance. However, it is not limited to this.
[0055] Specifically, the vehicle perception system collects information about the vehicle's surrounding environment through various sensors (cameras, radar, ultrasonic sensors, IMU, GPS, etc.) to obtain perception results. Perception results may include at least one of the following: static obstacle detection results (e.g., detection results for stationary pedestrians, stationary vehicles, buildings, road signs, and traffic signs), dynamic obstacle detection results (e.g., detection results for moving pedestrians, moving vehicles, etc.), road feature detection results (e.g., detection results for lane lines, road boundaries, etc.), and traffic participant behavior prediction results (future behaviors of other vehicles, pedestrians, and cyclists, such as changing lanes, turning, accelerating, or decelerating).
[0056] Specifically, the target non-congested lane refers to the lane to which the lane will be changed, and that lane is not congested. Here, a non-congested lane is a lane that is not affected by congestion.
[0057] Specifically, based on the current perception results and the current driving lane, the target non-congested lane is determined, as well as whether there is space to change lanes in the target non-congested lane. In some examples, the current perception results and the current driving lane are input into a pre-trained prediction model, and the prediction results of the prediction model for "the target non-congested lane and whether there is space to change lanes in the target non-congested lane" are obtained, but this is not limited to this.
[0058] Specifically, in order to avoid congested lanes, lane changes are performed as early as possible according to the degree of congestion. Lane changes are performed according to the degree of congestion. If the vehicle is traveling in a congested lane, it judges whether there is space to change lanes around it based on the current perception results. If there is space to change lanes, the vehicle changes lanes to the target non-congested lane. If there is no space to change lanes or the current driving lane of the vehicle is a non-congested lane, the vehicle stays in the current driving lane without changing lanes.
[0059] Understandably, by setting lane changes to occur earlier when congestion is more severe, and by promptly changing lanes when there is space available when the vehicle reaches the appropriate point, the vehicle can change lanes to a less congested lane as soon as possible, thus avoiding congested lanes. This not only improves the problem of sudden braking in traffic jams but also increases driving efficiency.
[0060] In some embodiments, the congestion response strategy includes a deceleration strategy, and the effective congestion information includes the congestion location of the congested road segment. The deceleration strategy is determined according to the degree of congestion, and the vehicle's driving is controlled according to the deceleration strategy, including: determining the deceleration distance and deceleration rate according to the degree of congestion, wherein the degree of congestion and the deceleration distance are positively correlated, and the degree of congestion and the deceleration rate are positively correlated.
[0061] When the distance between the vehicle and the congested area is the deceleration distance, the vehicle decelerates according to the deceleration rate, and a deceleration warning is issued when the vehicle decelerates. The deceleration warning is used to remind the vehicle behind to slow down.
[0062] Optionally, for the same level of congestion, the lane-changing distance may be greater than the deceleration distance, but this is not the only possibility.
[0063] Specifically, deceleration distance refers to the timing when a vehicle decelerates in order to cope with traffic congestion. That is, when the distance between the vehicle's current position and the congested location is the deceleration distance, the vehicle decelerates.
[0064] In some examples, determining the deceleration distance based on the level of congestion includes: determining the deceleration distance corresponding to the level of congestion on a congested road segment by querying a third preset mapping relationship, where the third preset mapping relationship is a mapping relationship between the level of congestion and the deceleration distance. However, it is not limited to this.
[0065] Specifically, deceleration refers to the rate of change of speed when a vehicle decelerates.
[0066] In some examples, determining the deceleration based on the level of congestion includes: determining the deceleration corresponding to the level of congestion on a congested road segment by querying a fourth preset mapping relationship, where the fourth preset mapping relationship is a mapping relationship between the level of congestion and the deceleration. However, it is not limited to this.
[0067] For example, the mapping relationship between congestion level and deceleration is shown in Table 2, where 0.5m / s^2 ≤ deceleration ≤ 1.5m / s^2 is small deceleration, 1.5m / s^2 < deceleration ≤ 3.5m / s^2 is medium deceleration, and 3.5m / s^2 < deceleration ≤ 5m / s^2 is large deceleration, but it is not limited to these.
[0068] Table 2
[0069] Specifically, the deceleration warning can be any warning that prompts the vehicle behind to slow down. For example, the deceleration warning could be hazard lights, but it is not limited to this.
[0070] In some examples, the vehicle can be controlled to decelerate to a preset speed. It should be noted that the specific value of the preset speed can be set by those skilled in the art according to the actual situation, and is not limited here. For example, the preset speed is less than or equal to the speed of congested traffic, but it is not limited to this.
[0071] Specifically, the deceleration rate and timing should be determined based on the level of congestion, starting beyond the visual line of sight. The more severe the congestion, the earlier the deceleration should begin, and the greater the deceleration should be. Activating the hazard lights while the vehicle is decelerating serves as a warning to vehicles behind, reducing the risk of being rear-ended.
[0072] Understandably, by setting the deceleration to occur earlier when congestion is more severe and the deceleration rate to be greater when congestion is more severe, and by promptly implementing the corresponding deceleration rate when the vehicle reaches the deceleration point, the vehicle can decelerate as early as possible. This can improve the problem of sudden braking in traffic congestion and enhance driving safety.
[0073] In some embodiments, the congestion response strategy includes a vehicle-to-vehicle time-distance adjustment strategy, which determines the vehicle-to-vehicle time-distance adjustment strategy based on the degree of congestion and controls the vehicle's movement based on the vehicle-to-vehicle time-distance adjustment strategy, including: determining the congested vehicle-to-vehicle time-distance based on the degree of congestion, wherein the congested vehicle-to-vehicle time-distance is greater than the normal vehicle-to-vehicle time-distance, and the normal vehicle-to-vehicle time-distance is the vehicle-to-vehicle time-distance under smooth road conditions;
[0074] The time distance between vehicles when the vehicle completes deceleration is the time distance between vehicles in congested areas.
[0075] Specifically, congested interval between vehicles refers to the increased time between vehicles to cope with traffic congestion. The interval between vehicles refers to the time between two consecutively traveling vehicles. More specifically, it is the time required for a vehicle behind to reach the same point after the vehicle in front has passed that point.
[0076] It should be noted that the specific values of the time distance between congested workshops and the time distance between normal workshops can be set by those skilled in the art according to the actual situation, and are not limited here.
[0077] Specifically, in some examples, the time distance between congested workshops corresponds to different levels of congestion. In other examples, the level of congestion and the time distance between congested workshops are positively correlated. This disclosure does not limit this.
[0078] In some examples, such as deceleration strategies, the magnitude and timing of deceleration can be determined based on the level of congestion, starting deceleration beyond the perceived line of sight. When the vehicle reaches the deceleration point, it promptly executes deceleration according to the matched deceleration rate. Furthermore, the vehicle can decelerate to the speed of congested traffic flow while maintaining the same time distance between vehicles in congested areas.
[0079] In other examples, the vehicle decelerates to the distance between the two vehicles according to a preset deceleration control, which is the distance between the two vehicles in congested areas. It should be noted that the specific value of the preset deceleration can be set by those skilled in the art according to the actual situation, and is not limited here.
[0080] Understandably, by setting the vehicle's deceleration distance to the distance between vehicles in congested traffic, the vehicle's distance between vehicles can be increased. This can reduce the risk of collision between the vehicle and the vehicle in front during traffic jams and improve the vehicle's driving safety.
[0081] It should be noted that the preceding text has described in detail the specific implementation of S130 when congestion response strategies include lane changing strategies, deceleration strategies, and vehicle distance adjustment strategies. For the congestion response strategies including lane changing and deceleration strategies, lane changing and vehicle distance adjustment strategies, deceleration and vehicle distance adjustment strategies, and vehicle distance adjustment strategies, the specific implementation of S130 can be understood by referring to the preceding text, and will not be repeated here.
[0082] For example, Figure 2 is a schematic diagram of lane changing and deceleration timing provided in an embodiment of this disclosure. In this diagram, for light congestion, the lane changing timing is S1-short and the deceleration timing is S2-short, with S1-short > S2-short; for moderate congestion, the lane changing timing is S1-medium and the deceleration timing is S2-medium, with S1-medium > S2-medium; and for heavy congestion, the lane changing timing is S1-long and the deceleration timing is S2-long, with S1-long > S2-long. Furthermore, S1-long > S1-medium > S1-short, and S2-long > S2-medium > S2-short. If the vehicle is in moderate congestion, when the vehicle is at a distance of S1-medium from the congested section, it is determined whether the vehicle's current lane is the lane causing the congestion. If not, the vehicle continues in its current lane; if so, it automatically changes lanes to the lane not causing the congestion. When the vehicle is approaching the congested section S2, it begins to decelerate at the matched deceleration a1, simultaneously activating its hazard lights and increasing the distance to the vehicle ahead to a safe distance tgap-safe (i.e., congested distance). The vehicle eventually decelerates to the speed of the congested traffic flow and continues driving at the increased safe distance tgap-safe until it has completely passed through the congested section. After passing through the congested section, the hazard lights are turned off, the distance to the normal value tgap-normal (i.e., normal distance) is restored, and the driving speed is adjusted according to the road speed limit or the traffic flow ahead to ensure driving safety and efficiency.
[0083] In this embodiment, the navigation map function can display real-time traffic information, including the current driving route and congestion information, to help drivers avoid congestion in advance. Therefore, combining the navigation map function with the highway navigation function adds a means of acquiring beyond-line-of-sight information beyond the perception range of the vehicle perception system. That is, effective congestion information can be obtained in advance based on the navigation map. This allows for vehicle control actions beyond the perception range of the vehicle perception system, such as lane selection, early deceleration, and / or increasing the vehicle's headway, thus mitigating the problem of sudden braking in traffic congestion and improving the safety and efficiency of the highway navigation function.
[0084] In another embodiment of this disclosure, the method further includes: after the vehicle passes through a congested section of road, restoring the vehicle's inter-vehicle time distance to the normal inter-vehicle time distance, and adjusting the vehicle's speed according to the road speed limit and / or the speed of the traffic flow ahead.
[0085] Specifically, after passing through congested sections of road, turn off the hazard lights, restore the vehicle's headway to normal, and adjust the driving speed according to the road speed limit or traffic conditions ahead to ensure the safety and efficiency of the vehicle's driving.
[0086] The vehicle navigation method provided in this disclosure will be described in detail below with reference to a specific example. For example, the vehicle navigation system may include a navigation map module and the aforementioned electronic device. This electronic device may include an ADCU module (ADCU stands for Autonomous Driving Control Unit), an intelligent driving controller module, and a vehicle execution module. The navigation map module is responsible for acquiring and updating congestion information in real time. The ADCU module is responsible for receiving congestion information and determining whether the congestion information is valid based on the vehicle's current driving route and its driving direction when passing through congested locations. The intelligent driving controller module formulates congestion response strategies based on valid congestion information. The vehicle execution module is responsible for executing the congestion response strategies.
[0087] For example, Figure 3 is a flowchart of an example of vehicle navigation provided in this embodiment of the present disclosure. As shown in Figure 3, the navigation map module broadcasts congestion information, which includes the congestion location, congestion direction, congestion cause, the congested lane involved in the congestion cause, and the congestion speed. The ADCU module determines whether the congestion information is valid congestion information based on the vehicle's current driving route and the vehicle's driving direction when passing through the congestion location. If the congestion information is valid congestion information, the intelligent driving controller module confirms that the road ahead of the vehicle is congested, determines the congestion level based on the congestion speed and the vehicle's speed, and formulates a congestion response strategy based on the congestion level. The vehicle execution module executes lane changing, deceleration, increasing the vehicle's headway, and activating hazard lights according to the congestion response strategy. For example, the principles for lane changing and deceleration are shown in Table 3 below. The goal is to maintain at least a tgap-safe headway (i.e., congestion headway) when the vehicle's speed is the same as the congestion speed after changing lanes and decelerating. After passing through congested sections of road, the vehicle's execution module turns off the hazard warning lights, restores the inter-vehicle time distance to the normal value tgap-normal (i.e., normal inter-vehicle time distance), and adjusts the driving speed according to the road speed limit or the traffic flow ahead to ensure driving safety and efficiency.
[0088] Table 3
[0089] In summary, this disclosure can obtain the movement behavior of traffic participants ahead in advance through a super-sensor distance perception method, that is, obtain effective congestion information in advance through navigation maps, and then change lanes, slow down, and / or increase the vehicle's distance in time when there is congestion ahead. Therefore, this disclosure has the following advantages: 1) It combines the highway navigation function with the vehicle's existing navigation map information to obtain beyond-line-of-sight traffic information without increasing hardware costs, and the data is obtained in real time with extremely high information freshness. 2) Compared with vehicle-to-vehicle interconnection technology, there is no need to upload vehicle information, protecting the vehicle's privacy. 3) Improve driving safety: By intelligently predicting and responding to congestion, the risk of traffic accidents caused by congestion is effectively avoided. 4) Improve driving efficiency: It can automatically adjust the driving lane and speed, reducing driving delays caused by congestion. Enhance user experience: The driver can deal with congestion without manual operation, improving driving comfort and convenience.
[0090] Figure 4 is a structural schematic diagram of a vehicle navigation device provided in an embodiment of this disclosure. This vehicle navigation device can be understood as the aforementioned electronic device or a functional module within the aforementioned electronic device. As shown in Figure 4, the vehicle navigation device includes:
[0091] The first acquisition module 410 is used to acquire valid congestion information provided by the navigation map and to acquire the vehicle speed;
[0092] The first determining module 420 is used to determine the degree of congestion based on valid congestion information and vehicle speed;
[0093] The first control module 430 is used to determine the congestion response strategy of the vehicle according to the degree of congestion, and control the vehicle's driving according to the congestion response strategy. The congestion response strategy includes lane changing strategy, deceleration strategy and / or inter-vehicle distance adjustment strategy.
[0094] Optionally, the first acquisition module 410 includes a first acquisition submodule, which is used to acquire valid congestion information provided by the navigation map. Specifically, the first acquisition submodule is used to acquire the original congestion information provided by the navigation map, wherein the original congestion information includes the congestion location and congestion direction of the congested road segment.
[0095] Obtain the vehicle's current driving route and the vehicle's driving direction when passing through congested areas;
[0096] If the congestion location is on the current driving route and the direction of the congestion is the same as the direction of the vehicle's travel, the original congestion information is determined to be valid congestion information.
[0097] Optionally, the effective congestion information includes the congestion speed of the congested road segment, wherein the first determining module 420 is specifically used to determine the speed difference between the congestion speed and the vehicle speed;
[0098] The degree of congestion is determined based on the speed difference, and the speed difference and the degree of congestion are positively correlated.
[0099] Optionally, the effective congestion information includes the congested lanes and congestion locations of the congested road segment. The first control module 430 includes a first control submodule, which is used to determine a lane-changing strategy based on the degree of congestion and control the vehicle's movement based on the lane-changing strategy. Specifically, the first control submodule is used to determine the lane-changing distance based on the degree of congestion, wherein the degree of congestion and the lane-changing distance are positively correlated.
[0100] If the current driving lane is a congested lane, and the distance between the vehicle and the congested location is the lane change distance, the current perception result provided by the vehicle perception system is obtained. If it is determined that there is space to change lanes based on the current perception result, the vehicle is controlled to change lanes to the target non-congested lane.
[0101] If the current lane is not congested or there is no space to change lanes, control the vehicle to maintain its current lane.
[0102] Optionally, the effective congestion information includes the location of congestion on the congested road segment. The first control module 430 includes a second control submodule. The second control submodule is used to determine a deceleration strategy based on the degree of congestion and control the vehicle's movement based on the deceleration strategy. Specifically, the second control submodule is used to determine the deceleration distance and deceleration rate based on the degree of congestion. The degree of congestion and the deceleration distance are positively correlated, and the degree of congestion and the deceleration rate are positively correlated.
[0103] When the distance between the vehicle and the congested area is the deceleration distance, the vehicle decelerates according to the deceleration rate, and a deceleration warning is issued when the vehicle decelerates. The deceleration warning is used to remind the vehicle behind to slow down.
[0104] Optionally, the first control module 430 includes a third control submodule. The third control submodule is used to determine the vehicle's time-distance adjustment strategy based on the degree of congestion and to control the vehicle's driving according to the time-distance adjustment strategy. Specifically, the third control submodule is used to determine the time-distance between vehicles in congested areas based on the degree of congestion, wherein the time-distance between vehicles in congested areas is greater than the normal time-distance, and the normal time-distance is the time-distance between vehicles in smooth road conditions.
[0105] The time distance between vehicles when the vehicle completes deceleration is the time distance between vehicles in congested areas.
[0106] Optionally, the device further includes a second control module, used to restore the vehicle's inter-vehicle time distance to the normal inter-vehicle time distance after the vehicle passes through a congested section of road, and to adjust the vehicle's speed according to the road speed limit and / or the speed of the traffic flow ahead.
[0107] The apparatus provided in this embodiment can execute the methods of any of the above embodiments, and its execution method and beneficial effects are similar, so they will not be described again here.
[0108] This disclosure also provides an electronic device, which includes: a memory storing a computer program; and a processor for executing the computer program, wherein when the computer program is executed by the processor, it can implement the methods of any of the above embodiments.
[0109] For example, Figure 5 is a schematic diagram of the structure of an electronic device according to an embodiment of this disclosure. Referring specifically to Figure 5 below, it shows a schematic diagram of the structure suitable for implementing the electronic device 500 in the embodiments of this disclosure. The electronic device 500 in the embodiments of this disclosure may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital broadcast receivers, PDAs (personal digital assistants), PADs (tablet computers), PMPs (portable multimedia players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. The electronic device shown in Figure 5 is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this disclosure.
[0110] As shown in Figure 5, the electronic device 500 may include a processing unit (e.g., a central processing unit, a graphics processing unit, etc.) 501, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 502 or a program loaded from a storage device 508 into a random access memory (RAM) 503. The RAM 503 also stores various programs and data required for the operation of the electronic device 500. The processing unit 501, ROM 502, and RAM 503 are interconnected via a bus 504. An input / output (I / O) interface 505 is also connected to the bus 504.
[0111] Typically, the following devices can be connected to I / O interface 505: input devices 506 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 507 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 508 including, for example, magnetic tapes, hard disks, etc.; and communication devices 509. Communication device 509 allows electronic device 500 to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 5 shows an electronic device 500 with various devices, it should be understood that it is not required to implement or possess all of the devices shown. More or fewer devices may be implemented or possessed alternatively.
[0112] In particular, according to embodiments of this disclosure, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this disclosure include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device 509, or installed from a storage device 508, or installed from a ROM 502. When the computer program is executed by the processing device 501, it performs the functions defined in the methods of embodiments of this disclosure.
[0113] It should be noted that the computer-readable medium described in this disclosure can be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this disclosure, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in connection with an instruction execution system, apparatus, or device. In this disclosure, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium can be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to: wires, optical fibers, RF (radio frequency), etc., or any suitable combination thereof.
[0114] In some implementations, clients and servers can communicate using any currently known or future-developed network protocol such as HTTP (Hypertext Transfer Protocol), and can interconnect with digital data communication (e.g., communication networks) of any form or medium. Examples of communication networks include local area networks (“LANs”), wide area networks (“WANs”), the Internet (e.g., the Internet of Things), and end-to-end networks (e.g., ad hoc end-to-end networks), as well as any currently known or future-developed networks.
[0115] The aforementioned computer-readable medium may be included in the aforementioned electronic device; or it may exist independently and not assembled into the electronic device.
[0116] The aforementioned computer-readable medium carries one or more programs that, when executed by the electronic device, cause the electronic device to: obtain valid congestion information provided by a navigation map and obtain the vehicle speed;
[0117] The degree of congestion is determined based on valid congestion information and vehicle speed;
[0118] Based on the level of congestion, determine the congestion response strategy for the vehicle, and control the vehicle's movement according to the congestion response strategy. The congestion response strategy includes lane changing strategy, deceleration strategy and / or inter-vehicle distance adjustment strategy.
[0119] Computer program code for performing the operations of this disclosure can be written in one or more programming languages or a combination thereof, including but not limited to object-oriented programming languages such as Java, Smalltalk, and C++, as well as conventional procedural programming languages such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).
[0120] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.
[0121] The units described in the embodiments of this disclosure can be implemented in software or hardware. The names of the units are not, in some cases, intended to limit the specific unit.
[0122] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.
[0123] In the context of this disclosure, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.
[0124] This disclosure also provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it can implement the methods of any of the above embodiments. The execution method and beneficial effects are similar, and will not be described again here.
[0125] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, 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 the element.
[0126] The above are merely specific embodiments of this disclosure, enabling those skilled in the art to understand or implement it. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this disclosure. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of this application, and all such equivalent modifications or substitutions are included within the scope defined by the claims of this application. Therefore, this disclosure is not to be limited to these embodiments, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims
1. A vehicle navigation method, wherein, include: Obtain valid congestion information from the navigation map and obtain the vehicle's speed; The degree of congestion is determined based on the effective congestion information and the vehicle speed. Based on the congestion level, a congestion response strategy for the vehicle is determined, and the vehicle's movement is controlled according to the congestion response strategy. The congestion response strategy includes lane-changing strategy, deceleration strategy, and / or inter-vehicle distance adjustment strategy.
2. The method according to claim 1, wherein, The acquisition of valid congestion information provided by the navigation map includes: Obtain the original congestion information provided by the navigation map, wherein the original congestion information includes the congestion location and congestion direction of the congested road segment; Obtain the vehicle's current driving route and the vehicle's driving direction when passing through the congested location; If the congestion location is on the current driving route and the congestion direction is the same as the vehicle's driving direction, the original congestion information is determined to be the valid congestion information.
3. The method according to claim 1, wherein, The effective congestion information includes the speed of congested traffic flow on congested road segments, wherein determining the congestion level based on the effective congestion information and the vehicle speed includes: Determine the speed difference between the congested traffic flow speed and the vehicle speed; The degree of congestion is determined based on the speed difference, wherein the speed difference and the degree of congestion are positively correlated.
4. The method according to claim 1, wherein, The effective congestion information includes congested lanes and congestion locations on congested road sections. Based on the congestion level, a lane-changing strategy is determined, and the vehicle's movement is controlled according to the lane-changing strategy, including: The lane change distance is determined based on the congestion level, wherein the congestion level and the lane change distance are positively correlated; If the current driving lane is the congested lane, and the distance between the vehicle and the congested location is the lane change distance, the current perception result provided by the vehicle perception system is obtained. If it is determined that there is lane change space based on the current perception result, the vehicle is controlled to change lanes to the target non-congested lane. If the current lane is not congested or there is no space to change lanes, control the vehicle to maintain its current lane.
5. The method according to claim 1, wherein, The effective congestion information includes the location of congestion on congested road segments. Based on the congestion level, a deceleration strategy is determined, and the vehicle's movement is controlled according to the deceleration strategy, including: Based on the degree of congestion, a deceleration distance and a deceleration rate are determined, wherein the degree of congestion and the deceleration distance are positively correlated, and the degree of congestion and the deceleration rate are positively correlated. When the distance between the vehicle and the congested location is the deceleration distance, the vehicle is controlled to decelerate according to the deceleration rate, and a deceleration prompt is issued when the vehicle decelerates, wherein the deceleration prompt is used to remind the vehicle behind to decelerate.
6. The method according to claim 5, wherein, Based on the congestion level, a vehicle-to-vehicle time-distance adjustment strategy is determined, and the vehicle's movement is controlled according to the vehicle-to-vehicle time-distance adjustment strategy, including: Based on the degree of congestion, the time distance between vehicles in congested areas is determined, wherein the time distance between vehicles in congested areas is greater than the time distance between vehicles in normal areas, and the time distance between vehicles in normal areas is the time distance between vehicles in areas with smooth traffic. The time distance between vehicles when the vehicle completes deceleration is the time distance between the congested vehicles.
7. The method according to any one of claims 1-6, wherein, Also includes: After passing through a congested section of road, restore the vehicle's headway to the normal headway and adjust the vehicle's speed according to the road speed limit and / or the speed of the traffic ahead.
8. A vehicle navigation device, wherein, include: The first acquisition module is configured to acquire valid congestion information provided by the navigation map and obtain the vehicle's speed; The first determining module is configured to determine the degree of congestion based on the effective congestion information and the vehicle speed; The first control module is configured to determine a congestion response strategy for the vehicle based on the congestion level, and control the vehicle's movement according to the congestion response strategy, wherein the congestion response strategy includes a lane-changing strategy, a deceleration strategy, and / or a vehicle-to-vehicle distance adjustment strategy.
9. An electronic device, wherein, include: A processor and a memory, wherein the memory stores a computer program that, when executed by the processor, performs the method of any one of claims 1-7.
10. A computer-readable storage medium, wherein, The storage medium stores a computer program that, when executed by a processor, implements the method as described in any one of claims 1-7.