CN115923790A

CN115923790A - Method, device and storage medium for vehicle speed limit control

Info

Publication number: CN115923790A
Application number: CN202310138426.2A
Authority: CN
Inventors: 李贵龙; 上官蓝田
Original assignee: Apollo Intelligent Technology Beijing Co Ltd
Current assignee: Apollo Intelligent Technology Beijing Co Ltd
Priority date: 2021-07-28
Filing date: 2021-07-28
Publication date: 2023-04-07
Also published as: CN113635898A; CN113635898B

Abstract

The disclosure provides a method, equipment and a storage medium for controlling vehicle speed limit, and relates to the field of artificial intelligence, in particular to the fields of automatic driving, autonomous parking, intelligent traffic and the like. The specific implementation scheme is as follows: determining at least two speed limit areas of the vehicle according to the vehicle body contour and the driving direction of the vehicle in the driving process of the vehicle, wherein the at least two speed limit areas comprise continuous speed limit areas, the speed limit threshold of the continuous speed limit areas is taken within a speed limit interval, and the speed limit threshold of the continuous speed limit areas is positively correlated with the distance between obstacles appearing in the continuous speed limit areas and the vehicle; the speed limit threshold is determined according to the partition where the obstacle is located and the longitudinal distance and/or the transverse distance between the obstacle and the vehicle; in the process that the vehicle approaches the obstacle, the speed limit control can be carried out on the obstacle for multiple times, and the vehicle is gradually decelerated until the vehicle is braked, so that the safety and the reliability of the vehicle are improved.

Description

Method, device and storage medium for vehicle speed limit control

The present application is a divisional application based on the inventions of application No. 202110858741.3, application date 2021, year 07, month 28, entitled "method, apparatus, storage medium, and program product for vehicle speed limit control".

Technical Field

The present disclosure relates to the fields of automatic driving, autonomous parking, intelligent transportation, and the like in artificial intelligence, and in particular, to a method, device, and storage medium for controlling a vehicle speed limit.

Background

In the automatic driving scenes such as autonomous parking, automatic cruising and the like, in order to ensure that the vehicle can safely brake against dangerous obstacles, a dangerous distance is usually set according to the distance between the obstacle and the vehicle, when the distance between the obstacle and the vehicle is smaller than the set dangerous distance, the vehicle is emergently braked and stopped, the speed of the vehicle is limited by setting the dangerous distance, the flexibility is poor, the precision is low, and the emergency brake brings great unsafe feeling to passengers and road participants around the vehicle.

Disclosure of Invention

The present disclosure provides a method, apparatus, and storage medium for vehicle speed limit control.

According to a first aspect of the present disclosure, there is provided a method of vehicle speed limit control, comprising:

in the running process of a vehicle, determining at least two speed limit areas of the vehicle according to the body contour and the running direction of the vehicle, wherein the at least two speed limit areas comprise continuous speed limit areas, the speed limit threshold values of the continuous speed limit areas take values in the speed limit areas, the speed limit threshold values of the continuous speed limit areas are positively correlated with the distance between obstacles appearing in the continuous speed limit areas and the vehicle, the continuous speed limit areas comprise longitudinal partitions and non-longitudinal partitions, the longitudinal partitions are areas in the running direction of the vehicle, and the non-longitudinal partitions are areas not in the running direction of the vehicle; the speed limit threshold is determined according to the subarea where the obstacle is located and the longitudinal distance and/or the transverse distance between the obstacle and the vehicle;

and when the obstacle is detected to appear in any one speed-limiting area, carrying out speed-limiting control on the vehicle according to the speed-limiting threshold value of the speed-limiting area where the obstacle is located.

According to a second aspect of the present disclosure, there is provided an apparatus for speed limit control of a vehicle, including:

the speed limit area determination module is used for determining at least two layers of nested surrounding frames of the vehicle according to the vehicle body outline and the driving direction of the vehicle in the driving process of the vehicle, wherein the shape of at least one layer of surrounding frame is matched with the shape of a scanning area of the vehicle in the next time period, the scanning area is an area scanned by the vehicle body outline in the driving process of the vehicle, the ground area except the vehicle body outline in the outermost surrounding frame is divided into at least two speed limit areas, each speed limit area corresponds to one or more speed limit threshold values, and the maximum speed limit threshold value corresponding to the speed limit area on the outer layer is larger;

and the speed limit control module is used for carrying out speed limit control on the vehicle according to the speed limit threshold of the speed limit area where the obstacle is located when the obstacle is detected to appear in any one of the speed limit areas.

According to a third aspect of the present disclosure, there is provided an electronic device comprising:

at least one processor; and a memory communicatively coupled to the at least one processor; wherein the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the method of the first aspect.

According to a fourth aspect of the present disclosure, there is provided a non-transitory computer readable storage medium having stored thereon computer instructions for causing the computer to perform the method of the first aspect.

The technology according to the present disclosure improves the safety and reliability of the vehicle.

It should be understood that the statements in this section do not necessarily identify key or critical features of the embodiments of the present disclosure, nor do they limit the scope of the present disclosure. Other features of the present disclosure will become apparent from the following description.

Drawings

The drawings are included to provide a better understanding of the present solution and are not to be construed as limiting the present disclosure. Wherein:

FIG. 1 is a diagram of a system architecture in which embodiments of the present disclosure may be implemented;

FIG. 2 is a flow chart of a method of vehicle speed limit control provided by a first embodiment of the present disclosure;

FIG. 3 is a flow chart of a method of vehicle speed limit control provided by a second embodiment of the present disclosure;

FIG. 4 is an exemplary illustration of a body contour of a vehicle provided by a second embodiment of the present disclosure;

FIG. 5 is a schematic view of an enclosure provided by a second embodiment of the present disclosure;

FIG. 6 is a schematic view of another enclosure provided by a second embodiment of the present disclosure;

FIG. 7 is a schematic view of another enclosure provided by a second embodiment of the present disclosure;

FIG. 8 is a schematic view of another enclosure provided by a second embodiment of the present disclosure;

FIG. 9 is a schematic view of another enclosure provided by a second embodiment of the present disclosure;

FIG. 10 is a schematic view of another enclosure provided by a second embodiment of the present disclosure;

FIG. 11 is a schematic view of another enclosure provided by a second embodiment of the present disclosure;

FIG. 12 is a schematic view of another enclosure provided by a second embodiment of the present disclosure;

FIG. 13 is a schematic view of another enclosure provided by a second embodiment of the present disclosure;

FIG. 14 is a schematic view of another enclosure provided by a second embodiment of the present disclosure;

FIG. 15 is a schematic view of another enclosure provided by a second embodiment of the present disclosure;

FIG. 16 is a schematic diagram of an apparatus for vehicle speed limit control provided by a third embodiment of the present disclosure;

FIG. 17 is a schematic diagram of an apparatus for vehicle speed limit control provided by a fourth embodiment of the present disclosure;

FIG. 18 is a block diagram of an electronic device for implementing a method of vehicle speed limit control in an embodiment of the present disclosure.

Detailed Description

Exemplary embodiments of the present disclosure are described below with reference to the accompanying drawings, in which various details of the embodiments of the disclosure are included to assist understanding, and which are to be considered as merely exemplary. Accordingly, those of ordinary skill in the art will recognize that various changes and modifications of the embodiments described herein can be made without departing from the scope and spirit of the present disclosure. Also, descriptions of well-known functions and constructions are omitted in the following description for clarity and conciseness.

The present disclosure provides a method, an apparatus, and a storage medium for controlling a vehicle speed limit, which are applied to the fields of automatic driving, autonomous parking, intelligent transportation, etc. in the field of artificial intelligence, so as to control a vehicle to gradually decelerate when the vehicle runs close to an obstacle, thereby improving the safety of the vehicle.

The method for controlling the vehicle speed limit can be applied to electronic equipment for controlling the vehicle speed limit, and the electronic equipment can be vehicle-mounted equipment (such as a vehicle-mounted terminal) or remote equipment (such as a cloud server) capable of remotely controlling the vehicle speed limit. The method can be particularly applied to vehicle speed limit control in automatic driving scenes such as autonomous parking, automatic cruising and the like.

The method for controlling the vehicle speed limit provided by the present disclosure may be applied to a system architecture shown in fig. 1, as shown in fig. 1, during a driving process of a vehicle 11, an electronic device 12 may determine at least two layers of nested bounding boxes of the vehicle 11 according to a vehicle body contour and a driving direction of the vehicle 11, so as to divide a ground area around the vehicle 11 into at least two speed limit areas, each speed limit area corresponds to one or more speed limit thresholds, and a maximum speed limit threshold corresponding to an outer layer of speed limit area is smaller. The electronic device 12 may also detect obstacles appearing around the vehicle 11 in real time through a sensor device or the like on the vehicle 11, and when an obstacle appears in any speed-limit area, perform speed-limit control on the vehicle 11 according to a speed-limit threshold of the speed-limit area where the obstacle is located. In the process that the vehicle approaches the barrier, the barrier can enter different speed limit areas in sequence, speed limit control is carried out on the barrier for multiple times, the speed is reduced gradually until the vehicle is braked, the speed limit control on the vehicle is more flexible and accurate, and the safety of passengers and road participants around the vehicle, which are brought by the automatic driving vehicle, is improved.

FIG. 2 is a flow chart of a method for controlling vehicle speed limit provided by a first embodiment of the present disclosure. The method for controlling the vehicle speed limit provided by this embodiment may specifically be an electronic device for controlling the vehicle speed limit, where the electronic device may be a vehicle-mounted device, such as a vehicle-mounted terminal, or may also be a remote device capable of remotely controlling the vehicle speed limit, such as a cloud server. In other embodiments, the electronic device may also be implemented in other manners, and this embodiment is not specifically limited herein.

As shown in fig. 2, the method comprises the following specific steps:

step S201, in the vehicle driving process, determining at least two layers of nested surrounding frames of the vehicle according to the vehicle body outline and the driving direction of the vehicle, wherein the shape of at least one layer of surrounding frame is matched with the shape of a scanning area of the vehicle in the next time period, the scanning area is an area scanned by the vehicle body outline in the vehicle driving process, the ground area except the vehicle body outline in the outermost surrounding frame is divided into at least two speed limiting areas, each speed limiting area corresponds to one or more speed limiting threshold values, and the maximum speed limiting threshold value corresponding to the speed limiting area on the outer layer is larger.

In the embodiment, in the driving process of the vehicle, at least two layers of nested surrounding frames of the vehicle are determined according to the current driving direction of the vehicle, the shape of the surrounding frame of at least one layer is matched with the shape of the scanning area of the vehicle in the next time period, so that the shape of the speed limiting area divided by the surrounding frames is matched with the shape of the scanning area of the vehicle in the next time period, the actual situation in the driving process of the vehicle is better met, and the obstacle which may bring danger to the vehicle can be found more accurately and timely.

For example, when the steering angle of the vehicle is large, an obstacle that the vehicle may collide with in the next time period may not be directly in front of or behind the vehicle but may be in an oblique front or even a side of the vehicle, and if only the obstacle in front of or behind the vehicle is detected, it is necessary to be very close to the obstacle, and the obstacle may be found only when the obstacle appears in front of or behind the vehicle, and at this time, emergency braking may be required, which brings a great sense of insecurity to passengers. However, the obstacle which is likely to collide in the next time interval is always in or near the scanning area of the next time interval of the vehicle, and the speed limit area matched with the shape of the scanning area is arranged, so that the obstacle can be found in advance, the speed is reduced in advance, and the emergency braking or danger is avoided. In addition, in the process that the vehicle approaches the barrier, the barrier can sequentially enter a plurality of different speed limit areas, so that the speed limit control can be performed on the barrier for a plurality of times, the barrier is gradually decelerated until the barrier is braked, the speed limit control is more flexible and accurate, and the safety of passengers and road participants around the vehicle, which are brought by the automatic driving vehicle, is improved.

And each layer of surrounding frame is nested outside the outline of the vehicle body, partial coincidence can exist between the surrounding frames, and partial coincidence can exist between the surrounding frames and the outline of the vehicle body.

The ground area between the outermost enclosure frame and the body contour of the vehicle is the obstacle screening area. The barrier screening area is divided into a plurality of speed-limiting areas by the plurality of layers of surrounding frames, the area between two adjacent layers of surrounding frames is a speed-limiting area, and the two adjacent layers of surrounding frames are respectively an inner layer surrounding frame and an outer layer surrounding frame of the speed-limiting area.

Because the surrounding frames of all layers have nesting relation, the speed-limiting areas divided by the surrounding frames of all layers also have nesting relation. The inner-outer layer relation between each speed-limiting area can be determined according to the relative position relation between the outer-layer surrounding frames of each speed-limiting area. For example, if the outer bounding box of the first rate-limiting region is nested within the outer bounding box of the second rate-limiting region, the second rate-limiting region is more outer relative to the first rate-limiting region.

In this embodiment, at different time, the body contour or the driving direction of the vehicle is different, and the determined speed limit areas are different if the determined at least two layers of nested surrounding frames of the vehicle are different.

The duration of the next time period may be set and adjusted according to the needs of the actual application scenario, and is not specifically limited herein.

And step S202, when the obstacle is detected to appear in any speed limit area, carrying out speed limit control on the vehicle according to the speed limit threshold value of the speed limit area where the obstacle is located.

In this embodiment, the speed limit thresholds corresponding to different speed limit areas are different, and for different speed limit areas, different speed limit rules may be adopted to control the speed limit of the vehicle based on different speed limit thresholds.

Each speed limit area corresponds to one or more speed limit threshold values, and the maximum speed limit threshold value corresponding to the speed limit area on the outer layer is larger.

After each speed-limiting area of the vehicle is determined, obstacles appearing in the obstacle screening area can be detected, and the speed-limiting area where each obstacle is located is determined; and carrying out speed limit control on the vehicle according to the speed limit threshold of the speed limit area where the barrier is located.

According to the method and the device, at least two layers of nested surrounding frames of the vehicle are determined in real time according to the vehicle body outline and the driving direction of the vehicle in the driving process of the vehicle, a plurality of speed-limiting areas in the screening area are further determined, when an obstacle is detected to appear in any speed-limiting area, the vehicle is subjected to speed-limiting control according to the speed-limiting threshold of the speed-limiting area where the obstacle is located, the shape of at least one layer of surrounding frame is matched with the shape of the scanning area of the vehicle in the next time period, so that the shape of the speed-limiting area divided by the surrounding frames is matched with the shape of the scanning area of the vehicle in the next time period, the obstacle can be found in advance, the speed is reduced in advance, and emergency braking or danger is avoided; and each speed limit area corresponds to one or more speed limit thresholds, and the maximum speed limit threshold corresponding to the speed limit area beyond the outer layer is larger, so that in the running process of the vehicle, in the process that the vehicle approaches to the barrier, the barrier can sequentially enter a plurality of different speed limit areas from the outer layer to the inner layer, so that the speed limit control can be performed on the barrier for a plurality of times, the speed is gradually reduced until the vehicle is braked, the speed limit control is more flexible and accurate, and the safety sense of passengers and road participants around the vehicle, which is brought by the automatic driving of the vehicle, is improved.

FIG. 3 is a flow chart of a method for controlling vehicle speed limit provided by a second embodiment of the present disclosure. On the basis of the first embodiment described above, in the present embodiment, during the running of the vehicle, determining the surrounding frame of the vehicle at least includes: the brake-stop surround frame comprises an innermost layer of brake-stop surround frame and at least one layer of speed-limiting surround frame nested outside the brake-stop surround frame. The speed-limiting area in the brake surrounding frame is a brake area, the speed-limiting threshold value of the brake area is 0, and when an obstacle enters the brake area in the vehicle running process, the vehicle is immediately braked.

At least one layer of speed-limiting surrounding frame and the brake surrounding frame outside the brake surrounding frame can determine at least one speed-limiting area, and the speed-limiting threshold of the speed-limiting area is greater than 0. The speed limit threshold values and the speed limit rules corresponding to different speed limit areas can be different, and the maximum speed limit threshold value corresponding to the outer speed limit area is smaller.

In an optional embodiment, during the running process of the vehicle, two layers of nested surrounding frames of the vehicle are determined according to the body contour and the running direction of the vehicle, wherein the innermost surrounding frame is a parking surrounding frame, the outermost surrounding frame is a continuous speed-limiting surrounding frame, a speed-limiting area inside the parking surrounding frame is a parking area, a speed-limiting area between the continuous speed-limiting surrounding frame and the parking surrounding frame is a continuous speed-limiting area, and the speed-limiting threshold of the parking area is 0. The implementation mode is more suitable for being applied to the scene of vehicle rotation driving such as autonomous parking, the vehicle can be braked in time when the obstacle enters the brake area and is very close to the vehicle, and the speed limit threshold value of the vehicle can be adjusted in real time according to the distance between the obstacle and the vehicle when the obstacle enters the brake area after entering the continuous speed limit area, namely the obstacle is close to the vehicle, so that the vehicle can slowly reduce the speed in the process of approaching the obstacle, the emergency brake is avoided, the safety and the reliability of the vehicle are improved, and meanwhile, the safety of passengers and surrounding personnel are improved.

In another alternative embodiment, in the running process of the vehicle, three layers of nested surrounding frames of the vehicle are determined according to the body contour and the running direction of the vehicle, and a brake-stop surrounding frame, a fixed speed-limit surrounding frame and a continuous speed-limit surrounding frame are sequentially arranged from an inner layer to an outer layer. The speed-limiting area inside the parking surrounding frame is a parking area, and the speed-limiting threshold of the parking area is 0; the speed limit area between the fixed speed limit surrounding frame and the parking surrounding frame is a fixed speed limit area, the speed limit threshold of the parking area is a fixed speed limit threshold, and the fixed speed limit threshold is greater than 0; the speed limit area between the continuous speed limit surrounding frame and the fixed speed limit surrounding frame is a continuous speed limit area, the value of the continuous speed limit area is taken in the speed limit area, and the minimum value of the speed limit area is larger than or equal to the fixed speed limit threshold value. The implementation mode is more suitable for being applied to scenes that vehicles run linearly, such as cruising, highway running and the like, and the fixed speed limit area is added between the braking area and the continuous speed limit area, so that the safety and the reliability of the vehicles are ensured, the vehicles can be kept to continue running when the vehicle speed is reduced to a lower speed (the fixed speed limit threshold value) and a certain distance (greater than the braking distance) exists between obstacles and the vehicles, the actual situation that the vehicles run on the road is more similar to the actual situation that the vehicles run on the road, the driving habits of human beings and the riding requirements of passengers are better met, and the safety sense of the automatic driving vehicles brought to passengers and road participants around the vehicles is improved.

As shown in fig. 3, the method comprises the following specific steps:

and S301, acquiring a forward brake-stop distance and/or a side brake-stop distance of the vehicle.

The forward braking distance refers to a braking distance in the vehicle running direction, and if the vehicle runs forwards, the forward braking distance is also the braking distance in front; if the vehicle is traveling in reverse, the forward stopping distance is the stopping distance behind.

The side braking distance comprises a left braking distance and/or a right braking distance, and the left braking distance and the right braking distance can be the same or different.

And for the braking distance in any direction (front, rear, left side or right side), if the distance between any obstacle and the vehicle in the direction is less than or equal to the braking distance in the direction, controlling the vehicle to immediately brake.

The forward brake-stop distance and the lateral brake-stop distance of the vehicle can be set and adjusted according to the requirements of practical application scenarios, and this embodiment is not specifically limited here.

In a practical application scenario, on the premise that the braking capability (the maximum deceleration that can be generated) of the vehicle is constant, the greater the vehicle running speed, the longer the distance required for the vehicle to brake. Optionally, the forward braking distance and/or the lateral braking distance of the vehicle can be determined according to the current running speed and the maximum deceleration of the vehicle, so that the vehicle can be ensured to brake within the set braking distance, and the safety and the reliability of the vehicle can be improved.

Step S302, according to the vehicle body contour, the driving direction, the forward braking distance and/or the side braking distance of the vehicle, an innermost surrounding frame of at least two layers of nested surrounding frames is generated, and a speed limiting area in the innermost surrounding frame is a braking area.

Wherein, the bounding box of the innermost layer is also called as stop bounding box. And the speed limit threshold corresponding to the brake area is 0.

In this embodiment, the vehicle body contour of the vehicle includes a plurality of corner points of the vehicle body and line segments connecting adjacent corner points, which are referred to as boundary lines or contour line segments of the vehicle or the vehicle body contour.

Illustratively, the body contour of the vehicle may take the form of a fine contour including six corner points and boundary lines connecting adjacent corner points (six contour line segments of front, rear, left, right, front left, and front right), as shown in fig. 4, or a body contour as shown in fig. 10.

In addition, according to different application scenes, the fineness degree of the vehicle body contour of the vehicle can be set to be different, for example, for a straight-line driving scene such as cruising and normal driving, the vehicle rearview mirror protrudes outwards, so that surrounding obstacles are easy to collide, and the vehicle body contour including the rearview mirror contour can be adopted and is finer. For the rotating driving scenes such as autonomous parking and the like, the outline of a vehicle rearview mirror can be not additionally considered, the side face of the vehicle body is simplified into a straight line, and the calculation is simpler and more convenient.

In this embodiment, the vehicle rotation running means that the steering angle of the vehicle is greater than the angle threshold, and when the steering angle of the vehicle is smaller than the angle threshold, the vehicle may run approximately straight. The angle threshold may be set and adjusted as needed, and is not limited herein.

In this step, according to the forward brake stop distance of the vehicle, the forward boundary line of the vehicle body contour of the vehicle may be expanded outward by the forward brake stop distance, and the side boundary line of the vehicle body contour may be expanded outward by the corresponding side brake stop distance, so as to obtain the innermost surrounding frame.

For example, if the vehicle travels forward, according to the front brake-stop distance, the left brake-stop distance and the right brake-stop distance of the vehicle, the vehicle body profile is expanded forward by the front brake-stop distance, the left brake-stop distance is expanded leftward, and the right brake-stop distance is expanded rightward, so that the innermost surrounding frame is obtained.

In practical applications, when a vehicle runs in different directions, the parts of the vehicle which are easy to collide with obstacles are different, and some parts of the vehicle which are not easy to collide with the obstacles actively may exist. For example, when the vehicle is running straight ahead, the part from the rear wheel to the tail of the vehicle is not easy to collide with obstacles; when the vehicle runs forwards and turns right, the left side and the tail of the vehicle are not easy to collide with obstacles.

Optionally, when the lateral braking distance is set, only one side braking distance may be set; for brake-on distances on either side, different parts of the side boundary line of the vehicle can be set for different brake-on distances.

When the vehicle runs straight ahead, the part from the rear wheel to the tail of the vehicle is not easy to collide with an obstacle, when the enclosing frame of the innermost layer of the vehicle is determined, the part in front of the rear wheel and the rear wheel of the vehicle body contour can be expanded outwards by a lateral braking distance, the part behind the rear wheel (to the tail of the vehicle) is not expanded, the front boundary line of the vehicle body contour of the vehicle is expanded outwards by a front braking distance, the enclosing frame of the innermost layer is formed, and the area outside the inner vehicle body contour of the enclosing frame of the innermost layer is used as the speed limit area of the innermost layer. In addition, to simplify the calculation, when the boundary of the vehicle body contour is expanded, the side boundary line of the vehicle body contour may be approximated to a straight line to generate a bounding box as shown in fig. 5, where S1 in fig. 5 represents the front stop distance and S2 represents the side stop distance.

Alternatively, since the mirror portion of the vehicle is projected outward, when the vehicle is running straight ahead, a mirror-to-head portion (not including the mirror) first side brake-stop distance of the side boundary line of the vehicle and a mirror-to-tail portion (including the mirror) second side brake-stop distance may be set, the first side brake-stop distance being greater than the second side brake-stop distance, the first side brake-stop distance being greater than the width of the mirror, the front boundary line of the body contour of the vehicle is expanded outward by the front brake-stop distance to form an innermost bounding box as shown in fig. 6, S3 in fig. 6 represents the front brake-stop distance, S4 represents the first side brake-stop distance, and S5 represents the second side brake-stop distance. When the vehicle travels straight backward, a third side brake-stop distance from the rearview mirror to the tail part (without the rearview mirror) of the side boundary line of the vehicle and a fourth side brake-stop distance from the rearview mirror to the head part (with the rearview mirror) can be set, the third side brake-stop distance is larger than the fourth side brake-stop distance, the third side brake-stop distance is larger than the width of the rearview mirror, the front boundary line of the vehicle body contour of the vehicle is expanded outwards by the rear brake-stop distance to form an innermost surrounding frame as shown in fig. 7, S6 in fig. 7 represents the rear brake-stop distance, S7 represents the third side brake-stop distance, and S8 represents the fourth side brake-stop distance.

In this embodiment, through the above steps S301 to S302, the enclosure frame of the innermost layer of the vehicle, that is, the parking enclosure frame, may be determined, and the speed-limiting area in the parking enclosure frame is the parking area, which may accurately determine the parking area, and may improve the safety and reliability of the vehicle.

Step S303, at least one group of speed-limiting distances of the vehicle is obtained, wherein each group of speed-limiting distances comprises a forward speed-limiting distance and/or a side speed-limiting distance, the forward speed-limiting distance is larger than a forward braking distance, and the side speed-limiting distance is larger than a side braking distance.

The forward speed-limiting distance refers to the speed-limiting distance in the driving direction of the vehicle, and if the vehicle drives forwards, the forward speed-limiting distance is the front speed-limiting distance; if the vehicle is traveling in reverse, the forward speed limit distance is also the rearward speed limit distance.

The side speed-limiting distance comprises a left side speed-limiting distance and/or a right side speed-limiting distance, and the left side speed-limiting distance and the right side speed-limiting distance can be the same or different.

For the speed-limiting distance in any direction (front, rear, left side or right side), if the distance between any obstacle and the vehicle in the direction is less than or equal to the speed-limiting distance in the direction, the vehicle needs to be limited, and the specific speed-limiting threshold is determined according to the speed-limiting area where the obstacle is located.

The forward speed-limiting distance and the lateral speed-limiting distance of the vehicle can be set and adjusted according to the requirements of practical application scenarios, and the embodiment is not limited specifically here.

And S304, determining the surrounding frame corresponding to each group of speed-limiting distance according to each group of speed-limiting distance, the vehicle body outline and the driving direction of the vehicle to obtain at least one layer of surrounding frame except the surrounding frame of the innermost layer.

In this embodiment, according to each group of speed-limiting distances, a corresponding layer of bounding box may be generated, and the layer of bounding box and an adjacent inner layer of bounding box enclose a speed-limiting region.

In an optional embodiment, the step may be specifically implemented as follows:

expanding the side speed-limiting distance of the vehicle body profile to the side according to each group of speed-limiting distance to obtain an expanded first profile; determining a scanning area of the first contour in the next time period according to the driving direction of the vehicle; and generating a bounding box corresponding to each group of speed limit distances according to the scanning area and the forward speed limit distance of the first contour in the next time interval.

In general, when a vehicle travels straight, the scanned area of the vehicle can be approximated to a rectangular area, and the scanned area of the vehicle can be obtained by easily determining the area scanned by the contour of the vehicle body from the contour of the vehicle body of the vehicle. When the current vehicle runs in a turn, the turning radius of the vehicle can be determined according to the running direction of the vehicle, for example, the information of the running direction of the vehicle usually comprises wheel turning angle information, and the turning radius can be determined according to the wheel turning angle information; determining a turning circle center on an extension line of the axle center of a rear wheel of the vehicle according to the turning radius and the turning direction; the driving track of the vehicle can be determined according to the turning circle center and the turning radius, so that the scanning area of the vehicle body contour can be determined, and the scanning area of the vehicle can be obtained.

The method for determining the scanning area of the first contour is similar to the method for determining the scanning area of the vehicle, and may be implemented by any one of the existing methods for determining the scanning area of the vehicle, which is not described herein again.

Further, according to the scanning area of the first contour in the next time interval and the forward speed limit distance, generating a bounding box corresponding to each group of speed limit distances, which can be implemented as follows:

determining a forward boundary line of the corresponding enclosure frame according to the forward speed-limiting distance; and expanding the scanning area of the first contour in the next period forward to a forward boundary line along the driving direction, and determining a polygon enclosed by the boundary of the scanning area of the first contour in the next period and the forward boundary line as a speed-limiting enclosure frame corresponding to each group of speed-limiting distances.

Alternatively, a straight line, which is at a distance from the forward boundary line of the vehicle in the traveling direction of the vehicle as the forward speed limit distance and is parallel to the vehicle forward boundary line, may be determined as the forward boundary line of the corresponding enclosure frame.

Optionally, the next time interval can be set as a longer time interval, the scanning area of the first profile in the next time interval exceeds the speed limit range of the forward speed limit distance, the scanning area of the first profile in the next time interval is intercepted according to the forward speed limit distance, and the corresponding speed limit enclosure frame is determined.

In addition, the maximum speed-limiting distance of the side can be set, the side boundary of the speed-limiting enclosure frame can be determined according to the maximum speed-limiting distance of the side, and the shape and the size of the speed-limiting enclosure frame can be flexibly adjusted.

Optionally, when the side speed-limiting distance is set, only the speed-limiting distance of one side can be set; for the speed limit distance on any side, different parts of the boundary line of the side of the vehicle can be set to correspond to different speed limit distances. When the side boundary line of the vehicle is expanded outwards, each part is expanded by the corresponding speed limit distance.

For example, when the vehicle travels straight ahead, the rear wheel to the tail part of the vehicle is not easy to collide with an obstacle, and when the speed limit enclosure frame of the vehicle is determined, the side speed limit distance corresponding to the rear wheel of the vehicle body contour and the part in front of the rear wheel can be set to be a first distance, and the side speed limit distance corresponding to the part behind the rear wheel (to the tail part) can be set to be a second distance (which can be 0). For example, suppose the lateral speed-limiting distances on both sides are the same, the second distance is 0, and the first distance is S _{lat_soft} The front speed limit distance is S _soft ，S _{lat_soft} And S _soft Are all greater than 0, then the speed limit enclosure box as shown in fig. 8 can be determined.

For example, when the vehicle runs straight backwards, the whole vehicle body contour is easy to collide with the obstacle, so that the side surfaces of the vehicle body contour are arranged corresponding to the same lateral speed limit distance. For example, suppose the lateral speed-limiting distances on both sides are the same, S _{lat_soft} The rear speed limit distance is S _soft ，S _{lat_soft} And S _soft Are all greater than 0, then the speed limit enclosure box as shown in fig. 9 may be determined.

For example, when the vehicle rotates to run, the vehicle body contour of the part, far away from the running direction, of the vehicle body is not easy to collide with the obstacle actively, so that different parts of the vehicle body contour can be arranged for different speed limiting distances.

For example, when the vehicle is running while rotating to the right front, the left side of the vehicle, the rear part of the vehicle, and the part from the right rear wheel to the rear part of the vehicle are less likely to collide with an obstacle, so that the side speed limit distance corresponding to the side boundary line from the left front wheel to the front part of the vehicle (excluding the left front wheel) and the side boundary line from the right rear wheel axis to the front part of the vehicle can be set to S _{lat_soft} Setting the front speed limit distance as S _soft And the maximum speed-limiting distance of the left side is set to be 0 (for determining the left side boundary of the enclosure frame) and the maximum speed-limiting distance of the right side is set to be S9 (for determining the right side boundary of the enclosure frame), then the speed-limiting enclosure frame shown in fig. 10 can be determined.

For example, when the vehicle rotationally travels to the right and rear, the front and right rear wheels of the vehicle are less likely to actively collide with an obstacle, and therefore, the side speed limit threshold corresponding to the left side boundary line of the vehicle body contour and the side boundary line of the right rear wheel axis to the rear portion of the vehicle may be set as S _{lat_soft} Setting the rear speed limit distance as S _soft Then a speed limit enclosure as shown in fig. 11 may be determined.

Therefore, the bounding box matched with the shape of the scanning area of the vehicle in the next time interval can be generated according to the current driving direction of the vehicle, the speed-limiting area matched with the shape of the scanning area of the vehicle is further determined, and the obstacle can be found in advance, so that the speed is reduced in advance, the emergency brake or danger is avoided, and the safety and reliability of the vehicle are improved.

In another alternative embodiment, this step can also be implemented as follows:

determining a scanning area of the body contour of the vehicle in the next period according to the driving direction of the vehicle to obtain the scanning area of the vehicle; determining a forward boundary line of the corresponding enclosure frame according to the forward speed-limiting distance; and expanding the lateral speed-limiting distance of the scanning area of the vehicle to the lateral side according to each group of speed-limiting distance, expanding the scanning area to the forward boundary line forwards, and determining a polygon enclosed by the expanded scanning area boundary and the forward boundary line as a speed-limiting enclosure frame corresponding to each group of speed-limiting distance.

In this embodiment, through the steps S303 to S304, at least one layer of speed-limiting enclosure frame nested outside the parking enclosure frame can be determined, and a plurality of speed-limiting areas can be further determined, and the number of the speed-limiting enclosure frames can be set according to the needs of the actual application scene, so that the plurality of speed-limiting areas can be flexibly and accurately determined, and the actual scene of the vehicle can be closer to the driving scene. Therefore, in the process of driving the vehicle, the barrier can sequentially enter a plurality of different speed-limiting areas from the outer layer to the inner layer in the process of approaching the barrier, so that the speed-limiting control can be performed on the barrier for a plurality of times, the barrier is gradually decelerated until the barrier is braked, the speed-limiting control is more flexible and accurate, and the safety of passengers and road participants around the vehicle, which are brought by the automatic driving vehicle, is improved.

In an alternative embodiment, a first group of speed-limiting distances may be set, and the enclosure frames corresponding to the first group of speed-limiting distances are determined according to the first group of speed-limiting distances, the body outline and the driving direction of the vehicle, so as to obtain continuous speed-limiting enclosure frames.

Wherein the first set of speed limit distances comprises: the first front speed limiting distance and/or the first side speed limiting distance, and the first side speed limiting distance is larger than the side braking distance.

The innermost surrounding frame is nested in the continuous speed-limiting surrounding frame, and the speed-limiting area between the continuous speed-limiting surrounding frame and the innermost parking surrounding frame is a continuous speed-limiting area.

Because the speed limit threshold of the continuous speed limit area takes values in the speed limit interval, the speed limit threshold of the continuous speed limit area is positively correlated with the distance between the obstacles appearing in the continuous speed limit area and the vehicle. For the obstacles in the continuous speed limit area, the speed limit threshold determined according to the distance between the obstacle and the vehicle is reduced along with the reduction of the distance between the vehicle and the obstacle during the running of the vehicle.

By arranging the continuous speed-limiting area, when the barrier enters the continuous speed-limiting area and the vehicle approaches the barrier, the speed-limiting threshold of the vehicle is reduced along with the reduction of the distance between the barrier and the vehicle, so that emergency braking or danger is avoided, and the safety and reliability of the vehicle are improved.

For example, in a scenario where a vehicle is rotating for travel, such as autonomous parking, where the speed of the vehicle is generally low, two nested bounding boxes of the vehicle may be generated, including a parking bounding box and a continuous speed limit bounding box.

For example, taking the vehicle running in a right-forward rotation manner as an example, the two nested bounding boxes of the vehicle may be as shown in fig. 12, and sequentially from the inner layer to the outer layer: the braking surrounding frame and the continuous speed-limiting surrounding frame form a speed-limiting area which sequentially comprises from inside to outside: a brake-off area and a continuous speed-limiting area. If the vehicle is running while rotating to the right and rear, the surrounding frame and the speed limit area of the vehicle in the vehicle direction nest can be as shown in fig. 13. The case of the vehicle running while rotating left-front or left-right is similar, and no example is given here.

Further, a second group of speed-limiting distances can be set, and the enclosure frame corresponding to the second group of speed-limiting distances is determined according to the second group of speed-limiting distances, the body outline and the driving direction of the vehicle, so that the fixed speed-limiting enclosure frame is obtained. Wherein the second set of speed limit distances comprises: and the second side speed limit distance is greater than the side braking and stopping distance and less than the first side speed limit distance.

The surrounding frame of the innermost layer is nested in the fixed speed-limiting surrounding frame, and the fixed speed-limiting surrounding frame is nested in the continuous speed-limiting surrounding frame.

The speed limit area between the fixed speed limit surrounding frame and the innermost surrounding frame is a fixed speed limit area, the fixed speed limit area corresponds to a fixed speed limit threshold, and the fixed speed limit threshold is larger than the speed limit threshold corresponding to the braking area.

The speed limit area between the continuous speed limit surrounding frame and the fixed speed limit surrounding frame is a continuous speed limit area, and the minimum value of the speed limit area is greater than or equal to the fixed speed limit threshold value.

By adding the fixed speed limit area between the stop area and the continuous speed limit area, the safety and the reliability of the vehicle are ensured, and meanwhile, when the vehicle speed is reduced to a lower speed (the fixed speed limit threshold value) and a certain distance (greater than the stop distance) exists between the obstacle and the vehicle, the vehicle is kept to continuously run, the actual situation that the vehicle normally runs on a road is more approached, the driving habit of people and the riding requirement of passengers are better met, and the safety sense of the automatic driving vehicle brought to passengers and road participants around the vehicle is improved.

For example, in a scene that a vehicle runs straight on a road, cruises and the like, the speed of the vehicle is usually high, and three layers of nested surrounding frames of the vehicle can be generated, including a parking surrounding frame, a fixed speed-limiting surrounding frame and a continuous speed-limiting surrounding frame, so as to better control the speed of the vehicle.

For example, taking a vehicle traveling straight ahead as an example, three nested bounding boxes of a vehicle may be as shown in fig. 14, in order from inner to outer: stopping encloses frame, fixed speed limit and encloses frame and continuous speed limit and encloses the frame, and the speed limit region of formation is by inside to outside in proper order: a brake area, a fixed speed limit area and a continuous speed limit area. And when the obstacle appears in the brake area of the innermost layer, the vehicle is judged to be very dangerous, and the vehicle is immediately braked and stopped. When an obstacle appears in the middle fixed speed limit area, the obstacle is judged to be dangerous, the vehicle is controlled to be reduced to a low speed, and the vehicle speed is kept not higher than the fixed speed limit threshold value. When the obstacle appears in the continuous speed-limiting area, the vehicle is judged to be relatively safe, the speed-limiting threshold value is determined according to the distance between the obstacle and the vehicle, the speed of the vehicle is controlled not to be higher than the determined speed-limiting threshold value, and the safety and the reliability of the vehicle are guaranteed.

In another embodiment of this embodiment, multiple sets of different fixed speed-limiting distances may also be set to generate multiple layers of different fixed speed-limiting enclosure frames nested outside the parking enclosure frame to form a parking area and multiple layers of fixed speed-limiting areas, and the fixed speed-limiting thresholds corresponding to the fixed speed-limiting areas are sequentially increased according to the sequence from the inner layer to the outer layer, so that in the process that the vehicle approaches the obstacle, the obstacle may sequentially enter the multiple different fixed speed-limiting areas from the outer layer to the inner layer, and the speed-limiting control is performed on the obstacle for multiple times, and gradually reduced until the parking is performed, so that the speed-limiting control is more flexible and accurate, and the safety of passengers and road participants around the vehicle brought by the automatic driving vehicle is improved.

After a plurality of surrounding frames and a plurality of speed limit areas of the vehicle are determined, all the speed limit areas in the outermost surrounding frame are barrier screening areas, obstacles appearing in the barrier screening areas are detected, and the speed limit areas where the obstacles appear are determined.

In this embodiment, among the plurality of speed-limit regions formed from the inside to the outside, the priority of the speed-limit region in the inner layer is higher. When the speed limit control is carried out on the vehicle, according to the priority of each speed limit area, the speed limit control is carried out on the vehicle according to the speed limit threshold of the speed limit area with high priority.

For example, if obstacles appear in a plurality of speed limit areas at the same time, the speed limit of the vehicle is controlled according to the speed limit rule of the speed limit area with the highest priority in the speed limit areas where the obstacles appear.

For example, if an obstacle occurs in both a parking area and a continuous speed limit area, the vehicle is immediately braked according to the speed limit rule of the parking area with higher priority.

The specific manner of performing the vehicle speed limit control according to the speed limit rule of the speed limit area will be described in detail through steps S305 to S308.

And S305, controlling the vehicle to brake when the obstacle in the brake area is detected.

In each speed limit area, the priority of the brake-stopping area is the highest. When the obstacle in the braking area is detected, the vehicle is controlled to brake, the vehicle can be braked in time, and the safety and the reliability of the vehicle are guaranteed.

After step S305 is executed, there is no need to perform relevant calculation and speed limit control for obstacles in other speed limit areas with lower priority, that is, there is no need to execute steps S306 to S308.

And S306, when the obstacle is detected to appear in the fixed speed limit area, carrying out speed limit control on the vehicle according to the fixed speed limit threshold value of the fixed speed limit area.

When the obstacle is detected to appear in the fixed speed-limiting area, if the obstacle does not appear in the speed-limiting area with higher priority than the current fixed speed-limiting area, the speed-limiting control is carried out on the vehicle according to the fixed speed-limiting threshold value of the current fixed speed-limiting area, so that the running speed of the vehicle is equal to or less than the fixed speed-limiting threshold value, and the running speed of the vehicle is kept equal to or less than the fixed speed-limiting threshold value before the next speed-limiting control is carried out on the vehicle.

By adding the fixed speed limit area between the stop area and the continuous speed limit area, the safety and the reliability of the vehicle are ensured, and meanwhile, when the vehicle speed is reduced to a lower speed (the fixed speed limit threshold value) and a certain distance (greater than the stop distance) exists between a barrier and the vehicle, the vehicle is kept to continuously run, the actual situation that the vehicle normally runs on a road is more met, the driving habit of human beings and the riding requirements of passengers are better met, and the safety feeling of the automatic driving vehicle brought to passengers and road participants around the vehicle is improved.

After step S306 is executed, there is no need to perform related calculation and speed limit control for the obstacles in other speed limit areas with lower priority, that is, there is no need to execute steps S307 to S308.

And step S307, when the obstacle is detected to appear in the continuous speed-limiting area, determining a vehicle speed-limiting threshold corresponding to the obstacle according to the distance between the obstacle and the vehicle.

When the obstacle is detected to appear in the continuous speed-limiting area, if no obstacle appears in the speed-limiting areas with higher priority than the current continuous speed-limiting area, the vehicle speed-limiting threshold corresponding to the obstacle is determined according to the distance between the obstacle and the vehicle.

The speed limit threshold of the continuous speed limit area is taken within the speed limit interval, and the speed limit threshold of the continuous speed limit area is positively correlated with the distance between the obstacles appearing in the continuous speed limit area and the vehicle. For the obstacles in the continuous speed limit area, the speed limit threshold determined according to the distance between the obstacle and the vehicle is reduced along with the reduction of the distance between the vehicle and the obstacle during the running of the vehicle.

In the step, when at least one obstacle is detected to exist in the continuous speed-limiting area, the speed-limiting threshold corresponding to each obstacle is determined according to the subarea where each obstacle is located and the longitudinal distance and/or the transverse distance between each obstacle and the vehicle.

In this embodiment, the continuous speed limit area includes a longitudinal section and a non-longitudinal section, the longitudinal section is an area in the traveling direction of the vehicle, and the non-longitudinal section is an area not in the traveling direction of the vehicle.

In the step, the speed limit threshold corresponding to the barrier is determined according to the partition where the barrier is located and the longitudinal distance and/or the transverse distance between the barrier and the vehicle. Here, the longitudinal distance refers to a distance in a vehicle traveling direction, and the lateral distance refers to a distance in a direction perpendicular to the vehicle traveling direction.

Therefore, the speed limit control of the vehicle can not only gradually reduce the speed of the vehicle in the process of approaching the obstacle in the driving direction, but also avoid emergency braking; the vehicle can also gradually decelerate when approaching the side obstacle aiming at the side obstacle, and slowly pass through the obstacle, so that the scratch is avoided, and the safety and the stability of the vehicle running are improved.

Determining a speed limit threshold corresponding to each obstacle according to the partition where each obstacle is located and the longitudinal distance and/or the transverse distance between the obstacle and the vehicle, wherein the speed limit threshold corresponding to the obstacle at least comprises the following conditions:

(1) According to the subarea where each obstacle is located, if the obstacle is in the longitudinal subarea, determining the longitudinal distance between the obstacle and the vehicle; and determining a speed limit threshold corresponding to the obstacle according to the longitudinal distance between the obstacle and the vehicle.

Therefore, the speed of the vehicle can be gradually reduced in the process of approaching the obstacle in the driving direction, the emergency brake is avoided, and the driving safety and stability of the vehicle are improved.

Further, if the vehicle is rotationally driven, the longitudinal partition includes: and in the area scanned by the first expansion contour in the next time period, the first expansion contour is obtained by expanding the vehicle body contour of the vehicle to the side direction by the side brake stopping distance. In this case, the longitudinal partition may be further divided into a first partition and a second partition, wherein the first partition includes a region of the forward boundary scan of the first dilated profile in the next period, and the second partition includes a region of the lateral boundary scan of the first dilated profile in the next period.

If the obstacle is in the longitudinal partition, determining the longitudinal distance between the obstacle and the vehicle, which can be specifically realized by adopting the following mode:

determining a first partition and a second partition of the longitudinal partitions, the first partition including a region of a forward boundary scan of the first dilated profile during a next time period, the second partition including a region of a lateral boundary scan of the first dilated profile during the next time period; if the obstacle is in the first partition, determining the shortest distance between the obstacle and a forward boundary line of the vehicle body contour of the vehicle; and if the obstacle is in the second partition, determining the distance between the obstacle and the side boundary line of the vehicle body outline of the vehicle along the turning track according to the driving direction of the vehicle.

The longitudinal distance from the vehicle through the obstacle in the first zone is the shortest distance (i.e., the straight-line distance) of the obstacle to the body contour of the vehicle; the longitudinal distance between the obstacle and the vehicle in the second partition is the distance between the obstacle and the vehicle body contour of the vehicle along the turning track, so that the longitudinal distance corresponding to the obstacle can be more accurately determined, and the speed limit threshold corresponding to the obstacle can be accurately determined.

The speed limit threshold corresponding to the obstacle is determined according to the longitudinal distance between the obstacle and the vehicle, and the method can be specifically realized by adopting the following mode:

and calculating and determining the speed limit threshold corresponding to the barrier according to the maximum speed limit value, the minimum speed limit value, the maximum longitudinal distance and the minimum longitudinal distance of the continuous speed limit area and the longitudinal distance between the barrier and the vehicle. Therefore, the speed limit threshold corresponding to the barrier can be accurately determined according to the longitudinal distance of the barrier, so that the safety and the reliability of the vehicle are ensured.

Optionally, the speed limit threshold corresponding to the obstacle may be calculated and determined by using the following formula one according to the maximum speed limit value, the minimum speed limit value, the maximum longitudinal distance, the minimum longitudinal distance of the continuous speed limit area, and the longitudinal distance between the obstacle and the vehicle:

v _a ＝V _min +(V _max -V _min )×(s _lon -S _{min_lon} )/(S _{max_lon} -S _{min_lon} ) Formula one

Wherein v is _a Indicating the speed limiting threshold corresponding to the obstacle, s _lon Indicating the longitudinal distance, V, of the obstacle from the vehicle _max Maximum speed limit value, V, representing a continuous speed limit zone _min Minimum speed limit value, S, representing a continuous speed limit zone _{max_lon} Representing the maximum longitudinal distance, S, of successive speed-limiting zones _{min_lon} Representing the minimum longitudinal distance of the successive restricted speed zones.

(2) According to the subarea where each obstacle is located, if the vehicle runs in a rotating mode and the obstacle is in a non-longitudinal subarea, determining the transverse distance and the longitudinal distance between the obstacle and the vehicle; and determining a speed limit threshold corresponding to the barrier according to the transverse distance and the longitudinal distance between the barrier and the vehicle.

Therefore, the vehicle can gradually decelerate when approaching the side obstacle, and slowly pass through the obstacle, so that the scraping is avoided, and the safety and the stability of the vehicle running are improved.

Alternatively, if the vehicle is rotating and the obstacle is in a non-longitudinal zone, the shortest distance between the obstacle and the scanning area of the vehicle may be determined as the lateral distance between the obstacle and the vehicle. Therefore, the transverse distance between the obstacle and the vehicle in the running process of the vehicle can be determined more accurately, and the speed limit threshold corresponding to the obstacle can be determined accurately.

The scanning area of the vehicle is an area where the body contour of the vehicle is scanned in the next period.

Alternatively, if the vehicle runs in a rotating mode and the obstacle is in the non-longitudinal partition, the longitudinal distance between the obstacle and the vehicle is the distance between the obstacle and the vehicle body outline along the turning track, the longitudinal distance corresponding to the obstacle can be determined more accurately, and therefore the speed limit threshold corresponding to the obstacle can be determined accurately.

Further, determining a speed limit threshold corresponding to the obstacle according to the transverse distance and the longitudinal distance between the obstacle and the vehicle, including:

calculating a first speed according to the maximum speed limit value, the minimum speed limit value, the maximum longitudinal distance and the minimum longitudinal distance of the continuous speed limit area and the longitudinal distance between the barrier and the vehicle; and calculating and determining a speed limit threshold corresponding to the barrier according to the maximum speed limit value, the maximum transverse distance and the minimum transverse distance of the continuous speed limit area and the transverse distance between the barrier and the vehicle. Therefore, the longitudinal distance and the transverse distance of the barrier can be integrated, and the speed limit threshold corresponding to the barrier can be accurately determined so as to ensure the safety and the reliability of the vehicle.

Alternatively, the corresponding speed threshold may be determined as the first speed (which may be represented by v 1) by using the above equation one according to the maximum speed limit value, the minimum speed limit value, the maximum longitudinal distance, the minimum longitudinal distance of the consecutive speed limit zones, and the longitudinal distance between the obstacle and the vehicle.

Further, according to the first speed, the maximum speed limit value, the maximum transverse distance and the minimum transverse distance of the continuous speed limit area and the transverse distance between the barrier and the vehicle, the speed limit threshold corresponding to the barrier is calculated and determined by adopting the following formula II:

v _c ＝v ₁ +(V _max -v ₁ )×(s _lat -S _{min_lat} )/(S _{max_lat} -S _{min_lat} ) Formula II

Wherein v is _c Indicating the speed limiting threshold corresponding to the obstacle, s _lat Representing the transverse distance, v, of the obstacle from the vehicle ₁ Denotes a first speed, V _max Maximum speed limit value, S, representing a continuous speed limit zone _{max_lat} Representing the maximum lateral distance, S, of successive speed-limiting zones _{min_lat} Representing the minimum lateral distance of the successive restricted speed zones.

Alternatively, in the continuous speed limit area, the longitudinal distance between the obstacle and the inner boundary line of the continuous speed limit enclosure frame can be directly determined to obtain s _lon -S _{min_lon} And substituting the formula I to determine the speed limit threshold corresponding to the barrier.

For example, taking the case where the vehicle rotationally travels right forward, a continuous speed-limit area is divided into two areas as shown in fig. 15 on the basis of the surrounding frames and the speed-limit area nested in two layers of the vehicle shown in fig. 12The method comprises the following steps of showing areas A1, A2, A3, B and C, wherein the longitudinal areas comprise areas A1, A2, A3 and B, the non-longitudinal areas comprise areas C, the areas A1, A2 and A3 are first areas of the longitudinal areas, and the areas B are second areas of the longitudinal areas. The longitudinal distance s of an obstacle from the vehicle in the various different zones of the continuous speed-restricted zone is given in fig. 15 _lon Or s _lon -S _{min_lon} Schematic arrow of lateral distance. The longitudinal distance of the obstacle from the vehicle in the a-zone (first zone) is the shortest distance of the obstacle to the forward boundary line of the body contour of the vehicle, which is a straight-line distance. The length of the double-headed arrow in the a-zone in the figure indicates the longitudinal distance s of the obstacle from the vehicle in the a-zone _lon . In the sections A1 and A3, the shortest distance from the obstacle to the front boundary line (contour line segment immediately in front) of the body contour of the vehicle is a distance from one end point of the front boundary line, and in the section A2, the shortest distance from the obstacle to the front boundary line (contour line segment immediately in front) of the body contour of the vehicle is a perpendicular distance from the obstacle to the front boundary line of the body contour of the vehicle. In the partition B (the second partition), the distance along the turning track between the obstacle and the inner boundary line of the continuous speed-limiting enclosure frame can be directly determined to obtain s _lon -S _{min_lon} . The length of the double-headed arrow in the section B in the figure indicates s between the obstacle and the vehicle in the section B _lon -S _{min_lon} . Within the C-zone (non-longitudinal zone), the lateral distance of the obstacle from the vehicle and the longitudinal s can be determined _lon -S _{min_lon} 。

(3) If the vehicle is traveling straight, the longitudinal partition includes: in the area scanned by the second expansion contour in the next time period, the second expansion contour is obtained by expanding the body contour of the vehicle to the side by a first distance, and the first distance is determined according to the inner frame of the continuous speed-limiting area; the non-longitudinal zones include zones within the contiguous speed-limiting zone other than the longitudinal zones.

If the vehicle runs in a straight line, determining a transverse partition and a transverse partition of the non-longitudinal partition, wherein the transverse partition comprises a side area of the second expansion contour, and the transverse partition comprises an area except the transverse partition in the non-longitudinal partition; if the obstacle is in the transverse subarea, determining the transverse distance between the obstacle and the vehicle, and determining a speed limit threshold corresponding to the obstacle according to the transverse distance between the obstacle and the vehicle; and if the obstacle is in the transverse and longitudinal partitions, determining the transverse distance and the longitudinal distance between the obstacle and the vehicle, and determining a speed limit threshold corresponding to the obstacle according to the transverse distance and the longitudinal distance between the obstacle and the vehicle.

If the vehicle runs in a straight line, determining a transverse subarea and a transverse subarea which are not longitudinal subareas, wherein the transverse subarea comprises a side area of the vehicle, and the transverse subarea comprises an area except the transverse subarea in the non-longitudinal subareas; if the obstacle is in the transverse subarea, determining the transverse distance between the obstacle and the vehicle, and determining a speed limit threshold corresponding to the obstacle according to the transverse distance between the obstacle and the vehicle; and if the obstacle is in the transverse and longitudinal partitions, determining the transverse distance and the longitudinal distance between the obstacle and the vehicle, and determining a speed limit threshold corresponding to the obstacle according to the transverse distance and the longitudinal distance between the obstacle and the vehicle.

Therefore, the vehicle can gradually decelerate when approaching the side obstacle, and slowly pass through the obstacle, so that the scraping is avoided, and the safety and the stability of the vehicle running are improved. Meanwhile, the speed limit threshold value can be determined in a transverse and longitudinal partition in an oblique front or oblique rear direction in a bilinear interpolation mode, and the continuity of the speed limit threshold value in the whole continuous speed limit area is ensured.

Wherein, according to the horizontal distance of barrier and vehicle, confirm the speed limit threshold value that the barrier corresponds, include:

and calculating and determining a speed limit threshold corresponding to the barrier according to the maximum speed limit value, the minimum speed limit value, the maximum transverse distance and the minimum transverse distance of the continuous speed limit areas and the transverse distance between the barrier and the vehicle. Therefore, the speed limit threshold corresponding to the obstacle can be accurately determined according to the transverse distance of the obstacle, so that the safety and the reliability of the vehicle are ensured.

Optionally, the speed limit threshold corresponding to the obstacle may be calculated and determined by using the following formula three according to the maximum speed limit value, the minimum speed limit value, the maximum transverse distance, the minimum transverse distance of the continuous speed limit area, and the transverse distance between the obstacle and the vehicle:

v _b ＝V _min +(V _max -V _min )×(s _lat -S _{min_lat} )/(S _{max_lat} -S _{min_lat} ) Formula three

Wherein v is _b Indicating the speed limit threshold, s, corresponding to the obstacle _lat Indicating the transverse distance, V, of the obstacle from the vehicle _max Maximum speed limit value, V, representing a continuous speed limit zone _min Minimum speed limit value, S, representing a continuous speed limit zone _{max_lat} Representing the maximum longitudinal distance, S, of successive speed-limiting zones _{min_lat} Representing the minimum longitudinal distance of the successive restricted speed zones.

Therefore, for the obstacles in the transverse and longitudinal zones, a bilinear difference mode can be adopted, the transverse distance and the longitudinal distance between the obstacles and the vehicle are synthesized to determine the corresponding speed limit threshold, and the continuous change of the speed limit threshold in the continuous speed limit zone is ensured.

Alternatively, in the continuous speed limit area, the transverse distance between the barrier and the inner boundary line of the continuous speed limit enclosure frame can be directly determined to obtain s _lat -S _{min_lat} And substituting the formula II or the formula III to determine the speed limit threshold corresponding to the obstacle.

For example, taking a vehicle traveling straight forward as an example, as shown in fig. 14, the surrounding frame and the speed-limit area of the vehicle may divide the continuous speed-limit area into A, B and C sections as shown in fig. 14, where the section a is a longitudinal section of the continuous speed-limit area, the sections B and C are non-longitudinal sections of the continuous speed-limit area, the section B is a transverse section, and the section C is a transverse-longitudinal section.

Exemplarily, it is assumed that the maximum lateral distance and the maximum longitudinal distance of the fixed speed-limiting area in fig. 14 are 0.5 meter and 3 meters, respectively, that is, the minimum lateral distance and the minimum longitudinal distance of the continuous speed-limiting area are 0.5 meter and 3 meters, respectively; the maximum longitudinal distance of the continuous speed-limiting area is 6 meters, the maximum transverse distance is 0.8 meter, the maximum speed-limiting value is 2 meters/second, and the minimum speed-limiting value is 0.5 meter/second. The speed limit threshold of the fixed speed limit area is 0.5 m/s. Then, the speed limit threshold v corresponding to the obstacle in the area A _a Comprises the following steps: 0.5+ (2-0.5) × (longitudinal distance-3)(6-3), speed limiting threshold v corresponding to obstacle in zone B _b Comprises the following steps: 0.5+ (2-0.5) × (lateral distance-0.5)/(0.8-0.5), speed limit threshold v corresponding to the obstacle in zone C _c Comprises the following steps: v. of ₁ +(2-v ₁ ) X (transverse distance-0.5)/(0.8-0.5), wherein v ₁ =0.5+ (2-0.5) × (longitudinal distance-3)/(6-3).

And step S308, carrying out speed limit control on the vehicle according to the vehicle speed limit threshold corresponding to the obstacle.

In the step, the speed limit of the vehicle is controlled according to the minimum value of the speed limit threshold values corresponding to all the obstacles appearing in the continuous speed limit area.

After the vehicle speed limit threshold corresponding to the obstacle is determined, if a plurality of obstacles exist in the continuous speed limit area, the minimum value of the speed limit threshold corresponding to all the obstacles is taken according to the speed limit threshold corresponding to each obstacle, and the vehicle is subjected to speed limit control according to the minimum value so as to ensure the safety and the stability of vehicle running.

On the basis of any implementation manner of any embodiment of the above embodiments, for the case that an obstacle occurs in an area outside the outermost surrounding frame, the conventional speed limiting manner for the obstacle is processed based on the automatic driving system of the vehicle itself, and details are not repeated here.

For example, the vehicle can be subjected to speed limit control according to the current driving scene and the highest speed limit value required by the scene.

In addition, in this embodiment, the multi-layer nested bounding box of the vehicle may be expanded into a three-dimensional bounding box, and the speed limit of the vehicle may be controlled according to the obstacles entering the three-dimensional bounding box, where the obstacles entering the three-dimensional bounding box may include not only the obstacles on the ground but also the obstacles in the air, such as branches, guideboards, and birds.

According to the method and the device, in the driving process of the vehicle, at least two layers of nested surrounding frames of the vehicle are determined in real time according to the vehicle body outline and the driving direction of the vehicle, a plurality of speed limit areas are determined, when an obstacle appears in any speed limit area, the speed limit control is performed on the vehicle according to the speed limit threshold of the speed limit area where the obstacle is located, each speed limit area corresponds to one or more speed limit thresholds, the maximum speed limit threshold corresponding to the speed limit area on the outer layer is larger, therefore, in the driving process of the vehicle, in the process that the vehicle approaches the obstacle, the obstacle can sequentially enter a plurality of different speed limit areas from the outer layer to the inner layer, so that the speed limit control can be performed on the obstacle for multiple times, the speed is gradually reduced until the vehicle is braked, and the speed limit control is more flexible and accurate; furthermore, the continuous speed limit area is divided into a plurality of different zones, the distance between the obstacle and the vehicle can be determined in different modes for the obstacles in the different zones, the corresponding speed limit threshold value is determined through calculation, the speed can be slowly reduced from far to near in the longitudinal direction to avoid rush/sudden braking, the obstacles slowly pass through the lateral direction to avoid scratch, the transverse and longitudinal bilinear difference between the left front part, the right front part, the left back part and the right back part ensures that the speed limit threshold value in the continuous speed limit area continuously changes, and the safety of passengers and road participants around the vehicle brought by the automatic driving vehicle is improved.

Fig. 16 is a schematic diagram of a device for controlling vehicle speed limit provided by a third embodiment of the present disclosure. The vehicle speed limit control equipment provided by the embodiment of the disclosure can execute the processing flow provided by the method embodiment of the vehicle speed limit control. As shown in fig. 16, the apparatus 160 for vehicle speed limit control includes:

specifically, the enclosure generating module 161 is configured to determine at least two layers of nested enclosures of the vehicle according to a vehicle body contour and a driving direction of the vehicle during driving of the vehicle, where a shape of at least one layer of the enclosure is matched with a shape of a scanning area of the vehicle in a next time period, the scanning area is an area scanned by the vehicle body contour during driving of the vehicle, a ground area except the vehicle body contour in an outermost layer of the enclosure is divided into at least two speed-limiting areas, each speed-limiting area corresponds to one or more speed-limiting thresholds, and a maximum speed-limiting threshold corresponding to an outermost layer of speed-limiting areas is larger.

And the speed limit control module 162 is used for carrying out speed limit control on the vehicle according to the speed limit threshold of the speed limit area where the obstacle is located when the obstacle is detected to appear in any speed limit area.

The device provided in the embodiment of the present disclosure may be specifically configured to execute the method embodiment provided in the first embodiment, and specific functions are not described herein again.

Fig. 17 is a schematic diagram of a device for controlling vehicle speed limit provided by a fourth embodiment of the present disclosure. The vehicle speed limit control equipment provided by the embodiment of the disclosure can execute the processing flow provided by the method embodiment of the vehicle speed limit control. As shown in fig. 17, the apparatus 170 for vehicle speed limit control includes:

specifically, the enclosure generating module 171 is configured to determine at least two layers of nested enclosures of the vehicle according to a vehicle body contour and a driving direction of the vehicle during driving of the vehicle, where a shape of at least one layer of the enclosures matches a shape of a scanning area of the vehicle in a next time period, the scanning area is an area scanned by the vehicle body contour during driving of the vehicle, a ground area except the vehicle body contour in an outermost layer of the enclosures is divided into at least two speed-limiting areas, each speed-limiting area corresponds to one or more speed-limiting thresholds, and a maximum speed-limiting threshold corresponding to an outermost layer of speed-limiting areas is larger.

And the speed limit control module 172 is used for carrying out speed limit control on the vehicle according to the speed limit threshold of the speed limit area where the obstacle is located when the obstacle is detected to appear in any speed limit area.

Optionally, as shown in fig. 17, the bounding box generating module 171 includes:

a braking distance obtaining unit 1711, configured to obtain a forward braking distance and/or a lateral braking distance of the vehicle.

A stop-brake surrounding frame determining unit 1712, configured to generate a surrounding frame of an innermost layer of at least two nested layers of surrounding frames according to a vehicle body contour, a driving direction, and a forward stop-brake distance and/or a lateral stop-brake distance of the vehicle.

Wherein, the speed limit area in the surrounding frame of the innermost layer is a brake area.

Optionally, the brake stopping distance obtaining unit is further configured to:

and determining the forward braking distance and/or the side braking distance of the vehicle according to the current running speed and the maximum deceleration of the vehicle.

Optionally, as shown in fig. 17, the speed limit control module 172 includes:

a brake control unit 1721 for:

and when detecting that the obstacle appears in the braking area, controlling the vehicle to brake, wherein the speed limit threshold value corresponding to the braking area is 0.

the speed-limiting distance acquiring unit 1713 is configured to acquire at least one group of speed-limiting distances of the vehicle, where each group of speed-limiting distances includes a forward speed-limiting distance and/or a lateral speed-limiting distance, the forward speed-limiting distance is greater than the forward braking distance, and the lateral speed-limiting distance is greater than the lateral braking distance.

And the speed-limiting surrounding frame determining unit 1714 is used for determining the surrounding frame corresponding to each group of speed-limiting distance according to each group of speed-limiting distance, the body outline and the driving direction of the vehicle to obtain at least one layer of surrounding frame except the innermost surrounding frame.

Optionally, the speed limit enclosure frame determining unit includes:

and the contour expanding subunit is used for expanding the vehicle body contour of the vehicle to the lateral side for the speed-limiting distance according to each group of speed-limiting distance to obtain an expanded first contour.

And the scanning area determining subunit is used for determining a scanning area of the first profile in the next time interval according to the driving direction of the vehicle.

And the speed limit bounding box determining subunit is used for generating a bounding box corresponding to each group of speed limit distances according to the scanning area and the forward speed limit distance of the first contour in the next time interval.

Optionally, the speed limit bounding box determining subunit is further configured to:

Optionally, the speed limit enclosure frame determining unit includes:

the continuous speed-limiting bounding box determining subunit is used for:

and determining the enclosure frame corresponding to the first group of speed-limiting distances according to the first group of speed-limiting distances, the body outline and the driving direction of the vehicle to obtain a continuous speed-limiting enclosure frame.

Wherein the first set of speed limit distances comprises: the first forward speed limit distance and/or the first side speed limit distance are/is larger than the side brake stopping distance; the surrounding frame of the innermost layer is nested in the continuous speed-limiting surrounding frame, and a speed-limiting area between the continuous speed-limiting surrounding frame and the surrounding frame of the innermost layer is a continuous speed-limiting area; the speed limit threshold of the continuous speed limit area is taken within the speed limit interval, and the speed limit threshold of the continuous speed limit area is positively correlated with the distance between the obstacles appearing in the continuous speed limit area and the vehicle.

Optionally, as shown in fig. 17, the speed limit control module 172 includes:

a continuous speed limit control unit 1722, configured to:

when the obstacle is detected to appear in the continuous speed-limiting area, determining a vehicle speed-limiting threshold corresponding to the obstacle according to the distance between the obstacle and the vehicle; and carrying out speed limit control on the vehicle according to the vehicle speed limit threshold corresponding to the barrier.

Optionally, the speed limit enclosure determination unit includes:

the fixed speed-limiting surrounding frame determines a sub-unit used for:

and determining the surrounding frame corresponding to the second group of speed-limiting distances according to the second group of speed-limiting distances, the vehicle body outline and the driving direction of the vehicle to obtain the fixed speed-limiting surrounding frame.

Wherein the second set of speed limit distances comprises: a second forward speed limit distance and/or a second side speed limit distance, wherein the second side speed limit distance is greater than the side brake-stop distance and less than the first side speed limit distance; the surrounding frame of the innermost layer is nested in the fixed speed-limiting surrounding frame, and the fixed speed-limiting surrounding frame is nested in the continuous speed-limiting surrounding frame; the speed limit area between the fixed speed limit surrounding frame and the innermost surrounding frame is a fixed speed limit area, the fixed speed limit area corresponds to a fixed speed limit threshold, and the fixed speed limit threshold is greater than a speed limit threshold corresponding to a braking area; the speed limit area between the continuous speed limit surrounding frame and the fixed speed limit surrounding frame is a continuous speed limit area, and the minimum value of the speed limit area is greater than or equal to the fixed speed limit threshold value.

Optionally, as shown in fig. 17, the speed limit control module 172 includes:

a fixed speed limit control unit 1723, configured to:

and when the obstacle is detected to appear in the fixed speed-limiting area, carrying out speed-limiting control on the vehicle according to the fixed speed-limiting threshold value of the fixed speed-limiting area.

Optionally, the continuous speed limit area includes a longitudinal section and a non-longitudinal section, the longitudinal section is an area in the traveling direction of the vehicle, and the non-longitudinal section is an area not in the traveling direction of the vehicle.

The continuous speed limit control unit is also used for:

and determining a speed limit threshold corresponding to the barrier according to the partition where the barrier is located and the longitudinal distance and/or the transverse distance between the barrier and the vehicle.

Optionally, the continuous speed limit control unit is further configured to:

according to the subarea where each obstacle is located, if the obstacle is in the longitudinal subarea, determining the longitudinal distance between the obstacle and the vehicle; and determining a speed limit threshold corresponding to the barrier according to the longitudinal distance between the barrier and the vehicle.

Optionally, the continuous speed limit control unit is further configured to:

according to the subarea where each obstacle is located, if the vehicle runs in a rotating mode and the obstacle is in a non-longitudinal subarea, determining the transverse distance and the longitudinal distance between the obstacle and the vehicle; and determining a speed limit threshold corresponding to the barrier according to the transverse distance and the longitudinal distance between the barrier and the vehicle.

Optionally, the continuous speed limit control unit is further configured to:

if the vehicle runs in a straight line, determining a transverse subarea and a transverse subarea which are not longitudinal subareas, wherein the transverse subarea comprises a side area of the vehicle, and the transverse subarea comprises an area except the transverse subarea in the non-longitudinal subareas; if the obstacle is in the transverse subarea, determining the transverse distance between the obstacle and the vehicle, and determining a speed limit threshold corresponding to the obstacle according to the transverse distance between the obstacle and the vehicle; and if the obstacle is in the transverse and longitudinal subareas, determining the transverse distance and the longitudinal distance between the obstacle and the vehicle, and determining the speed limit threshold corresponding to the obstacle according to the transverse distance and the longitudinal distance between the obstacle and the vehicle.

The device provided in the embodiment of the present disclosure may be specifically configured to execute the method embodiment provided in the second embodiment, and specific functions are not described herein again.

According to the method and the device, in the driving process of the vehicle, at least two layers of nested surrounding frames of the vehicle are determined in real time according to the vehicle body outline and the driving direction of the vehicle, a plurality of speed limit areas in the screening area are further determined, when an obstacle is detected in any speed limit area, speed limit control is performed on the vehicle according to the speed limit threshold of the speed limit area where the obstacle is located, wherein the shape of at least one layer of surrounding frame is matched with the shape of the scanning area of the vehicle in the next time period, so that the shape of the speed limit area divided by the surrounding frames is matched with the shape of the scanning area of the vehicle in the next time period, the obstacle can be found in advance, the speed is reduced in advance, and emergency braking or danger is avoided; and each speed limit area corresponds to one or more speed limit thresholds, and the maximum speed limit threshold corresponding to the speed limit area beyond the outer layer is larger, so that in the running process of the vehicle, in the process that the vehicle approaches to the barrier, the barrier can sequentially enter a plurality of different speed limit areas from the outer layer to the inner layer, so that the speed limit control can be performed on the barrier for a plurality of times, the speed is gradually reduced until the vehicle is braked, the speed limit control is more flexible and accurate, and the safety sense of passengers and road participants around the vehicle, which is brought by the automatic driving of the vehicle, is improved.

In the technical scheme of the disclosure, the acquisition, storage, application and the like of the personal information of the related user all accord with the regulations of related laws and regulations, and do not violate the customs of public sequences.

According to an embodiment of the present disclosure, the present disclosure also provides an electronic device and a readable storage medium.

FIG. 18 shows a schematic block diagram of an example electronic device 1800 with which embodiments of the present disclosure may be practiced. Electronic devices are intended to represent various forms of digital computers, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. The electronic device may also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions, are meant to be examples only, and are not meant to limit implementations of the disclosure described and/or claimed herein.

As shown in fig. 18, the device 1800 includes a computing unit 1801, which may perform various appropriate actions and processes in accordance with a computer program stored in a Read Only Memory (ROM) 1802 or a computer program loaded from the storage unit 1808 into a Random Access Memory (RAM) 1803. In the RAM 1803, various programs and data necessary for the operation of the device 1800 may also be stored. The computing unit 1801, ROM 1802, and RAM 1803 are connected to each other by a bus 1804. An input/output (I/O) interface 1805 is also connected to bus 1804.

Various components in device 1800 connect to I/O interface 1805, including: an input unit 1806 such as a keyboard, a mouse, and the like; an output unit 1807 such as various types of displays, speakers, and the like; a storage unit 1808 such as a magnetic disk, an optical disk, or the like; and a communication unit 1809 such as a network card, modem, wireless communication transceiver, etc. The communication unit 1809 allows the device 1800 to exchange information/data with other devices via a computer network, such as the internet, and/or various telecommunications networks.

Computing unit 1801 may be a variety of general and/or special purpose processing components having processing and computing capabilities. Some examples of the computing unit 1801 include, but are not limited to, a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), various dedicated Artificial Intelligence (AI) computing chips, various computing units running machine learning model algorithms, a Digital Signal Processor (DSP), and any suitable processor, controller, microcontroller, and so forth. The computing unit 1801 executes the respective methods and processes described above, such as the method of vehicle speed limit control. For example, in some embodiments, the method of vehicle speed limit control may be implemented as a computer software program tangibly embodied in a machine-readable medium, such as storage unit 1808. In some embodiments, part or all of a computer program can be loaded and/or installed onto the device 1800 via the ROM 1802 and/or the communication unit 1809. When the computer program is loaded into RAM 1803 and executed by computing unit 1801, one or more steps of the method of vehicle speed limit control described above may be performed. Alternatively, in other embodiments, the computing unit 1801 may be configured by any other suitable means (e.g., by means of firmware) to perform the method of vehicle speed limit control.

Various implementations of the systems and techniques described here above may be implemented in digital electronic circuitry, integrated circuitry, field Programmable Gate Arrays (FPGAs), application Specific Integrated Circuits (ASICs), application Specific Standard Products (ASSPs), system on a chip (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: implemented in one or more computer programs that are executable and/or interpretable on a programmable system including at least one programmable processor, which may be special or general purpose, receiving data and instructions from, and transmitting data and instructions to, a storage system, at least one input device, and at least one output device.

Program code for implementing the methods of the present disclosure may be written in any combination of one or more programming languages. These program codes may be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the program codes, when executed by the processor or controller, cause the functions/operations specified in the flowchart and/or block diagram to be performed. The program code may execute entirely on the machine, partly on the machine, as a stand-alone software package partly on the machine and partly on a remote machine or entirely on the remote machine or server.

In the context of this disclosure, a machine-readable medium may be a tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

To provide for interaction with a user, the systems and techniques described here can be implemented on a computer having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to a user; and a keyboard and a pointing device (e.g., a mouse or a trackball) by which a user can provide input to the computer. Other kinds of devices may also be used to provide for interaction with a user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form, including acoustic, speech, or tactile input.

The systems and techniques described here can be implemented in a computing system that includes a back-end component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such back-end, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local Area Networks (LANs), wide Area Networks (WANs), and the Internet.

The computer system may include clients and servers. A client and server are generally remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. The Server may be a cloud Server, also called a cloud computing Server or a cloud host, and is a host product in a cloud computing service system, so as to solve the defects of high management difficulty and weak service extensibility in a traditional physical host and VPS service ("Virtual Private Server", or "VPS" for short). The server may also be a server of a distributed system, or a server incorporating a blockchain.

It should be understood that various forms of the flows shown above may be used, with steps reordered, added, or deleted. For example, the steps described in the present disclosure may be executed in parallel, sequentially, or in different orders, as long as the desired results of the technical solutions disclosed in the present disclosure can be achieved, and the present disclosure is not limited herein.

The above detailed description should not be construed as limiting the scope of the disclosure. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may be made in accordance with design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present disclosure should be included in the scope of protection of the present disclosure.

Claims

1. A method of vehicle speed limit control, comprising:

in the running process of a vehicle, determining at least two speed limit areas of the vehicle according to the body contour and the running direction of the vehicle, wherein the at least two speed limit areas comprise continuous speed limit areas, the speed limit threshold values of the continuous speed limit areas take values in the speed limit areas, the speed limit threshold values of the continuous speed limit areas are positively correlated with the distance between obstacles appearing in the continuous speed limit areas and the vehicle, the continuous speed limit areas comprise longitudinal partitions and non-longitudinal partitions, the longitudinal partitions are areas in the running direction of the vehicle, and the non-longitudinal partitions are areas not in the running direction of the vehicle; the speed limit threshold is determined according to the partition where the obstacle is located and the longitudinal distance and/or the transverse distance between the obstacle and the vehicle;

2. The method of claim 1, wherein said determining at least two speed-restricted areas of the vehicle based on the body contour and the direction of travel of the vehicle comprises:

determining at least two layers of nested surrounding frames of the vehicle according to the body contour and the driving direction of the vehicle, wherein the shape of at least one layer of surrounding frame is matched with the shape of a scanning area of the vehicle in the next time period, and the scanning area is an area scanned by the body contour in the driving process of the vehicle;

and determining at least two speed-limiting areas of the vehicle according to the outermost surrounding frame in the at least two layers of nested surrounding frames, wherein the ground area except the vehicle body outline in the outermost surrounding frame is divided into the at least two speed-limiting areas, and each speed-limiting area corresponds to one or more speed-limiting threshold values.

3. The method of claim 2, wherein said determining at least two nested layers of bounding boxes of the vehicle from the body contour and the direction of travel of the vehicle comprises:

acquiring a forward braking distance and/or a lateral braking distance of the vehicle;

generating an enclosure frame of an innermost layer of the at least two layers of nested enclosure frames according to the body contour, the driving direction of the vehicle and the forward brake-stop distance and/or the side brake-stop distance;

and the speed limit area in the surrounding frame of the innermost layer is a brake area.

4. The method of claim 3, wherein the obtaining a forward stopping distance and/or a side stopping distance of the vehicle comprises:

5. The method according to claim 3, wherein when detecting that an obstacle appears in any one of the speed-limiting areas, the speed-limiting control of the vehicle according to the speed-limiting threshold of the speed-limiting area in which the obstacle is located comprises:

and when detecting that an obstacle appears in the braking area, controlling the vehicle to brake, wherein the speed limit threshold value corresponding to the braking area is 0.

6. The method according to any one of claims 3-5, wherein said determining at least two nested layers of bounding boxes of the vehicle from the body contour and the direction of travel of the vehicle comprises:

acquiring at least one group of speed-limiting distances of the vehicle, wherein each group of speed-limiting distance comprises a forward speed-limiting distance and/or a side speed-limiting distance, the forward speed-limiting distance is greater than the forward braking distance, and the side speed-limiting distance is greater than the side braking distance;

and determining the surrounding frame corresponding to each group of speed-limiting distance according to each group of speed-limiting distance, the vehicle body outline and the driving direction of the vehicle to obtain at least one layer of surrounding frame except the innermost layer of surrounding frame.

7. The method according to claim 6, wherein the determining the bounding box corresponding to each group of speed-limiting distances according to each group of speed-limiting distances, the body outline and the driving direction of the vehicle to obtain at least one layer of bounding box except the bounding box of the innermost layer comprises the following steps:

expanding the vehicle body contour of the vehicle to the side direction by the side speed limit distance according to each group of speed limit distance to obtain an expanded first contour;

determining a scanning area of the first contour in a next time period according to the driving direction of the vehicle;

and generating a surrounding frame corresponding to each group of speed limit distances according to the scanning area of the first contour in the next time interval and the forward speed limit distance.

8. The method of claim 7, wherein the generating a bounding box corresponding to each set of speed limit distances according to the scanning area of the first contour in the next time interval and the forward speed limit distance comprises:

determining a forward boundary line of the corresponding enclosure frame according to the forward speed-limiting distance;

and expanding the scanning area of the first contour in the next period forward along the driving direction to the forward boundary line, and determining a polygon formed by the boundary of the scanning area of the first contour in the next period and the forward boundary line as a speed limit enclosure frame corresponding to each group of speed limit distance.

9. The method according to claim 6, wherein the determining the bounding box corresponding to each group of speed-limiting distances according to each group of speed-limiting distances, the body outline and the driving direction of the vehicle to obtain at least one layer of bounding box except the bounding box of the innermost layer comprises the following steps:

determining an enclosure frame corresponding to the first group of speed-limiting distances according to the first group of speed-limiting distances, the body outline and the driving direction of the vehicle to obtain a continuous speed-limiting enclosure frame;

wherein the first set of speed limit distances comprises: the first side speed limit distance is greater than the side brake stopping distance;

the surrounding frame of the innermost layer is nested in the continuous speed-limiting surrounding frame, and the speed-limiting area between the continuous speed-limiting surrounding frame and the surrounding frame of the innermost layer is the continuous speed-limiting area.

10. The method according to claim 9, wherein when detecting that an obstacle appears in any one of the speed-limiting areas, performing speed-limiting control on the vehicle according to a speed-limiting threshold of the speed-limiting area in which the obstacle is located comprises:

when an obstacle is detected to appear in the continuous speed-limiting area, determining a vehicle speed-limiting threshold corresponding to the obstacle according to the distance between the obstacle and the vehicle;

and carrying out speed limit control on the vehicle according to the vehicle speed limit threshold corresponding to the obstacle.

11. The method according to claim 9 or 10, wherein the step of determining the bounding box corresponding to each set of speed-limiting distance according to each set of speed-limiting distance, the body contour and the driving direction of the vehicle to obtain at least one layer of bounding box except the bounding box of the innermost layer comprises the following steps:

determining an enclosure frame corresponding to the second group of speed-limiting distances according to the second group of speed-limiting distances, the body outline and the driving direction of the vehicle to obtain a fixed speed-limiting enclosure frame;

wherein the second set of speed limit distances comprises: a second forward speed limit distance and/or a second side speed limit distance, wherein the second side speed limit distance is greater than the side brake-stop distance and less than the first side speed limit distance;

the innermost surrounding frame is nested in the fixed speed-limiting surrounding frame, and the fixed speed-limiting surrounding frame is nested in the continuous speed-limiting surrounding frame;

a speed limit area between the fixed speed limit surrounding frame and the innermost surrounding frame is a fixed speed limit area, the fixed speed limit area corresponds to a fixed speed limit threshold, and the fixed speed limit threshold is greater than a speed limit threshold corresponding to the parking area;

12. The method according to claim 11, wherein when detecting that an obstacle appears in any one of the speed-limiting areas, performing speed-limiting control on the vehicle according to a speed-limiting threshold of the speed-limiting area in which the obstacle is located comprises:

13. The method of claim 1, wherein determining the speed limit threshold based on the zone in which the obstacle is located and a longitudinal distance and/or a lateral distance of the obstacle from the vehicle comprises:

according to the partition where each obstacle is located, if the obstacle is located in the longitudinal partition, determining the longitudinal distance between the obstacle and the vehicle;

and determining a speed limit threshold corresponding to the obstacle according to the longitudinal distance between the obstacle and the vehicle.

14. The method of claim 1, wherein determining the speed limit threshold based on the zone in which the obstacle is located and a longitudinal distance and/or a lateral distance of the obstacle from the vehicle comprises:

according to the subarea where each obstacle is located, if the vehicle runs in a rotating mode and the obstacle is located in the non-longitudinal subarea, determining the transverse distance and the longitudinal distance between the obstacle and the vehicle;

and determining a speed limit threshold corresponding to the obstacle according to the transverse distance and the longitudinal distance between the obstacle and the vehicle.

15. The method of claim 1, wherein determining the speed limit threshold according to the zone in which the obstacle is located and the longitudinal distance and/or the lateral distance of the obstacle from the vehicle comprises:

if the vehicle runs in a straight line, determining a transverse subarea and a transverse subarea of the non-longitudinal subarea, wherein the transverse subarea comprises a side area of the vehicle, and the transverse subarea comprises an area except the transverse subarea in the non-longitudinal subarea;

if the obstacle is in the transverse subarea, determining the transverse distance between the obstacle and the vehicle, and determining a speed limit threshold corresponding to the obstacle according to the transverse distance between the obstacle and the vehicle;

and if the obstacle is in the transverse and longitudinal zones, determining the transverse distance and the longitudinal distance between the obstacle and the vehicle, and determining a speed limit threshold corresponding to the obstacle according to the transverse distance and the longitudinal distance between the obstacle and the vehicle.

16. An apparatus for vehicle speed limit control, comprising:

the speed-limiting area determination module is used for determining at least two speed-limiting areas of the vehicle according to the body contour and the running direction of the vehicle in the running process of the vehicle, wherein the at least two speed-limiting areas comprise continuous speed-limiting areas, the speed-limiting threshold values of the continuous speed-limiting areas take values in the speed-limiting areas, the speed-limiting threshold values of the continuous speed-limiting areas are positively correlated with the distance between obstacles appearing in the continuous speed-limiting areas and the vehicle, the continuous speed-limiting areas comprise longitudinal partitions and non-longitudinal partitions, the longitudinal partitions are areas in the running direction of the vehicle, and the non-longitudinal partitions are areas not in the running direction of the vehicle; the speed limit threshold is determined according to the partition where the obstacle is located and the longitudinal distance and/or the transverse distance between the obstacle and the vehicle;

17. The apparatus of claim 16, wherein the speed-restricted area determination module comprises:

the surrounding frame generating unit is used for determining at least two layers of nested surrounding frames of the vehicle according to the body contour and the driving direction of the vehicle, wherein the shape of at least one layer of surrounding frame is matched with the shape of a scanning area of the vehicle in the next time period, and the scanning area is an area scanned by the body contour in the driving process of the vehicle;

and the speed limit area determining unit is used for determining at least two speed limit areas of the vehicle according to the outermost surrounding frame in the at least two layers of nested surrounding frames, wherein the ground area except the vehicle body outline in the outermost surrounding frame is divided into the at least two speed limit areas, and each speed limit area corresponds to one or more speed limit threshold values.

18. The apparatus of claim 17, wherein the bounding box generation unit comprises:

the braking distance acquisition unit is used for acquiring a forward braking distance and/or a lateral braking distance of the vehicle;

the brake surrounding frame determining unit is used for generating a surrounding frame of the innermost layer of the at least two layers of nested surrounding frames according to the vehicle body contour and the driving direction of the vehicle and the forward brake distance and/or the side brake distance;

19. The apparatus of claim 18, wherein the stopping distance acquisition unit is further configured to:

20. The apparatus of claim 18, wherein the speed limit control module comprises:

a brake control unit for:

and when detecting that an obstacle appears in the brake-stopping area, controlling the vehicle to brake, wherein the speed limit threshold corresponding to the brake-stopping area is 0.

21. The apparatus of any one of claims 18-20, wherein the speed-restricted area determination module comprises:

the speed-limiting distance acquisition unit is used for acquiring at least one group of speed-limiting distances of the vehicle, wherein each group of speed-limiting distances comprises a forward speed-limiting distance and/or a lateral speed-limiting distance, the forward speed-limiting distance is greater than the forward braking distance, and the lateral speed-limiting distance is greater than the lateral braking distance;

and the speed-limiting surrounding frame determining unit is used for determining the surrounding frame corresponding to each group of speed-limiting distance according to each group of speed-limiting distance, the body outline and the driving direction of the vehicle to obtain at least one layer of surrounding frame except the innermost layer of surrounding frame.

22. The apparatus of claim 21, wherein the speed limit enclosure box determination unit comprises:

the profile expansion subunit is used for expanding the vehicle body profile of the vehicle to the side for the side speed-limiting distance according to each group of speed-limiting distance to obtain an expanded first profile;

a scanning area determining subunit, configured to determine, according to a driving direction of the vehicle, a scanning area of the first profile in a next time period;

and the speed limit surrounding frame determining subunit is used for generating a surrounding frame corresponding to each group of speed limit distance according to the scanning area of the first contour in the next time interval and the forward speed limit distance.

23. The apparatus of claim 22, wherein the speed limit bounding box determining subunit is further configured to:

and expanding the scanning area of the first contour in the next period forward to the forward boundary line along the driving direction, and determining a polygon enclosed by the boundary of the scanning area of the first contour in the next period and the forward boundary line as a speed limit enclosure frame corresponding to each group of speed limit distance.

24. The apparatus of claim 21, wherein the speed limit enclosure box determination unit comprises:

the continuous speed-limiting bounding box determining subunit is used for:

determining surrounding frames corresponding to the first group of speed-limiting distances according to the first group of speed-limiting distances, the vehicle body outline and the driving direction of the vehicle to obtain continuous speed-limiting surrounding frames;

the innermost surrounding frame is nested in the continuous speed-limiting surrounding frame, and the speed-limiting area between the continuous speed-limiting surrounding frame and the innermost surrounding frame is the continuous speed-limiting area.

25. The apparatus of claim 24, wherein the speed limit control module comprises:

a continuous speed limit control unit for:

26. The apparatus as claimed in claim 24 or 25, wherein the speed limit enclosure box determining unit comprises:

the fixed speed-limiting surrounding frame determining subunit is used for:

wherein the second set of speed limit distances comprises: a second forward speed limit distance and/or a second lateral speed limit distance, wherein the second lateral speed limit distance is greater than the lateral braking distance and less than the first lateral speed limit distance;

a speed limit area between the fixed speed limit surrounding frame and the innermost surrounding frame is a fixed speed limit area, the fixed speed limit area corresponds to a fixed speed limit threshold, and the fixed speed limit threshold is greater than a speed limit threshold corresponding to the brake area;

27. The apparatus of claim 26, wherein the speed limit control module comprises:

the fixed speed limit control unit is used for:

28. The apparatus of claim 25, wherein the continuous speed limit control unit is further configured to:

according to the subarea where each obstacle is located, if the obstacle is located in the longitudinal subarea, determining the longitudinal distance between the obstacle and the vehicle;

29. The apparatus of claim 25, wherein the continuous speed limit control unit is further configured to:

30. The apparatus of claim 25, wherein the continuous speed limit control unit is further configured to:

31. An electronic device, comprising:

at least one processor; and

a memory communicatively coupled to the at least one processor; wherein the content of the first and second substances,

the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the method of any one of claims 1-15.

32. A non-transitory computer readable storage medium having stored thereon computer instructions for causing the computer to perform the method of any one of claims 1-15.