CN114312746A - Driving assistance device, and corresponding vehicle, method, computer device, and medium - Google Patents
Driving assistance device, and corresponding vehicle, method, computer device, and medium Download PDFInfo
- Publication number
- CN114312746A CN114312746A CN202011047774.1A CN202011047774A CN114312746A CN 114312746 A CN114312746 A CN 114312746A CN 202011047774 A CN202011047774 A CN 202011047774A CN 114312746 A CN114312746 A CN 114312746A
- Authority
- CN
- China
- Prior art keywords
- vehicle
- high speed
- interest
- limited
- speed limit
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims abstract description 34
- 230000004044 response Effects 0.000 claims abstract description 12
- 230000001133 acceleration Effects 0.000 claims description 39
- 238000004590 computer program Methods 0.000 claims description 13
- 230000007704 transition Effects 0.000 claims description 8
- 230000008859 change Effects 0.000 claims description 4
- 230000009286 beneficial effect Effects 0.000 abstract description 2
- 230000000007 visual effect Effects 0.000 description 9
- 238000010586 diagram Methods 0.000 description 4
- 230000005540 biological transmission Effects 0.000 description 2
- 238000004891 communication Methods 0.000 description 2
- 230000036961 partial effect Effects 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000002238 attenuated effect Effects 0.000 description 1
- 238000013500 data storage Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000008451 emotion Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000007794 irritation Effects 0.000 description 1
- 230000000670 limiting effect Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000002829 reductive effect Effects 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
Images
Landscapes
- Traffic Control Systems (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
The invention provides a driving assistance device for a vehicle, and a corresponding vehicle, method, computer device and medium. The driving assistance device includes: an information acquisition unit configured to acquire information about a speed-limited section ahead of a vehicle; a recognition unit configured to recognize that the speed-limited section includes a high speed-limited section part of interest having a high speed-limited value, the high speed-limited section part of interest being located between first and second low speed-limited section parts and having a length less than a threshold length, the first and second low speed-limited section parts having first and second low speed-limited values less than the high speed-limited value, respectively, based on the information; an output unit configured to provide an output for the vehicle in response to the high speed limit segment portion of interest being identified. The scheme of the invention is beneficial to improving the driving safety and the passenger comfort of the vehicle under the condition that the low speed limit road section part and the high speed limit road section part are frequently alternated.
Description
Technical Field
The present invention relates to the field of vehicle technology, and more particularly, to a driving assistance apparatus for a vehicle, a vehicle including the same, and a corresponding method, computer device, and computer-readable storage medium.
Background
Different road segments may have different speed limit values. A situation is possible in which the speed limit value changes frequently. For example, an expressway in a mountain area may have tunnel segments and non-tunnel segments that frequently alternate, a tunnel segment may have a lower speed limit value such as 80 km/h, and a non-tunnel segment may have a higher speed limit value such as 120 km/h. In this case, if manual driving or automatic driving is performed only in theory following the speed limit value, the vehicle needs to be sharply accelerated or decelerated to change the speed. For example, during the transition from a tunnel segment to a non-tunnel segment, the vehicle has to accelerate sharply to 120 km/h; during the transition from the non-tunnel section to the tunnel section, the vehicle has to decelerate sharply to 80 km/h. This driving method is unsafe and also causes discomfort to the vehicle occupants. Further, the vehicle occupant feels annoyance due to a buzzer sound, a warning, and the like that are frequently generated by frequently switching between the low limit speed and the high limit speed.
Disclosure of Invention
The object of the present invention is to provide a solution which at least alleviates the above-mentioned problems and contributes to improving the safety and passenger comfort of the vehicle driving in situations where a road section with a low speed limit and a road section with a high speed limit are frequently alternated.
Specifically, according to a first aspect of the present invention, there is provided a driving assistance apparatus for a vehicle, comprising:
an information acquisition unit configured to acquire information about a speed-limited section ahead of the vehicle;
a recognition unit configured to recognize, based on the information, that the speed-limited section includes a high speed-limited section part of interest having a high speed-limited value, the high speed-limited section part of interest being located between a first low speed-limited section part and a second low speed-limited section part, the first low speed-limited section part and the second low speed-limited section part having a first low speed-limited value and a second low speed-limited value, respectively, the first low speed-limited value and the second low speed-limited value both being smaller than the high speed-limited value, the length of the high speed-limited section part of interest being smaller than a threshold length;
an output unit configured to: providing an output for the vehicle in response to the high speed bump segment portion of interest being identified.
According to a second aspect of the present invention, there is provided a vehicle including the driving assist apparatus described above.
According to a third aspect of the present invention, there is provided a driving assist method for a vehicle, comprising:
acquiring information about a speed-limited section ahead of the vehicle;
identifying, based on the information, that the speed-limited road segment includes a high speed-limited road segment portion of interest having a high speed-limited value, the high speed-limited road segment portion of interest being located between a first low speed-limited road segment portion and a second low speed-limited road segment portion, the first low speed-limited road segment portion and the second low speed-limited road segment portion having a first low speed-limited value and a second low speed-limited value, respectively, both the first low speed-limited value and the second low speed-limited value being less than the high speed-limited value, the length of the high speed-limited road segment portion of interest being less than a threshold length;
providing an output for the vehicle in response to the high speed bump segment portion of interest being identified.
According to a fourth aspect of the present invention, there is provided a computer apparatus comprising a memory and a processor, the memory having stored thereon a computer program which, when executed by the processor, causes the driving assistance method described above to be performed.
According to a fifth aspect of the invention, there is provided a non-transitory computer-readable storage medium having stored thereon a computer program which, when executed by a processor, causes the driving assistance method described above to be performed.
According to an aspect of the present invention, a short-distance high speed limit section part located between two low speed limit section parts is identified based on information on a speed limit section ahead of a vehicle, and an output for the vehicle is provided in response to the short-distance high speed limit section part being identified. By using the invention, the short-distance high-speed-limit road section part can be identified in advance and output is provided correspondingly to trigger proper operation or response, which is beneficial to improving the driving safety and the passenger comfort of the vehicle under the condition that the road section with the low speed limit value and the road section with the high speed limit value are frequently alternated.
Drawings
Non-limiting and non-exhaustive embodiments of the present invention are described by way of example with reference to the following drawings,
wherein:
FIG. 1 is a schematic diagram illustrating one example application scenario to which the present invention is applicable;
fig. 2 is a schematic view showing a driving assist apparatus for a vehicle according to an embodiment of the invention;
fig. 3 is a schematic view showing a driving assistance apparatus for a vehicle according to another embodiment of the present invention;
fig. 4 is a flowchart schematically illustrating a driving assistance method for a vehicle according to an embodiment of the present invention.
Detailed Description
In order to make the above and other features and advantages of the present invention more apparent, the present invention is further described below with reference to the accompanying drawings. It is understood that the specific embodiments described herein are for purposes of illustration only and are not intended to be limiting.
FIG. 1 is a schematic diagram illustrating one example application scenario in which the present invention is applicable.
As shown in fig. 1, there is a speed-limited section ahead of the vehicle V, which includes a first low speed-limited section part having a first low speed-limited value SL1, a second low speed-limited section part having a second low speed-limited value SL3, and a high speed-limited section part having a high speed-limited value SL2 interposed between the first low speed-limited section part and the second low speed-limited section part. The first low speed limit SL1 and the second low speed limit SL3 are both smaller than the high speed limit SL 2. The first low speed limit SL1 and the second low speed limit SL3 may be the same or different. For example, the high speed limit SL2 may be 120 km/h, the first low speed limit SL1 may be 80 km/h or other speed limit lower than the high speed limit SL2, and the second low limitThe speed limit SL3 may be 70 km/h, 80 km/h, 90 km/h or other speed limit lower than the high speed limit SL 2. The high speed limit section part has a start position and an end position and has a length D between the start position and the end position. According to the present invention, when the length D of the high speed limit section part is less than a threshold length, the high speed limit section part may be referred to as a "short distance high speed limit section part" or a "high speed limit section part of interest". Herein, the terms "short distance high speed limit segment portion" and "high speed limit segment portion of interest" may be used interchangeably. For convenience of description, the threshold length may be referred to as D hereinafterTHAnd (4) showing.
As can be appreciated, for each speed-limited road segment, its speed limit value may indicate the maximum allowable speed of the vehicle while traveling on that speed-limited road segment.
Fig. 2 shows a driving assistance apparatus 100 for a vehicle according to an embodiment of the present invention.
As shown in fig. 2, the driving assistance apparatus 100 includes an information acquisition unit 101, a recognition unit 102, and an output unit 103. The identification unit 102 is communicatively coupled with the information acquisition unit 101, and the output unit 103 is communicatively coupled with the identification unit 102.
The information acquisition unit 101 may be configured to acquire information about a speed limit section ahead of the vehicle. Here, the information on the speed-limited section ahead of the vehicle may include information on one or more speed-limited section portions existing within a certain distance range (e.g., 500 meters, 1000 meters, or other longer or shorter distance ranges) ahead of the vehicle. The information related to each speed-limited section part may include, for example, a speed-limited value of the speed-limited section part, a start position and an end position of the speed-limited section part, a length of the speed-limited section part, and the like. The information acquisition unit 101 may acquire information about the speed limit section ahead of the vehicle in various possible manners or any suitable combination thereof. For example, the information acquisition unit 101 may include and/or be adapted to be connected to a sensor, such as a camera, installed at a suitable position on the vehicle (e.g., the front or the top of the vehicle) to acquire information of an object (e.g., a speed limit sign) in front of the vehicle captured by the camera and acquire information about a speed limit road section in front of the vehicle based thereon. As yet another example, the information obtaining unit 101 may be adapted to communicate with sources inside and/or outside the vehicle capable of providing information, such as an on-board Global Navigation Satellite System (GNSS), a high-altitude automatic driving (HAD) map, an online server, other vehicles, and/or available infrastructure, to obtain relevant information therefrom and to obtain information about the speed limit section ahead of the vehicle therefrom.
The information acquisition unit 101 may also be configured to acquire some other information as needed. For example, the information acquisition unit 101 may include and/or be adapted to be connected to a sensor, such as a tachometer, mounted at a suitable location on the vehicle to acquire the speed of the vehicle therefrom, or the like.
The identifying unit 102 may be configured to identify that the speed-limited section includes one high speed-limited section part of interest having one high speed-limited value based on the information on the speed-limited section in front of the vehicle from the information acquiring unit 101. As described above, the interested high speed-limit section part is located between the first low speed-limit section part and the second low speed-limit section part, the first low speed-limit section part and the second low speed-limit section part respectively have the first low speed-limit value and the second low speed-limit value, both the first low speed-limit value and the second low speed-limit value are less than the high speed-limit value, and the length of the interested high speed-limit section part is less than a threshold length.
This high speed limit section of interest may also be referred to as a "short distance high speed limit section". The above threshold length may be determined according to circumstances. For example, the criteria for determining the threshold length may be: if the length of the high speed limit section of interest is less than the threshold length, the vehicle starts accelerating at the starting position of the high speed limit section of interest, for example, from its current speed or from the first low speed limit SL1 toward the high speed limit SL2, the following may occur: the vehicle must be braked and decelerated before accelerating to the high speed limit SL2 so that the speed of the vehicle does not exceed the second low speed limit SL3 when entering the second low speed limit road section.
In connection with the scenario illustrated in FIG. 1, in one embodiment, the threshold length DTHCan be determined according to the following formula:
DTH＝(SL2*SL2–SL1*SL1)/(2*a_accel)+(SL2*SL2–SL3*SL3)/(2*a_decel)
where a _ accel is a predetermined maximum acceleration and a _ decel is a predetermined maximum deceleration.
It should be noted that the threshold length may be determined in any suitable manner according to the circumstances. For example, the threshold length may be a fixed set value, or may be calculated and determined using other suitable algorithms than the above equation.
The output unit 103 may be configured to provide an output for the vehicle in response to the recognition unit 102 recognizing the high speed limit road section part of interest. Here, the output for the vehicle provided by the output unit 103 should be broadly understood to encompass various possible outputs, such as an output related to control of the vehicle, an output related to presentation of information of the vehicle, an output related to transmission of information of the vehicle, and the like, particularly an output related to an operation of the vehicle during driving into, driving during driving of, and/or during driving out of a high speed limit section of interest. For example, the operation may be associated with a driving strategy of the vehicle, and/or associated with other aspects of the vehicle such as presentation of information to the driver, warnings, and the like.
The output provided may be in various forms of output, such as: may be a command for triggering some kind of operation or response, such as a command triggering automatic control of the vehicle (e.g. acceleration control, deceleration control, control to maintain speed or a possible combination thereof in a suitable order), a command triggering cancellation or attenuation of visual and/or audible warnings to the driver relating to parts of the high speed limit road section of interest, a command triggering reduction of the level of said visual and/or audible warnings, etc.; or may be some information or signal for presentation and/or transmission, such as a visual and/or audible alert to the driver of the vehicle indicating a low speed limit road segment portion shortly ahead, a signal indicating a suggested maximum speed, maximum acceleration of the vehicle at a high speed limit road segment portion of interest, etc.
For example, in response to the recognition unit 102 recognizing the high speed limit road segment part of interest, the output unit 103 may provide an output to trigger the following: the presentation of the audible and/or visual warning that alerts the driver to the high speed limit for the high speed limit segment of interest is blocked or attenuated, such as by muting or reducing the volume of the audible warning, by attenuating the presentation of the visual warning, such as by displaying the visual warning only on the navigation map but not on the vehicle dashboard, and so forth. In this manner, visual and/or audible alerts to the driver associated with portions of the high speed limit road segment of interest may be eliminated or reduced, thereby avoiding or reducing undesirable emotions, such as irritation, to the driver and passengers resulting from such alerts.
As another example, in the case of automatic driving, in response to the recognition unit 102 recognizing the high speed limit section part of interest, the output unit 103 may provide an output to trigger automatic control of the vehicle. For example, the output may be used in a driver assistance system of the vehicle, automatically controlling the raising, lowering, maintaining, or any possible combination thereof in any suitable order of the speed of the vehicle by controlling the powertrain system and the brake system of the vehicle.
Fig. 3 shows a driving assistance apparatus 100' for a vehicle according to another embodiment of the present invention.
With respect to the driving assist apparatus 100 of fig. 2, the driving assist apparatus 100' further includes the advice determination unit 104. The suggestion determination unit 104 may be communicatively coupled with the recognition unit 102 and the output unit 103.
The advice determination unit 104 may be configured to determine a driving advice for the vehicle on the high speed limit road section part of interest based on the length of the identified high speed limit road section part of interest. In this case, the output provided by the output unit 103 may include the travel advice determined by the advice determination unit 104.
In one embodiment, the suggestion determination unit 104 is configured to calculate a first time required for the vehicle to travel through the high speed limit road segment portion of interest in a first assumed driving strategy. The first assumed driving strategy assumes: the vehicle starts accelerating at a predetermined maximum acceleration or decelerating at a predetermined maximum deceleration towards the second low speed limit at the start position of the high speed limit section of interest until one of the following situations i and ii occurs: i. the vehicle reaches the end position of the interested high speed limit road section part; the speed of the vehicle reaches the second low speed limit, wherein the first assumed driving strategy assumes: and if the vehicle does not reach the terminal position when the condition ii occurs, the vehicle drives to the terminal position at the second low speed limit value. The advice determination unit 104 is further configured to calculate a second time required for the vehicle to travel through the high speed limit stretch of interest with a second assumed driving maneuver. The second hypothetical driving strategy assumes: the vehicle starts accelerating towards the high speed limit with a predetermined maximum acceleration at the start position of the high speed limit section of interest until one of the following situations iii and iiii occurs: the vehicle reaches a terminal location of the high speed limit road segment section of interest; the speed of the vehicle reaches the high speed limit, wherein the second assumed driving strategy assumes: if the vehicle has not reached the end position when the situation iiii occurs, the vehicle begins to decelerate toward the second low speed limit until the end position is reached.
In connection with the scenario of fig. 1, assuming that the first low speed limit SL1 is greater than the second low speed limit SL3, the high speed limit section part having the high speed limit SL2 is the high speed limit section part of interest. According to the first assumed travel strategy, the vehicle starts decelerating at a predetermined maximum deceleration at the start position of the high speed limit section portion. One possible case is that the vehicle has not reached the second low speed limit SL3 while traveling to the end position of the high speed limit section; in this case, the first time required for the vehicle to pass through the high speed limit section may be calculated based on the speed of the vehicle at the start position of the high speed limit section, the predetermined maximum deceleration, and the length D of the high speed limit section. Another possibility is that the vehicle has reached the second low speed limit SL3 before reaching the end position of the high speed limit section; in this case, according to the first assumed driving strategy, the vehicle is driven at a constant speed by the second low speed limit SL3 to the end position of the high speed limit section part after reaching the second low speed limit SL3, and thus the first time required for the vehicle to pass through the high speed limit section part can be calculated based on the speed of the vehicle at the start position of the high speed limit section part, the predetermined maximum deceleration, the length D of the high speed limit section part, and the second low speed limit SL 3.
According to the second assumed driving strategy, the vehicle starts accelerating at a predetermined maximum acceleration at the start position of the high speed limit section part. One possible scenario is: the speed of the vehicle does not reach the high speed limit value SL2 when the vehicle is driven to the end position of the high speed limit road section part; in this case, the second time required for the vehicle to pass through the high speed limit section may be calculated based on the speed of the vehicle at the start position of the high speed limit section, the predetermined maximum acceleration, and the length D of the high speed limit section. Another possibility is that the vehicle has reached the high speed limit SL2 before reaching the end position of the high speed limit section; in this case, according to the second assumed travel strategy, the vehicle may: 1) starting deceleration at a predetermined maximum deceleration immediately after the high speed limit SL2 is reached; or 2) starts decelerating with an additional deceleration just after the high limit SL2 is reached so that the vehicle speed drops to a second low limit SL3 when the end position is reached. In the case of 1) or 2), the second time required for the vehicle to pass through the upper speed limit section can be calculated from the speed at which the vehicle is at the start position of the upper speed limit section, the predetermined maximum acceleration, the upper speed limit value SL2, the deceleration used (the predetermined maximum deceleration or the additional deceleration), the second lower speed limit value SL3, and the length D of the upper speed limit section.
As described above, the speed of the vehicle at the start position of the high speed limit section portion may be acquired by the information acquisition unit 101 from an in-vehicle sensor such as a tachometer. The advice determination unit 104 may obtain the speed via the recognition unit 102 or directly from the information acquisition unit 101. Alternatively, the first low speed limit SL1 may be used as the speed of the vehicle at the start position of the high speed limit section to simplify the processing.
The suggestion determination unit 104 is further configured to calculate a difference between the above-mentioned second time and the first time.
In the case where the above-described difference is not larger than a predetermined difference value (for example, 3 seconds), the advice determination unit 104 may determine the following travel advice for the vehicle: the vehicle does not need to accelerate or decelerate during the driving of the high speed limit section part of interest, or only needs to accelerate or decelerate, which is needed for changing from the first low speed limit value to the second low speed limit value. For example, in a manual driving mode, if the acceleration of the vehicle exceeds a threshold acceleration, the advice determination unit 104 may provide an output to trigger an audible and/or visual alert to the driver. The alert may be, for example, "speed limit 80 km/h not far ahead. Please not accelerate too much. The threshold acceleration may be a predetermined acceleration value such as the predetermined acceleration described above, or may be determined based on, for example, the length of the high speed limit section portion of interest, the speed of the vehicle at the start position of the high speed limit section portion or the first low speed limit, and the second low speed limit. In an autonomous driving mode (e.g., a no-man driving mode), the advice determination unit 104 may provide output to: enabling the vehicle to run at a constant speed at the interested high speed limit road section part if the first low speed limit value and the second low speed limit value are the same; alternatively, the vehicle is accelerated or decelerated toward the second low speed limit SL3 in a first portion of the high speed limit section of interest, which may be the very beginning portion, the middle portion, or the very end portion of the high speed limit section of interest, and is driven at a constant speed in the remaining portion of the high speed limit section of interest. The difference being not greater than the predetermined difference may indicate: the length of the high speed limit section of interest is so short that whether the vehicle accelerates as much as possible in the high speed limit section of interest has no effect or only no more than a predetermined difference on the time required for the vehicle to pass the high speed limit section of interest.
In the case where the above difference is larger than a predetermined difference (e.g., 3 seconds), the advice determination unit 104 may calculate an advice maximum speed for the vehicle and provide the vehicle with the following travel advice: the proposed vehicle accelerates to the proposed maximum speed in the portion of the high speed limit stretch of interest. The suggested maximum speed is lower than the high limit speed. For convenience of description, the suggested maximum speed may be denoted by Vmax hereinafter.
In connection with the scenario illustrated in fig. 1, in one embodiment, the suggestion determination unit 104 calculates the suggestion maximum speed Vmax according to the following formula:
Vmax*Vmax–SL1*SL1＝2*a_accel*D1
Vmax*Vmax–SL3*SL3＝2*a_decel*(D-D1)
wherein D1 is the distance from the start position of the high speed limit segment of interest where the vehicle transitions from accelerating at the predetermined maximum acceleration to decelerating at the predetermined maximum deceleration. In this case, according to the first travel advice, the vehicle accelerates at the predetermined maximum acceleration from the start position of the high speed-limited section of interest during travel of the high speed-limited section of interest, and decelerates at the predetermined maximum deceleration from a position a distance D1 from the start position.
It should be noted that the suggested maximum speed may be determined in any suitable manner, depending on the situation. For example, the suggested maximum speed may be a set speed value, or may be calculated and determined using other suitable algorithms than the above formula.
In the manual driving mode, if the speed of the vehicle exceeds the recommended maximum speed Vmax, the recommendation determination unit 104 may provide an output to trigger an audible and/or visual alert to the driver. The alert may be, for example, "speed limit 80 km/h not far ahead. Please not accelerate too much. In an autonomous driving mode (e.g., a driverless driving mode), the advice determination unit 104 may provide an output to cause the vehicle to accelerate from the start position of the high speed limit segment portion of interest at a predetermined maximum acceleration and to decelerate to the second low speed limit at a predetermined maximum deceleration after the distance D1 has elapsed.
The above-described predetermined maximum acceleration and predetermined maximum deceleration may be appropriately determined depending on the situation, for example, taking into account the road condition, the vehicle performance, the vehicle occupant condition, and the like. For example, the predetermined maximum acceleration and the predetermined maximum deceleration may be a maximum acceleration value and a maximum deceleration value, respectively, in a case where an occupant of the vehicle feels comfortable when the vehicle is running on the road. The predetermined difference may be determined according to circumstances.
Herein, "acceleration" refers to a value of positive acceleration that the vehicle takes when increasing its speed, and "deceleration" refers to an absolute value of negative acceleration (i.e., braking acceleration) that the vehicle takes when decreasing its speed.
Fig. 4 schematically shows a driving assistance method 200 for a vehicle according to an embodiment of the invention. The driving assist method may be implemented using the driving assist apparatus of the present invention as described above.
In step S201, information about a speed-limited section ahead of the vehicle is acquired.
After step S201, the process proceeds to step S202.
In step S202, it is identified that the speed-limited section includes an interested high speed-limited section part having a high speed-limited value based on the information, the interested high speed-limited section part is located between a first low speed-limited section part and a second low speed-limited section part, the first low speed-limited section part and the second low speed-limited section part have a first low speed-limited value and a second low speed-limited value respectively, both the first low speed-limited value and the second low speed-limited value are smaller than the high speed-limited value, and the length of the interested high speed-limited section part is smaller than a threshold length.
After step S202, the process proceeds to step S203.
In step S203, in response to the high speed limit segment of interest being identified, an output for the vehicle is provided.
In one embodiment, the threshold length is determined according to the following formula:
DTH＝(SL2*SL2–SL1*SL1)/(2*a_accel)+(SL2*SL2–SL3*SL3)/(2*a_decel)
wherein D isTHIs the threshold length, SL1 is the first low limit, SL3 is the second low limit, SL2 is the high limit, a _ accel is the predetermined maximum acceleration, a _ decel is the predetermined maximum deceleration.
The driving assist method of the invention may further optionally include: determining a driving recommendation in the high speed limit road section of interest for the vehicle based on the length of the high speed limit road section of interest. In this case, the output provided comprises the driving advice.
In one embodiment, determining the travel advice includes:
calculating a first time required for the vehicle to travel through the portion of the high speed-limited road segment of interest with a first hypothetical travel strategy, wherein the first hypothetical travel strategy assumes: the vehicle starts accelerating at the predetermined maximum acceleration or decelerating at the predetermined maximum deceleration towards the second low speed limit at the start position of the high speed limit section of interest until one of the following situations i and ii occurs: i. the vehicle reaches the end position of the interested high speed limit road section part; the speed of the vehicle reaches the second low speed limit, wherein the first assumed driving strategy assumes: if the vehicle does not reach the terminal position when the situation ii occurs, the vehicle drives to the terminal position at the second low speed limit value;
calculating a second time required for the vehicle to travel through the portion of the high speed-limited route of interest with a second hypothetical travel strategy, wherein the second hypothetical travel strategy assumes: the vehicle starts accelerating towards the high speed limit with the predetermined maximum acceleration at the start position of the high speed limit section of interest part until one of the following situations iii and iiii occurs: the vehicle reaches a terminal location of the high speed limit road segment section of interest; the speed of the vehicle reaches the high speed limit, wherein the second assumed driving strategy assumes: if the vehicle does not reach the end position when the situation iiii occurs, the vehicle starts decelerating towards the second low speed limit until the end position is reached;
calculating a difference between the second time and the first time;
determining a first driving recommendation for the vehicle in the high speed limit section of interest if the difference is greater than a predetermined difference value, the first driving recommendation indicating a recommended maximum speed of the vehicle during driving in the high speed limit section of interest, the recommended maximum speed being lower than the high speed limit value.
Determining the travel advice may further optionally include: in the case where the difference is not greater than the predetermined difference value, determining a second travel recommendation for the vehicle in the high speed limit section part of interest, the second travel recommendation indicating that the vehicle does not need to accelerate or decelerate during travel of the high speed limit section part of interest or only needs to accelerate or decelerate in order to change from the first low speed limit value to the second low speed limit value.
In one embodiment, the suggested maximum speed is determined according to the following formula:
Vmax*Vmax–SL1*SL1＝2*a_accel*D1
Vmax*Vmax–SL3*SL3＝2*a_decel*(D-D1)
where Vmax is the suggested maximum speed, SL1 is the first low speed limit, SL3 is the second low speed limit, a _ accel is a predetermined maximum acceleration, a _ decel is a predetermined maximum deceleration, D is the length of the high speed limit section part of interest, and D1 is the distance from the position where the vehicle transitions from accelerating at the predetermined maximum acceleration to decelerating at the predetermined maximum deceleration to the position of the start point of the high speed limit section part of interest. In this case, according to the first travel advice, the vehicle is accelerated at the predetermined maximum acceleration from the start position and decelerated at the predetermined maximum deceleration from a position a distance D1 away from the start position during the partial travel of the high speed-restricted section of interest.
Each of the above steps may be performed by a corresponding unit of the driving assistance apparatus of the invention, as described above in connection with fig. 1, 2 and 3. In addition, the respective operations and details as described above in connection with the respective units of the driving assist apparatus of the invention may be included or embodied in the driving assist method of the invention.
It should be understood that the various elements of the driving assistance apparatus of the present invention may be implemented in whole or in part by software, hardware, firmware, or a combination thereof. The units may be embedded in a processor of the computer device in a hardware or firmware form or independent of the processor, or may be stored in a memory of the computer device in a software form for being called by the processor to execute operations of the units. Each of the units may be implemented as a separate component or module, or two or more units may be implemented as a single component or module.
It will be understood by those skilled in the art that the schematic diagrams of the driving assistance apparatus shown in fig. 2 and 3 are merely illustrative block diagrams of partial structures related to the aspects of the present invention, and do not constitute limitations of a computer device, processor or computer program embodying the aspects of the present invention. A particular computer device, processor or computer program may include more or fewer components or modules than shown in the figures, or may combine or split certain components or modules, or may have a different arrangement of components or modules.
In one embodiment, a computer device is provided comprising a memory and a processor, the memory having stored thereon computer instructions executable by the processor, the computer instructions, when executed by the processor, instructing the processor to perform the steps of the driving assistance method of the invention. The computer device may broadly be a server, a vehicle mounted terminal, or any other electronic device having the necessary computing and/or processing capabilities. In one embodiment, the computer device may include a processor, memory, a network interface, a communication interface, etc., connected by a system bus. The processor of the computer device may be used to provide the necessary computing, processing and/or control capabilities. The memory of the computer device may include non-volatile storage media and internal memory. An operating system, a computer program, and the like may be stored in or on the non-volatile storage medium. The internal memory may provide an environment for the operating system and the computer programs in the non-volatile storage medium to run. The network interface and the communication interface of the computer device may be used to connect and communicate with an external device through a network. The computer program, when executed by a processor, performs the steps of the driving assistance method of the invention.
The invention may be implemented as a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, causes the steps of the method of the invention to be performed. In one embodiment, the computer program is distributed across a plurality of computer devices or processors coupled by a network such that the computer program is stored, accessed, and executed by one or more computer devices or processors in a distributed fashion. A single method step/operation, or two or more method steps/operations, may be performed by a single computer device or processor or by two or more computer devices or processors. One or more method steps/operations may be performed by one or more computer devices or processors, and one or more other method steps/operations may be performed by one or more other computer devices or processors. One or more computer devices or processors may perform a single method step/operation, or perform two or more method steps/operations.
It will be understood by those skilled in the art that all or part of the steps of the driving assistance method of the present invention may be instructed to be performed by associated hardware such as a computer device or a processor through a computer program, which may be stored in a non-transitory computer readable storage medium, and which when executed causes the steps of the driving assistance method of the present invention to be performed. Any reference herein to memory, storage, databases, or other media may include non-volatile and/or volatile memory, as appropriate. Examples of non-volatile memory include read-only memory (ROM), programmable ROM (prom), electrically programmable ROM (eprom), electrically erasable programmable ROM (eeprom), flash memory, magnetic tape, floppy disk, magneto-optical data storage device, hard disk, solid state disk, and the like. Examples of volatile memory include Random Access Memory (RAM), external cache memory, and the like.
The respective technical features described above may be arbitrarily combined. Although not all possible combinations of features are described, any combination of features should be considered to be covered by the present specification as long as there is no contradiction between such combinations.
While the present invention has been described in connection with the embodiments, it is to be understood by those skilled in the art that the foregoing description and drawings are merely illustrative and not restrictive of the broad invention, and that this invention not be limited to the disclosed embodiments. Various modifications and variations are possible without departing from the spirit of the invention.
Claims (15)
1. A driving assistance apparatus for a vehicle, comprising:
an information acquisition unit configured to acquire information about a speed-limited section ahead of the vehicle;
a recognition unit configured to recognize, based on the information, that the speed-limited section includes a high speed-limited section part of interest having a high speed-limited value, the high speed-limited section part of interest being located between a first low speed-limited section part and a second low speed-limited section part, the first low speed-limited section part and the second low speed-limited section part having a first low speed-limited value and a second low speed-limited value, respectively, the first low speed-limited value and the second low speed-limited value both being smaller than the high speed-limited value, the length of the high speed-limited section part of interest being smaller than a threshold length;
an output unit configured to: providing an output for the vehicle in response to the high speed bump segment portion of interest being identified.
2. The driving assistance apparatus according to claim 1, wherein the threshold length is determined according to the following formula:
DTH＝(SL2*SL2–SL1*SL1)/(2*a_accel)+(SL2*SL2–SL3*SL3)/(2*a_decel)
wherein D isTHIs the threshold length, SL1 is the first low limit, SL3 is the second low limit, SL2 is the high limit, a _ accel is the predetermined maximum acceleration, a _ decel is the predetermined maximum deceleration.
3. The driving assistance apparatus according to claim 2, further comprising:
a advice determination unit configured to determine a travel advice for the vehicle at the high speed-limited road section part of interest based on the length of the high speed-limited road section part of interest,
wherein the output includes the driving advice.
4. The driving assistance apparatus according to claim 3, wherein the advice determination unit is further configured to:
calculating a first time required for the vehicle to travel through the portion of the high speed-limited road segment of interest with a first hypothetical travel strategy, wherein the first hypothetical travel strategy assumes: the vehicle starts accelerating at the predetermined maximum acceleration or decelerating at the predetermined maximum deceleration towards the second low speed limit at the start position of the high speed limit section of interest until one of the following situations i and ii occurs: i. the vehicle reaches the end position of the interested high speed limit road section part; the speed of the vehicle reaches the second low speed limit, wherein the first assumed driving strategy assumes: if the vehicle does not reach the terminal position when the situation ii occurs, the vehicle drives to the terminal position at the second low speed limit value;
calculating a second time required for the vehicle to travel through the portion of the high speed-limited route of interest with a second hypothetical travel strategy, wherein the second hypothetical travel strategy assumes: the vehicle starts accelerating towards the high speed limit with the predetermined maximum acceleration at the start position of the high speed limit section of interest part until one of the following situations iii and iiii occurs: the vehicle reaches a terminal location of the high speed limit road segment section of interest; the speed of the vehicle reaches the high speed limit, wherein the second assumed driving strategy assumes: if the vehicle does not reach the end position when the situation iiii occurs, the vehicle starts decelerating towards the second low speed limit until the end position is reached;
calculating a difference between the second time and the first time;
determining a first driving recommendation for the vehicle in the high speed limit section of interest if the difference is greater than a predetermined difference value, the first driving recommendation indicating a recommended maximum speed of the vehicle during driving in the high speed limit section of interest, the recommended maximum speed being lower than the high speed limit value.
5. The driving assistance apparatus according to claim 4, wherein the recommended maximum speed is determined according to the following formula:
Vmax*Vmax–SL1*SL1＝2*a_accel*D1
Vmax*Vmax–SL3*SL3＝2*a_decel*(D-D1)
wherein Vmax is the suggested maximum speed, D is the length of the high speed-limit road section part of interest, D1 is the distance from the starting point position of the transition position where the vehicle is transitioned from accelerating at the predetermined maximum acceleration to decelerating at the predetermined maximum deceleration,
wherein, according to the first travel recommendation, the vehicle is accelerated at the predetermined maximum acceleration from the start position and decelerated at the predetermined maximum deceleration from the transition position of the distance D1 from the start position during the traveling of the high speed-limited section of interest.
6. The driving assistance apparatus according to claim 4, wherein the advice determination unit is further configured to: in the case where the difference is not greater than the predetermined difference value, determining a second travel recommendation for the vehicle in the high speed limit section part of interest, the second travel recommendation indicating that the vehicle does not need to accelerate or decelerate during travel of the high speed limit section part of interest or only needs to accelerate or decelerate in order to change from the first low speed limit value to the second low speed limit value.
7. A vehicle comprising a driving assistance apparatus according to any one of claims 1-6.
8. A driving assistance method for a vehicle, comprising:
acquiring information about a speed-limited section ahead of the vehicle;
identifying, based on the information, that the speed-limited road segment includes a high speed-limited road segment portion of interest having a high speed-limited value, the high speed-limited road segment portion of interest being located between a first low speed-limited road segment portion and a second low speed-limited road segment portion, the first low speed-limited road segment portion and the second low speed-limited road segment portion having a first low speed-limited value and a second low speed-limited value, respectively, both the first low speed-limited value and the second low speed-limited value being less than the high speed-limited value, the length of the high speed-limited road segment portion of interest being less than a threshold length;
providing an output for the vehicle in response to the high speed bump segment portion of interest being identified.
9. The driving assist method according to claim 8, wherein the threshold length is determined according to the following formula:
DTH＝(SL2*SL2–SL1*SL1)/(2*a_accel)+(SL2*SL2–SL3*SL3)/(2*a_decel)
wherein D isTHIs the threshold length, SL1 is the first low limit, SL3 is the second low limit, SL2 is the high limit, a _ accel is the predetermined maximum acceleration, a _ decel is the predetermined maximum deceleration.
10. The driving assist method according to claim 9, further comprising:
determining a driving recommendation in the high speed limit road section of interest for the vehicle based on the length of the high speed limit road section of interest,
wherein the output includes the driving advice.
11. The driving assist method according to claim 10, wherein determining a travel advice for the vehicle on the high speed-limit section of interest based on the length of the high speed-limit section of interest includes:
calculating a first time required for the vehicle to travel through the portion of the high speed-limited road segment of interest with a first hypothetical travel strategy, wherein the first hypothetical travel strategy assumes: the vehicle starts accelerating at the predetermined maximum acceleration or decelerating at the predetermined maximum deceleration towards the second low speed limit at the start position of the high speed limit section of interest until one of the following situations i and ii occurs: i. the vehicle reaches the end position of the interested high speed limit road section part; the speed of the vehicle reaches the second low speed limit, wherein the first assumed driving strategy assumes: if the vehicle does not reach the terminal position when the situation ii occurs, the vehicle drives to the terminal position at the second low speed limit value;
calculating a second time required for the vehicle to travel through the portion of the high speed-limited route of interest with a second hypothetical travel strategy, wherein the second hypothetical travel strategy assumes: the vehicle starts accelerating towards the high speed limit with the predetermined maximum acceleration at the start position of the high speed limit section of interest part until one of the following situations iii and iiii occurs: the vehicle reaches a terminal location of the high speed limit road segment section of interest; the speed of the vehicle reaches the high speed limit, wherein the second assumed driving strategy assumes: if the vehicle does not reach the end position when the situation iiii occurs, the vehicle starts decelerating towards the second low speed limit until the end position is reached;
calculating a difference between the second time and the first time;
determining a first driving recommendation for the vehicle in the high speed limit section of interest if the difference is greater than a predetermined difference value, the first driving recommendation indicating a recommended maximum speed of the vehicle during driving in the high speed limit section of interest, the recommended maximum speed being lower than the high speed limit value.
12. The driving assist method according to claim 11, wherein the recommended maximum speed is determined according to the following formula:
Vmax*Vmax–SL1*SL1＝2*a_accel*D1
Vmax*Vmax–SL3*SL3＝2*a_decel*(D-D1)
wherein Vmax is the suggested maximum speed, D is the length of the high speed-limit road section part of interest, D1 is the distance from the starting point position of the transition position where the vehicle is transitioned from accelerating at the predetermined maximum acceleration to decelerating at the predetermined maximum deceleration,
wherein, according to the first travel recommendation, the vehicle is accelerated at the predetermined maximum acceleration from the start position and decelerated at the predetermined maximum deceleration from the transition position of the distance D1 from the start position during the traveling of the high speed-limited section of interest.
13. The driving assist method according to claim 11, wherein determining a travel advice for the vehicle on the high speed-limit section of interest based on the length of the high speed-limit section of interest further comprises: in the case where the difference is not greater than the predetermined difference value, determining a second travel recommendation for the vehicle in the high speed limit section part of interest, the second travel recommendation indicating that the vehicle does not need to accelerate or decelerate during travel of the high speed limit section part of interest or only needs to accelerate or decelerate in order to change from the first low speed limit value to the second low speed limit value.
14. A computer arrangement comprising a memory and a processor, the memory having stored thereon a computer program which, when executed by the processor, causes the driving assistance method of any one of claims 8 to 13 to be performed.
15. A non-transitory computer-readable storage medium, on which a computer program is stored, which, when executed by a processor, causes the driving assistance method of any one of claims 8 to 13 to be performed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011047774.1A CN114312746B (en) | 2020-09-29 | 2020-09-29 | Driving assistance device, and corresponding vehicle, method, computer device and medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011047774.1A CN114312746B (en) | 2020-09-29 | 2020-09-29 | Driving assistance device, and corresponding vehicle, method, computer device and medium |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114312746A true CN114312746A (en) | 2022-04-12 |
| CN114312746B CN114312746B (en) | 2024-08-06 |
Family
ID=81011783
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011047774.1A Active CN114312746B (en) | 2020-09-29 | 2020-09-29 | Driving assistance device, and corresponding vehicle, method, computer device and medium |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114312746B (en) |
Citations (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102639378A (en) * | 2009-12-18 | 2012-08-15 | 丰田自动车株式会社 | Travel control device |
| DE102012002236A1 (en) * | 2012-02-04 | 2013-08-08 | Volkswagen Aktiengesellschaft | Method for controlling speed control system of motor vehicle or for output of speed recommendations, involves calculating displacement curve till last but two speed limits, when last but one speed limit lies above displacement curve |
| KR101358330B1 (en) * | 2012-09-26 | 2014-02-12 | 현대모비스 주식회사 | Vehicle control speed apparatus, vehicle control speed system comprising the same and method thereof |
| CN103839443A (en) * | 2012-11-23 | 2014-06-04 | 鸿富锦精密工业（深圳）有限公司 | Vehicle speed control system and method |
| DE102014015261A1 (en) * | 2014-10-16 | 2016-04-21 | Man Truck & Bus Ag | Method for limiting a speed of a utility vehicle and speed limitation device |
| CN108297876A (en) * | 2017-08-22 | 2018-07-20 | 腾讯科技（深圳）有限公司 | Travel speed control method, device, computer equipment and storage medium |
| CN109311478A (en) * | 2016-12-30 | 2019-02-05 | 同济大学 | A kind of automatic Pilot method for controlling driving speed based on comfort level |
| CN110509922A (en) * | 2019-08-20 | 2019-11-29 | 一汽解放汽车有限公司 | A kind of vehicle prediction cruise control method based on high-precision map |
| CN110816545A (en) * | 2019-11-21 | 2020-02-21 | 一汽解放汽车有限公司 | Vehicle speed control method and device, vehicle and storage medium |
| CN111002982A (en) * | 2018-10-08 | 2020-04-14 | 株式会社万都 | Apparatus and method for controlling speed |
| CN111071251A (en) * | 2020-01-02 | 2020-04-28 | 北京海纳川汽车部件股份有限公司 | Speed limiting method for vehicle |
| DE102019120118A1 (en) * | 2018-12-07 | 2020-06-10 | Hyundai Motor Company | DEVICE AND METHOD FOR CONTROLLING THE DRIVING OF A VEHICLE |
| US20200180620A1 (en) * | 2017-07-26 | 2020-06-11 | Hitachi Automotive Systems, Ltd. | Vehicle Control Device, Vehicle Control Method, and Vehicle |
| CN111661040A (en) * | 2020-06-18 | 2020-09-15 | 吉林大学 | Slow-moving safety system and method at medium and low speed |
-
2020
- 2020-09-29 CN CN202011047774.1A patent/CN114312746B/en active Active
Patent Citations (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102639378A (en) * | 2009-12-18 | 2012-08-15 | 丰田自动车株式会社 | Travel control device |
| DE102012002236A1 (en) * | 2012-02-04 | 2013-08-08 | Volkswagen Aktiengesellschaft | Method for controlling speed control system of motor vehicle or for output of speed recommendations, involves calculating displacement curve till last but two speed limits, when last but one speed limit lies above displacement curve |
| KR101358330B1 (en) * | 2012-09-26 | 2014-02-12 | 현대모비스 주식회사 | Vehicle control speed apparatus, vehicle control speed system comprising the same and method thereof |
| CN103839443A (en) * | 2012-11-23 | 2014-06-04 | 鸿富锦精密工业（深圳）有限公司 | Vehicle speed control system and method |
| DE102014015261A1 (en) * | 2014-10-16 | 2016-04-21 | Man Truck & Bus Ag | Method for limiting a speed of a utility vehicle and speed limitation device |
| CN109311478A (en) * | 2016-12-30 | 2019-02-05 | 同济大学 | A kind of automatic Pilot method for controlling driving speed based on comfort level |
| US20200180620A1 (en) * | 2017-07-26 | 2020-06-11 | Hitachi Automotive Systems, Ltd. | Vehicle Control Device, Vehicle Control Method, and Vehicle |
| CN108297876A (en) * | 2017-08-22 | 2018-07-20 | 腾讯科技（深圳）有限公司 | Travel speed control method, device, computer equipment and storage medium |
| CN111002982A (en) * | 2018-10-08 | 2020-04-14 | 株式会社万都 | Apparatus and method for controlling speed |
| DE102019120118A1 (en) * | 2018-12-07 | 2020-06-10 | Hyundai Motor Company | DEVICE AND METHOD FOR CONTROLLING THE DRIVING OF A VEHICLE |
| CN110509922A (en) * | 2019-08-20 | 2019-11-29 | 一汽解放汽车有限公司 | A kind of vehicle prediction cruise control method based on high-precision map |
| CN110816545A (en) * | 2019-11-21 | 2020-02-21 | 一汽解放汽车有限公司 | Vehicle speed control method and device, vehicle and storage medium |
| CN111071251A (en) * | 2020-01-02 | 2020-04-28 | 北京海纳川汽车部件股份有限公司 | Speed limiting method for vehicle |
| CN111661040A (en) * | 2020-06-18 | 2020-09-15 | 吉林大学 | Slow-moving safety system and method at medium and low speed |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114312746B (en) | 2024-08-06 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN106515734B (en) | Method for automatically adapting acceleration in a motor vehicle | |
| US8762021B2 (en) | Driving support system | |
| KR102192959B1 (en) | Driving control method and driving control device of a driving support vehicle | |
| US9493145B2 (en) | Method for automatically preventing aquaplaning | |
| JP6532593B2 (en) | Reverse run suppression device, reverse run suppression method and reverse run suppression system | |
| US11827218B2 (en) | Control of the speed of a vehicle when cornering in accordance with the speed setpoint | |
| CN113581203B (en) | Vehicle control method, device, apparatus, storage medium, and program product | |
| JP6583001B2 (en) | Self-driving vehicle | |
| US20180362001A1 (en) | Traveling control apparatus | |
| US20190283772A1 (en) | Driving support system and vehicle control method | |
| CN113492768B (en) | Information processing apparatus, information processing system, computer-readable recording medium, and vehicle | |
| CN108944949A (en) | The method for operating the congestion auxiliary system of vehicle | |
| CN109910888B (en) | Vehicle downhill control method, device and equipment | |
| CN113031580A (en) | Remote assistance system, control device, corresponding server, vehicle and method | |
| CN114312746B (en) | Driving assistance device, and corresponding vehicle, method, computer device and medium | |
| KR101462589B1 (en) | Speed setting system for vehicle | |
| KR102562411B1 (en) | Method for assisting a driver of an ego-vehicle when driving through a curve lying ahead | |
| US11220178B2 (en) | Vehicle speed regulation incorporating driver wishes under cornering | |
| CN104627178A (en) | Vehicle navigator-based vehicle driving control device and method | |
| CN112046478B (en) | Vehicle control device, method for operating same, vehicle, and storage medium | |
| CN114596727A (en) | Assistance method, system for a vehicle, corresponding vehicle and storage medium | |
| US11801857B2 (en) | Control method and device for driver assistance | |
| US20230398865A1 (en) | Remote driving system and control method for vehicle | |
| US20240294188A1 (en) | Vehicle control device | |
| CN114802288A (en) | Driving assistance method and corresponding device, vehicle, computer device and medium |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |