CN117227722A

CN117227722A - Speed adjusting method, device, equipment and storage medium

Info

Publication number: CN117227722A
Application number: CN202311103182.0A
Authority: CN
Inventors: 武楠; 杨川舟; 刘爽
Original assignee: Beijing Jingwei Hirain Tech Co Ltd
Current assignee: Beijing Jingwei Hirain Tech Co Ltd
Priority date: 2023-08-29
Filing date: 2023-08-29
Publication date: 2023-12-15

Abstract

The application discloses a speed adjusting method, a speed adjusting device, speed adjusting equipment and a speed storage medium. According to the speed of the objects on two sides and the influence of the distance between the speed of the objects on the two sides and the target vehicle on the psychological safety of the driver, the upper limit value of the speed of the target vehicle is automatically adjusted, so that the driver is in a psychologically safe state, and the automation degree of the speed adjustment of the self-adaptive cruise control system is improved.

Description

Speed adjusting method, device, equipment and storage medium

Technical Field

The application belongs to the technical field of automobiles, and particularly relates to a speed adjusting method, a speed adjusting device, speed adjusting equipment and a storage medium.

Background

The self-adaptive cruise control system (Adaptive Cruise Control, ACC for short) not only can cruise at a given speed, but also can adjust the running speed of the current vehicle according to the running state of the front vehicle, keep a dynamic safety distance from the front vehicle, improve driving comfort and reduce driving pressure of a driver.

The current mainstream technical scheme can be used for outputting the maximum cruising speed allowed by the traffic regulations under the current road by fusing the navigation speed limit and the speed limit identified by the TSR (Traffic Sign Recognition traffic sign identification) function. In this way, although the probability of occurrence of problems in this scene can be reduced to some extent, the self-adjustment cannot be performed for a specific scene.

Some prior art also proposes two speed regulation control methods, one is to set the cruising speed according to the driver's own, and one is to speed regulate the target that may have a risk of collision in front, this target may be a target that is already on the predicted driving track of the target vehicle, or a target that is not currently on the predicted driving track of the target vehicle but will invade the predicted driving track of the target vehicle in the future, i.e. cut into the target, there is no nearest preceding vehicle (Closest In Path Vehicle, CIPV for short) in front, and there is no tendency for the targets on both sides to cut into, at this time the ACC system will only take into account the cruising speed set by the driver. However, the positions of the targets on the two sides have a certain influence on the psychological tension of the driver, so when the driver encounters a relatively narrow channel, if the driver wants to keep the vehicle running at a low speed in the scene, the driver needs to manually reduce the cruising speed, and then when the vehicle exits the scene, the driver needs to manually adjust the cruising speed to be higher, and the operation can increase the take-over frequency of the driver, so that the speed adjustment of the vehicle is not intelligent enough.

Thus, the problem of the prior art is that the speed regulation of the adaptive cruise control system is not automated to a high degree.

Disclosure of Invention

The embodiment of the application provides a speed adjusting method, device, equipment and storage medium, which solve the problem of low speed adjusting automation degree of an adaptive cruise control system.

In a first aspect, an embodiment of the present application provides a method for adjusting a speed, where the method includes:

respectively acquiring a first object and a second object positioned at two sides of a target vehicle, and a first speed of the first object and a second speed of the second object, wherein the first object and the second object are positioned in a preset range in front of the target vehicle, and the first object and the second object are positioned at different sides of the target vehicle,

calculating a first lateral distance between the first object and the target vehicle and a second lateral distance between the second object and the target vehicle based on the first object and the second object, respectively,

determining a target traffic road width of the target vehicle based on the first lateral distance and the second lateral distance,

and adjusting the upper limit value of the speed of the target vehicle according to the first speed, the second speed and the target traffic road width.

In some possible implementations, the first object and the second object respectively include: at least one of a vehicle, an obstacle, a curb, and a lane line.

In some possible implementations, calculating a first lateral distance between the first object and the target vehicle and a second lateral distance between the second object and the target vehicle from the first object and the second object, respectively, includes:

a first sampling point of a first object and a second sampling point of a second object are obtained,

a first lateral distance between the first object and the target vehicle is determined from the first sampling point, and a second lateral distance between the second object and the target vehicle is determined from the second sampling point.

In some possible implementations, the first sampling point includes a corner point of the first object, the second sampling point includes a corner point of the second object, and the corner point is a point at the corner.

In some possible implementations, determining the target traffic road width of the target vehicle from the first lateral distance and the second lateral distance includes:

cutting the preset range perpendicular to the extending direction of the road to obtain N target grids, wherein N is a positive integer, each target grid comprises at least one first object and at least one second object,

the minimum value of the first lateral distance of the first object in the target mesh from the target vehicle is taken as the first minimum lateral distance,

The minimum value of the second lateral distance of the second object in the target mesh from the target vehicle is taken as the second minimum lateral distance,

and calculating the sum of the first minimum lateral distance and the second minimum lateral distance in the target grids to obtain the target passing road width of the target vehicle in each target grid.

In some possible implementations, adjusting the upper speed limit of the target vehicle based on the first speed, the second speed, and the target traffic road width includes:

based on the maximum value of the first speed, a first maximum speed is obtained,

based on the maximum value of the second speed, a second maximum speed is obtained,

calculating the difference between the first maximum speed and the second maximum speed in the target grid to obtain the target relative speed,

and adjusting the upper speed limit value of the target vehicle according to the target relative speed and the target traffic road width.

In some possible implementations, adjusting the upper speed limit of the target vehicle according to the target relative speed and the target traffic road width includes:

under the condition that the target relative speed is smaller than or equal to the target threshold value, determining the expected relative speed corresponding to the target traffic road width according to the corresponding relation between the target traffic road width and the expected relative speed, wherein the target traffic road width in the corresponding relation and the expected relative speed are in positive correlation,

According to the desired relative speed and the first speed, or according to the desired relative speed and the second speed, the upper limit value of the vehicle speed of the target vehicle is adjusted,

alternatively, in the case where the target relative speed is greater than the target threshold, the larger values of the first maximum speed and the second maximum speed are taken as the target speeds, the smaller values of the first maximum speed and the second maximum speed are taken as the target low speeds,

the target low speed is added to the desired relative speed, and then compared with the target high speed, the larger value is used as the target desired speed, and the target desired speed is used as the upper speed limit value of the target vehicle.

In some possible implementations, the method further includes:

a first longitudinal distance is acquired, wherein the first longitudinal distance is the distance between each target grid and the target vehicle in the extending direction of the road,

determining a calibration vehicle speed upper limit value of each target grid according to a first longitudinal distance and a vehicle speed upper limit value of each target grid respectively according to a preset relation, wherein the first longitudinal distance and the calibration vehicle speed upper limit value are in positive correlation in the preset relation, the vehicle speed upper limit value and the calibration vehicle speed upper limit value are in positive correlation,

and comparing the upper limit value of the calibrated vehicle speed of each target grid, and taking the minimum value as the upper limit value of the target vehicle speed.

In some possible implementations, the method further includes:

when the target vehicle speed upper limit value of the target vehicle changes within the preset fluctuation range, the target vehicle speed upper limit value of the target vehicle remains unchanged.

In a second aspect, an embodiment of the present application further provides a speed adjusting device, including:

an acquisition module for respectively acquiring a first object and a second object positioned at two sides of a target vehicle, and a first speed of the first object and a second speed of the second object, wherein the first object and the second object are positioned in a preset range in front of the target vehicle, and the first object and the second object are positioned at different sides of the target vehicle,

a calculation module for calculating a first lateral distance between the first object and the target vehicle based on the first object and the second object, respectively,

a determining module for determining a target traffic road width of the target vehicle according to the first lateral distance and the second lateral distance,

and the adjusting module is used for adjusting the upper speed limit value of the target vehicle according to the first speed, the second speed and the target traffic road width.

In a third aspect, embodiments of the present application also provide an apparatus comprising a processor and a memory storing computer program instructions; the processor, when executing the computer program instructions, implements the first aspect, or the method of adjusting the speed in any possible implementation of the first aspect.

In a fourth aspect, embodiments of the present application also provide a computer storage medium having stored thereon computer program instructions which, when executed by a processor, implement the first aspect, or a method of adjusting speed in any of the possible implementations of the first aspect.

In a fifth aspect, embodiments of the present application provide a computer program product, instructions in which, when executed by a processor of an electronic device, enable the electronic device to perform the method of adjusting speed in the first aspect, or any of the possible implementations of the first aspect.

According to the speed adjusting method, device, equipment and storage medium, the first object and the second object which are positioned at two sides of the target vehicle and the first speed of the first object and the second speed of the second object are respectively obtained in the preset range in front of the target vehicle, wherein the first object and the second object are positioned at different sides of the target vehicle, then the first transverse distance between the first object and the target vehicle and the second transverse distance between the second object and the target vehicle are respectively calculated according to the first object and the second object, and then the target traffic road width of the target vehicle is determined according to the first transverse distance and the second transverse distance, so that the speed upper limit value of the target vehicle is adjusted according to the first speed, the second speed and the target traffic road width. The first object and the second object are traffic participants with no collision risk at the periphery, the influence of the speeds of the first object and the second object and the distance between the speeds and the target vehicle on the psychological safety of the driver is considered, the upper speed limit value of the target vehicle is automatically adjusted, the driver is ensured to be in a psychological safety state, and the automation degree of speed adjustment of the adaptive cruise control system is improved.

Drawings

In order to more clearly illustrate the technical solution of the embodiments of the present application, the drawings that are needed to be used in the embodiments of the present application will be briefly described, and it is possible for a person skilled in the art to obtain other drawings according to these drawings without inventive effort.

FIG. 1 is a schematic flow chart of a speed adjusting method according to an embodiment of the present application;

FIG. 2 is a schematic flow chart of another speed adjusting method according to an embodiment of the present application;

FIG. 3 is a schematic diagram of a corresponding relationship between a passable road width and a desired relative speed according to an embodiment of the present application;

FIG. 4 is a schematic diagram of a method for calculating an upper limit of a vehicle speed according to an embodiment of the present application;

FIG. 5 is a flow chart of a further speed adjustment method according to an embodiment of the present application;

FIG. 6 is a graph of upper limit values of calibrated vehicle speeds for different target grids provided by an embodiment of the present application;

FIG. 7 is a flow chart of yet another speed adjustment method according to an embodiment of the present application;

FIG. 8 is a schematic diagram of a filtering of an upper limit of a target vehicle speed according to an embodiment of the present application;

FIG. 9 is a flow chart of yet another speed adjustment method provided by an embodiment of the present application;

FIG. 10-A is a schematic diagram of an identification provided by an embodiment of the present application;

FIG. 10-B is a waveform schematic of a velocity provided by an embodiment of the present application;

FIG. 10-C is a schematic illustration of test results provided by an embodiment of the present application;

FIG. 11 is a schematic view of a speed adjusting device according to an embodiment of the present application;

fig. 12 is a schematic structural diagram of an apparatus according to an embodiment of the present application.

Detailed Description

Features and exemplary embodiments of various aspects of the present application will be described in detail below, and in order to make the objects, technical solutions and advantages of the present application more apparent, the present application will be described in further detail below with reference to the accompanying drawings and the detailed embodiments. It should be understood that the particular embodiments described herein are meant to be illustrative of the application only and not limiting. It will be apparent to one skilled in the art that the present application may be practiced without some of these specific details. The following description of the embodiments is merely intended to provide a better understanding of the application by showing examples of the application.

It is noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising … …" does not exclude the presence of other like elements in a process, method, article or apparatus that comprises the element.

The self-adaptive cruise control ACC system can effectively ensure the safety of a driver by adjusting the upper limit value of the vehicle speed, when a cut-in target which is to invade a predicted track of a target vehicle is arranged in front of the target vehicle and is closest to the CIPV of the front vehicle or is arranged at the side of the target vehicle, the ACC system can judge that collision risk exists and automatically adjust the upper limit value of the vehicle speed, but when the ACC system detects that the surrounding environment has no collision risk, the self-set cruise vehicle speed is used as the upper limit value of the vehicle speed according to the driver, at the moment, if a relatively narrow channel is met, the vehicle is possibly in a continuous acceleration state because the cruise vehicle speed of the driver is too high, the vehicle is required to be manually reduced when the driver wants to keep running at a low speed under the scene, and when the driver is cruising out of the scene, the vehicle speed is required to be manually adjusted, so that the taking over time of the driver is increased, and the problem that the speed adjustment automation degree of the ACC system is not high is caused.

Based on the above, the embodiment of the application provides a speed adjusting method, a device, equipment and a storage medium, which take the influence of surrounding traffic participants without collision risk on the psychological safety of a driver into consideration, so that the upper limit value of the speed of a target vehicle is automatically adjusted, the driver is ensured to be in a psychological safety state, and the automation degree of speed adjustment of a self-adaptive cruise control system is improved.

The embodiment of the application mainly solves the problems that a narrow channel is formed by peripheral objects, for example: 1) A plurality of stationary vehicles in front; 2) A left iron fence, a right row of vehicles are parked; 3) Road edges are arranged on two sides, and the road is very narrow; 4) And (3) double yellow lines on one side and a vehicle on one side. These scenarios have a common feature that the target is not under consideration in the current ACC system, but the resulting channel is narrow and can have an impact on the driver, mainly due to the mismatch between the narrow channel and the excessive cruising speed in the current situation. According to the embodiment of the application, the cruising speed upper limit value of the target vehicle is regulated according to the width of the narrow channel and the speed of the boundary by actively detecting the narrow channel formed by the front object, so that the vehicle can pass through the channel at a relatively safe speed.

The technical scheme of the application is described below with reference to fig. 1, as shown in fig. 1, the lateral distance between objects on two sides of a target vehicle and the target vehicle is calculated by a sampling method, the space with the front length of 100m and the width of 10m of the target vehicle is discretized to obtain N discretized target grids, then key features of objects (vehicles and road edges) input by a sensing end are calculated to obtain corner points with the nearest lateral distance of the front vehicle, and the corner points are expanded and filled into the target grids after the previous discretization according to the length, the upper offset, the lower offset and the lateral offset of the target objects. When the same target grid is possibly filled by 2 to 3 targets at the same time, only the point with the nearest transverse distance is taken at the moment, and the narrowest boundary formed by the objects at the left side and the right side can be obtained after the point.

For example, the lateral distance of objects on both sides of the target vehicle in the discretized target grid (each column in the table represents one target grid) is shown in table one.

List one

Target grid	2	4	6	8	10	12	14	16	18	...	98	100
													Left object	5	5	5	1.6	1.6	1.6	1.6	1.6	1.6	5	5	5
Right side object	-5	-1.8	-1.8	-1.8	-1.8	-1.8	-1.8	-5	-5	-5	-5	-5

And filling the transverse distance between the road line and the road edge in each target grid as shown in a table II.

Watch II

Target grid	2	4	6	8	10	12	14	16	18	...	98	100
													Left object	2.3	2.3	2.3	1.6	1.6	1.6	1.6	1.6	1.6	2.3	5	5
Right side object	-2	-1.8	-1.8	-1.8	-1.8	-1.8	-1.8	-2	-2	-2	-5	-5

As shown in table one and table two, the left side in the same target grid has a plurality of lateral distances of objects, only the point with the closest lateral distance is taken at this time, and the right side is the same, after that, the narrowest boundary formed by the objects at the left and right sides can be obtained, for example, in table three, the lateral distances of 2 objects at the left side in the first target grid are respectively 5 and 2.3, then the minimum value is 2.3, and similarly, the minimum value of the lateral distance at the right side is-2.

Watch III

Target grid	2	4	6	8	10	12	14	16	18	...	98	100
													Left object	2.3	2.3	2.3	1.6	1.6	1.6	1.6	1.6	1.6	2.3	5	5
Right side object	-2	-1.8	-1.8	-1.8	-1.8	-1.8	-1.8	-2	-2	-2	-5	-5
													Width of passable	4.3	4.1	4.1	3.4	3.4	3.4	3.4	3.6	3.6	4.3	10	10

As shown in table three, after the minimum lateral distance between the objects at two sides is obtained, the absolute values of the distances at two sides are added to obtain the passable road width of the future motion track, for example, the passable width of the first target grid is 2.3+2=4.3m.

The speed adjusting method provided by the embodiment of the application is described in detail below with reference to the accompanying drawings.

Fig. 2 is a schematic diagram of a speed adjusting method according to an embodiment of the present application, as shown in fig. 2, the method may include steps S110 to S140.

S110, respectively acquiring a first object and a second object which are positioned at two sides of a target vehicle, and a first speed of the first object and a second speed of the second object, wherein the first object and the second object are positioned in a preset range in front of the target vehicle, and the first object and the second object are positioned at different sides of the target vehicle.

The target vehicle is a target vehicle driven by the driver. Traffic participants that are not at risk of collision on either side of the target vehicle may be referred to as a first object and a second object, for example, the object on the left side of the target vehicle is the first object and the object on the right side of the target vehicle is the second object. The first object and the second object may be static objects or dynamic objects.

The preset range in front of the target vehicle refers to an identification range of a sensor of the target vehicle, and the identification range is larger than that of a conventional ACC system, so that perception objects on both sides of the target vehicle can be enlarged to perceive surrounding traffic participants without collision risk.

The first object and the second object on the left and right sides of the target vehicle are acquired, respectively, within a preset range in front of the target vehicle, and the speed of the first object is acquired, which may be referred to as a first speed, and the speed of the second object is acquired, which may be referred to as a second speed. For example, the preset range is a range of 10m wide and 100m long in front of the target vehicle, and the position and speed of the first object on the left side of the target vehicle and the position and speed of the second object on the right side of the target vehicle can be captured by the sensor of the target vehicle. The perception range and perception objects of the traditional ACC system are enlarged. Considering the influence of the behaviors of surrounding traffic participants without collision risks on the psychological safety of the driver, the following technical scheme can automatically adjust the upper limit value of the vehicle speed based on the influence, so that the driver is ensured to be in a psychological safety state.

In some embodiments, the first object and the second object may each include: at least one of a vehicle, an obstacle, a curb, and a lane line.

The first object and the second object may be static or dynamic, the vehicle may be a stationary vehicle parked on two sides of the target vehicle, or may be a moving vehicle normally running on two sides of the target vehicle, the road edge refers to an infrastructure for traffic control on the road edge, and may include guardrails, isolation grids, green belts, and the like, and the obstacle includes a stone pier, an electric vehicle, a tree, and the like on two sides of the target vehicle, and these objects form a complex road condition, i.e., a relatively narrow channel.

S120, according to the first object and the second object, respectively calculating a first transverse distance between the first object and the target vehicle and a second transverse distance between the second object and the target vehicle.

The lateral direction refers to an extending direction perpendicular to the road, and the lateral distance refers to a distance between the object and the target vehicle in the extending direction perpendicular to the road.

After the sensor recognizes the positions of the first object and the second object on both sides of the target vehicle within a preset range in front of the target vehicle, a lateral distance between the first object and the target vehicle may be calculated, which may be referred to as a first lateral distance, and a lateral distance between the second object and the target vehicle may be calculated, which may be referred to as a second lateral distance. For example, a first lateral distance between the first object and the target vehicle is 5m and a second lateral distance between the second object and the target vehicle is 3m.

In some embodiments, calculating a first lateral distance between the first object and the target vehicle and a second lateral distance between the second object and the target vehicle from the first object and the second object, respectively, includes:

When calculating the distance, the distance value can be calculated by taking the sampling point of the first object or the second object, so as to obtain the sampling point of the first object, wherein the sampling point can be called as a first sampling point, the first sampling point is used as the coordinate point of the first object, and meanwhile, the sampling point of the second object can be called as a second sampling point, and the second sampling point is used as the coordinate point of the second object. A first lateral distance between the first object and the target vehicle may be determined based on the first sampling point, i.e., the coordinate point of the first object, while a second lateral distance between the second object and the target vehicle may be determined based on the second sampling point, i.e., the coordinate point of the second object. For example, the first object is a vehicle, a point of the vehicle itself may be selected as a sampling point, where the sampling point represents a position coordinate point of the first object, and the lateral distance between the first object and the target vehicle may be calculated by using the sampling point, so that calculation of the lateral distance value becomes simple and convenient.

In some embodiments, the first sampling point comprises a corner point of the first object and the second sampling point comprises a corner point of the second object, the corner point being a point at the corner.

The sampling points may be any points of the object itself, but the selected position relation is related to whether the calculation of the lateral distance value is accurate, so that the corner point of the first object is selected as the first sampling point, the corner point of the second object is selected as the second sampling point, and the corner point refers to the point at the corner. For example, the second object is a vehicle, a point at a corner of the vehicle closest to the target vehicle is selected as a coordinate point of the second object, and a second lateral distance between the second object and the target vehicle is calculated. By taking the corner points as coordinate points of objects on two sides, the calculation of the transverse distance value becomes simple and convenient, and meanwhile, the calculation accuracy is improved.

And S130, determining the target passing road width of the target vehicle according to the first transverse distance and the second transverse distance.

The lateral distances of the objects on both sides of the target vehicle from the target vehicle have been calculated through S120, respectively, based on which the passable road width of the target vehicle, i.e., the target passing road width, can be determined.

In some embodiments, determining a target traffic road width for the target vehicle based on the first lateral distance and the second lateral distance comprises:

The preset range is cut perpendicular to the extending direction of the road, and can be divided into a plurality of small ranges, namely N target grids. For example, if the width of the preset range in front of the target vehicle is 10m, the length (along the extending direction of the road) is 100m, and the preset range is cut every 2m perpendicular to the extending direction of the road, a plurality of small ranges each having a width of 10m and a length (along the extending direction of the road) of 2m can be obtained. Because the first object and the second object may be vehicles, obstacles, curbs, and lane lines, at least one first object and one second object may be included in each small range. Next, in a small range, that is, in one target grid, the minimum value of the first lateral distances of all the first objects on the same side of the target vehicle is taken as the minimum lateral distance, which may be referred to as the first minimum lateral distance, while in the range, the minimum value of the second lateral distances of all the second objects on the other side of the target vehicle is taken as the minimum lateral distance, which may be referred to as the second minimum lateral distance, so that the minimum lateral distance values on the left and right sides closest to the target vehicle may be obtained, respectively. And then calculating the sum of the first minimum lateral distance and the second minimum lateral distance in the target grids to obtain the target traffic road width of the target vehicle in each target grid, namely the narrowest traffic road width. The target passing width obtained by the method is a minimum width value which can pass under the actual environment, belongs to the harshest environment, and is more accurate in calculated upper limit value of the vehicle speed and higher in safety.

And S140, adjusting the upper speed limit value of the target vehicle according to the first speed, the second speed and the target traffic road width.

The target traffic road width can be obtained through S130, but it is obviously not accurate enough to directly obtain the vehicle speed upper limit value according to the target traffic road width, because the traffic vehicles on both sides can affect the psychological safety of the driver besides the passable target traffic road width can affect the psychological safety of the driver, so that the factors of the first speed of the first object, the second speed of the second object and the target traffic road width need to be considered simultaneously, the vehicle speed upper limit value of the target vehicle is automatically adjusted together, and the obtained vehicle speed upper limit value more accords with the expectation of the driver, so that the driver is in a psychological safety state, and the driving safety is improved.

In some embodiments, adjusting the upper speed limit of the target vehicle based on the first speed, the second speed, and the target traffic road width includes:

The positions of the first object and the second object can be detected by the sensor, and the first speed of the first object and the second speed of the second object can be calculated. Comparing the magnitudes of the plurality of first speeds in the target grid, the resulting maximum value may be referred to as a first maximum speed, and comparing the magnitudes of the plurality of second speeds in the target grid, the resulting maximum value may be referred to as a second maximum speed. The difference between the first maximum speed and the first maximum speed can obtain the speed difference between the object with the fastest movement on the left side of the target vehicle and the object with the fastest movement on the right side of the target vehicle in the target grid, namely the target relative speed. According to the target relative speed and the target passing road width, the two important factors which can influence the psychological safety of the driver automatically adjust the upper speed limit value of the target vehicle, and the obtained upper speed limit value of the target vehicle can ensure that the driver is in a psychological safety state.

In some embodiments, adjusting the upper speed limit of the target vehicle based on the target relative speed and the target traffic road width includes:

Given that, according to the target relative speed and the target traffic road width, two important factors which can influence the safety of the driver can automatically adjust the upper limit value of the speed of the target vehicle, how to adjust the upper limit value of the speed is the following technical scheme. In consideration of the degree of influence of the magnitude of the target relative speed on the driver's mind, in the case where the target relative speeds differ little, that is, in the case where the target relative speeds of the objects on the left and right sides are less than or equal to the target threshold value, the first speed or the second speed may be taken as the reference speed, and therefore the upper speed limit value of the target vehicle may be adjusted according to the relative speed of the driver's expectation with respect to the first speed or the second speed, which may be referred to as the expectation relative speed, which may be obtained according to the correspondence relation with the target traffic road width, which is in positive correlation with the expectation relative speed.

In one embodiment, when the relative speeds of the two side obstacles are not different, that is, less than or equal to 5km/h (the determination of this value is related to the measurement accuracy of the sensor and the subjective feeling of the driver, and can be calibrated according to the two terms), the Width-relvx_des (passable road Width-expected relative speed) curve designed according to fig. 3 can be calibrated according to the subjective feeling of a person, the curve can be calibrated according to the quadratic parabolic design, several key points are first determined, then the passable expected relative speeds acceptable to the driver at different distances are calibrated according to the subjective feeling of the driver, and the smaller and denser the distance is for the determination of the key points, and the sparseness is obtained when the distance is large. The required safe relative speed of the target vehicle when passing through the target road width can be obtained according to fig. 3. Generally, the wider the width, the greater the desired relative vehicle speed.

In this case, the influence of the magnitude of the relative speed on the left and right sides on the driver's "psychological safety" is considered, and when the relative speed is small, the first speed or the second speed is added to the desired relative speed to adjust the vehicle speed upper limit value, that is, the desired relative speed is obtained by the narrowest target traffic road width, and the first object speed and the second object speed are combined, so that the vehicle speed upper limit value is obtained, and the accuracy is improved.

Or, in the other case that the target relative speed is greater than the target threshold, that is, when the speed difference between the first object and the second object on both sides of the target vehicle is too large, if the desired relative speed corresponding to the width of the target traffic road is also added directly to the first speed or added to the second speed, the resulting "first speed+desired relative speed" and "second speed+desired relative speed" differ too much, so that another set of logic needs to be designed to make a decision of the speed limit value. In this case, by comparing the magnitudes of the first speed and the second speed, a larger value may be referred to as a target low speed, a smaller value may be referred to as a target low speed, and when the target low speed is added to the desired relative speed and then compared with the target high speed, that is, when the speed difference between the left and right sides is large, the desired relative speed obtained by adding the desired relative speed obtained by the width of the target passing road to the smaller speed on one side of the target vehicle is used as the speed on the side of the target vehicle and then compared with the larger speed on the other side of the target vehicle, the obtained larger value may be referred to as a target desired speed, and the target desired speed is used as the upper limit value of the speed of the target vehicle. The obtained upper limit value of the vehicle speed is considered on the basis of considering the width of the target traffic road, and the influence on the psychological safety of the driver under the condition of overlarge speed difference of two sides of the target vehicle is also considered, so that the multi-dimensional safety consideration is carried out, and the accuracy of the upper limit value of the vehicle speed is ensured.

In one embodiment, when the speed difference between the two side boundaries is relatively large, the speed difference is larger than 5km/h (the determination of the value and the measurement accuracy of the sensor are related to the subjective feeling of the driver and can be calibrated according to the two items), for example, the following scene is that the guardrail is arranged on the left side of the target vehicle, the vehicle is driven at a constant speed on the right side, and the speed is 80km/h. The boundary speed difference at both sides is large at this time. When the desired relative speed is obtained through the above calculation, the cruise control vehicle speed of the target vehicle cannot be obtained by directly adding to the left-side edge speed, nor can the cruise control vehicle speed be obtained by directly adding to the right-side edge. Therefore, the vehicle speed upper limit value can be adjusted by the desired relative speed, the first speed, and the second speed by the relation shown in fig. 4, and is the sum of the target low speed and the desired relative speed when the sum of the target low speed and the desired relative speed is greater than the target high speed, and is the target high speed when the sum of the target low speed and the desired relative speed is less than the target high speed. As shown in fig. 4, the target Low speed v_low represents the speed of the side with the smaller speed among the boundaries of both sides; the target speed v_high represents the speed on the side with the larger speed among the side boundaries, the desired relative speed relvx_des is obtained from the correspondence relation of fig. 3 by the target traffic road width, and the target desired speed v_set represents the final determined target vehicle speed upper limit value. The limit value for this channel is calculated by the logic in fig. 4 as follows:

When v_low+relvx_des < = v_high, v_set = v_high;

when v_high < = v_low+relvx_des, v_set = v_low+relvx_des;

this design always ensures that the same speed as the speed of v_low+relvx_des or v_high is maintained relatively High, and that the relative speed to the other side v_low may be overrun when the target vehicle upper limit is the same speed as v_high, or higher than the speeds to both sides when the target vehicle upper limit is the same speed as v_low+relvx_des, but the relative speed to both sides is maintained within the design value. The traffic efficiency is ensured, and meanwhile, the operation habit of a driver is more met.

In particular, in the case where the speed difference between both sides is relatively large, there is also a conservative strategy in which the average value of the vehicle speeds at both sides is taken as the final set vehicle speed.

In the embodiment of the application, the first object and the second object positioned at two sides of the target vehicle and the first speed of the first object and the second speed of the second object are respectively acquired in a preset range in front of the target vehicle, wherein the first object and the second object are positioned at different sides of the target vehicle, then the first transverse distance between the first object and the target vehicle and the second transverse distance between the second object and the target vehicle are respectively calculated according to the first object and the second object, and then the target traffic road width of the target vehicle is determined according to the first transverse distance and the second transverse distance, so that the speed upper limit value of the target vehicle is adjusted according to the first speed, the second speed and the target traffic road width. The first object and the second object are traffic participants with no collision risk at the periphery, the influence of the speeds of the first object and the second object and the distance between the speeds and the target vehicle on the psychological safety of the driver is considered, the upper speed limit value of the target vehicle is automatically adjusted, the driver is ensured to be in a psychological safety state, and the automation degree of speed adjustment of the adaptive cruise control system is improved.

In some embodiments, as shown in fig. 5, the speed adjustment method further includes:

s150, acquiring a first longitudinal distance, wherein the first longitudinal distance is the distance between each target grid and the target vehicle in the extending direction of the road.

N vehicle speed upper limit values in the road extending direction in front of the target vehicle have been calculated according to S140, but these N vehicle speed upper limit values are different in size, if the difference is large, for example: the speed of the target vehicle is 100m/S at present, the speed upper limit value of the 1 st target grid closest to the target vehicle is 120m/S calculated according to S140, and the speed upper limit values of the 2 nd to 4 th target grids are 130m/S, 100m/S and 5m/S respectively, wherein the speed upper limit value of the 4 th target grid is smaller, the target vehicle needs to be decelerated when reaching the 4 th target grid, but the speed of the target vehicle is not limited by the 2 nd grid and the 3 rd grid, so that the situation of sudden deceleration can be encountered, and the driving experience is poor. Therefore, the current speed of the target vehicle can be adjusted by the magnitude of the upper speed limit value of each target grid calculated in S140, so that the target vehicle can pass through each target grid in a uniformly accelerating or decelerating mode, meanwhile, the embodiment of the application also considers the influence of the position of each target grid on the current speed of the target vehicle, and considers that the farther the target grid is from the target vehicle, the smaller the influence on the current speed of the target vehicle is, so that 2 important factors affecting the current speed of the target vehicle are obtained: 1) The magnitude of the upper limit value of the vehicle speed in each target grid; 2) The distance between each target grid and the target vehicle is long or short.

The distance of each target mesh from the target vehicle in the road extension direction, which may be referred to as a first longitudinal distance, is acquired for next calculating the current target vehicle speed upper limit value of the target vehicle.

S160, determining a calibration vehicle speed upper limit value of each target grid according to the first longitudinal distance and the vehicle speed upper limit value of each target grid according to a preset relation, wherein the first longitudinal distance and the calibration vehicle speed upper limit value are in positive correlation in the preset relation, and the vehicle speed upper limit value and the calibration vehicle speed upper limit value are in positive correlation.

The upper limit value of the calibration speed is obtained according to 2 important factors (the magnitude of the upper limit value of the speed in each target grid and the distance between each target grid and the target vehicle) influencing the current speed of the target vehicle, because in the preset relation, the first longitudinal distance is in positive correlation with the upper limit value of the calibration speed, and the upper limit value of the speed is in positive correlation with the upper limit value of the calibration speed, namely, the farther the distance between the target grid and the target vehicle (the smaller the current speed influence of the target vehicle) is, the larger the upper limit value of the calibration speed is obtained, and meanwhile, the larger the upper limit value of the speed in the target grid (the smaller the current speed influence of the target vehicle) is, and the larger the upper limit value of the calibration speed is obtained. At this time, a calibration vehicle speed upper limit value can be calculated in each target grid, and a larger calibration vehicle speed upper limit value indicates a larger vehicle speed upper limit value in the target grid or a longer distance between the target grid and the target vehicle (the smaller influence on the current vehicle speed of the target vehicle) and a smaller calibration vehicle speed upper limit value indicates a smaller vehicle speed upper limit value in the target grid or a closer distance between the target grid and the target vehicle (the larger influence on the current vehicle speed of the target vehicle).

S170, comparing the upper limit value of the calibrated speed of each target grid, and taking the minimum value as the upper limit value of the target speed.

The smaller the upper limit value of the calibrated speed is, the smaller the upper limit value of the speed in the target grid is or the closer the distance between the target grid and the target vehicle is (the larger the influence on the current speed of the target vehicle is), so that the minimum value of the upper limit value of the calibrated speed can be taken as the current maximum speed of the target vehicle, and the current maximum speed of the target vehicle is called as the upper limit value of the target speed, thereby solving the problem that smooth deceleration cannot be achieved.

In one embodiment, the target grid speed limit value in the front longitudinal direction is relatively large but is close; some target grids have small speed limit values but are far away, i.e. the upper limit value near the target vehicle is large, and the upper limit value far away from the target vehicle is small, so that smooth deceleration cannot be realized. The speed limit value which the target vehicle should have at this time can be predicted from the speed limit value of the target mesh and the longitudinal distance to the target vehicle in the form of a uniform acceleration motion.

v ⁱ _{set_ego} Representing each speed limiting point, finally deciding the maximum speed of the target vehicle at the current position,

D ⁱ _x representing the longitudinal distance of the speed limit point to the target vehicle,

a _pre Represents the predicted braking acceleration, the calibration range of the value is (-0.5 to-1.0 m/s 2), the smaller the deceleration value is, the larger the determined speed limit value is,

v ⁱ _{set_point} representing the speed limit values at different distances at the channel.

According to the above formula, the speed limit value of different target grids at different longitudinal distances to the current position of the target vehicle, namely the calibrated upper speed limit value, can be calculated, as shown in fig. 6. Speed limit value v of final target vehicle position ⁱ _{set_ego} This can be derived from the following:

v _{set_ego} ＝min(v ¹ _{set_ego} ,v ² _{set_ego} ,…,v ^N _{set_ego} )

in the embodiment of the application, the longitudinal distance between each target grid and the target vehicle in the extending direction of the road is calculated, the calibration vehicle speed upper limit value of each target grid is determined according to the longitudinal distance and the vehicle speed upper limit value of each target grid according to a preset relation, wherein the calibration vehicle speed upper limit value and the longitudinal distance are in positive correlation, the calibration vehicle speed upper limit value and the vehicle speed upper limit value are in positive correlation, and finally the calibration vehicle speed upper limit value of each target grid is compared, and the minimum value is taken as the target vehicle speed upper limit value. In this embodiment, the magnitude of the upper limit value of the calibration vehicle speed represents the magnitude of the upper limit value of the vehicle speed in each target grid and the distance between each target grid and the target vehicle, that is, the smaller the upper limit value of the calibration vehicle speed represents the smaller the upper limit value of the vehicle speed in the target grid or the closer the target grid is to the target vehicle distance, the influence on the current speed of the target vehicle is maximum, so the minimum value of the upper limit value of the calibration vehicle speed obtained through calculation is taken as the current upper limit value of the target vehicle speed, the core factor which can influence sudden deceleration is considered, and the problem that smooth deceleration cannot be effectively solved.

In some embodiments, as shown in fig. 7, the speed adjustment method further includes:

s180, when the target vehicle speed upper limit value of the target vehicle changes within a preset fluctuation interval, the target vehicle speed upper limit value of the target vehicle is kept unchanged.

The target vehicle speed upper limit value obtained in S170 may be smoothly accelerated or decelerated, and in addition, the target vehicle speed limit value does not need to be frequently changed in consideration of the comfort of the driver, so that the target vehicle speed upper limit value of the target vehicle remains unchanged in the case where the target vehicle speed upper limit value of the target vehicle is changed within the preset fluctuation interval.

In one embodiment, the final output target upper limit value is smoothed (first order filtered) once, then normalized, and hysteresis processed every (510) kph of the speed regulation interval. When the change amplitude of the set speed is smaller, the set speed of the target vehicle is not changed frequently, so that the target vehicle is in a speed regulation stage continuously, and the target vehicle can maintain a relatively stable vehicle speed.

Hysteresis is a digital filtering method, the output value of the next moment is related to the output value of the last moment, the input value of the current moment and the hysteresis interval, and when the input curve changes up and down in the interval, the output value can maintain a constant value. For example, as shown in FIG. 8 below, if the speed limit value at the previous time is 50km/h, the upper and lower deviations of the hysteresis interval are [4,3] km/h, respectively, and when the input curve changes at the upper and lower boundaries of 50km/h, the output value will remain unchanged at 50 km/h.

In another embodiment, as shown in fig. 9, the technical scheme of the ACC system for adjusting the upper limit value of the vehicle speed is divided into 3 layers: 1) Scene feature extraction: actively detecting the front through a sensor, extracting a target object in a front environment from a narrow channel (a vehicle, a road edge and a special type road line (yellow line and double-layer line)) formed by an object, calculating the width of a target passing road on a current driving path and the speed of a front vehicle, and then calculating the upper limit value of the speed of the target vehicle which can safely pass through under different widths and relative speeds by inquiring the curve relation between the width of the target passing road and the expected relative speed; 2) Decision module: when a plurality of speed limiting points exist in front of the target vehicle, the set speed of the current moment of the target vehicle is decided by a method for planning the uniform acceleration speed; 3) And a filtering module: and filtering the calculated setting, and performing hysteresis to obtain a filtered target speed limit value, thereby ensuring the smoothness of speed regulation.

In one example, a test experiment under an actual application scene is performed, a scene with guardrails on both sides is selected, and the obtained test results are shown in fig. 10-a to 10-C.

As shown in fig. 10-a, the ID is an identification of the speed limit point.

Waveform of velocity as shown in fig. 10-B:

the Driver sets the vehicle speed vset_driver in units of: km/h

The preliminary calculated vehicle speed set value Vset, unit: km/h

The vehicle speed Vset_Disp finally output to the control module after filtering normalization is carried out, and the unit is as follows: km/h

Actual vehicle Speed vhl_speed: units: km/h

As shown in the test results of FIG. 10-C, the cruising speed manually set by the driver is 90km/h in this scene, but the strategy limits the speed to about 40km/h according to the width of the channel because of the narrower width of the channel, and the control is smooth as shown by the waveform of report data, so that the driving experience of the driver is further enhanced on the premise of ensuring safe driving.

The embodiment of the application also provides a speed adjusting device, as shown in fig. 11, the device 1100 may include an acquisition module 1110, a calculation module 1120, a determination module 1130, and an adjusting module 1140.

An acquisition module 1110 for acquiring a first object and a second object located on two sides of a target vehicle, respectively, and a first speed of the first object and a second speed of the second object, wherein the first object and the second object are located in a preset range in front of the target vehicle, and the first object and the second object are located on different sides of the target vehicle,

A calculation module 1120 for calculating a first lateral distance between the first object and the target vehicle based on the first object and the second object, respectively,

a determining module 1130 for determining a target traffic road width of the target vehicle based on the first lateral distance and the second lateral distance,

the adjusting module 1140 is configured to adjust an upper speed limit of the target vehicle according to the first speed, the second speed, and the target traffic road width.

In the embodiment of the application, the speed adjusting device respectively acquires a first object and a second object which are positioned at two sides of the target vehicle and a first speed of the first object and a second speed of the second object in a preset range in front of the target vehicle, wherein the first object and the second object are positioned at different sides of the target vehicle, then respectively calculates a first transverse distance between the first object and the target vehicle and a second transverse distance between the second object and the target vehicle according to the first object and the second object, and further determines a target traffic road width of the target vehicle according to the first transverse distance and the second transverse distance, so that the speed upper limit value of the target vehicle is adjusted according to the first speed, the second speed and the target traffic road width. The first object and the second object are traffic participants with no collision risk at the periphery, the influence of the speeds of the first object and the second object and the distance between the speeds and the target vehicle on the psychological safety of the driver is considered, the upper speed limit value of the target vehicle is automatically adjusted, the driver is ensured to be in a psychological safety state, and the automation degree of speed adjustment of the adaptive cruise control system is improved.

In some embodiments, the first object and the second object each comprise: at least one of a vehicle, an obstacle, a curb, and a lane line.

In some embodiments, the computing module is configured to compute a first lateral distance between the first object and the target vehicle and a second lateral distance between the second object and the target vehicle based on the first object and the second object, respectively, including:

an acquisition unit for acquiring a first sampling point of a first object and a second sampling point of a second object,

and the determining unit is used for determining a first transverse distance between the first object and the target vehicle according to the first sampling point and determining a second transverse distance between the second object and the target vehicle according to the second sampling point.

In some embodiments, the determining module is configured to determine a target traffic road width of the target vehicle based on the first lateral distance and the second lateral distance, including:

a cutting unit for cutting the preset range perpendicular to the extending direction of the road to obtain N target grids, wherein N is a positive integer, each target grid comprises at least one first object and at least one second object,

A determination unit for determining a minimum value of a first lateral distance of the first object in the target mesh from the target vehicle as a first minimum lateral distance,

a determination unit for determining a minimum value of a second lateral distance of the second object in the target mesh from the target vehicle as a second minimum lateral distance,

and the calculating unit is used for calculating the sum of the first minimum lateral distance and the second minimum lateral distance in the target grids to obtain the target passing road width of the target vehicle in each target grid.

In some embodiments, the adjusting module is configured to adjust an upper speed limit of the target vehicle according to the first speed, the second speed, and the target traffic road width, including:

a determining unit for obtaining a first maximum speed from the maximum value of the first speed,

a determining unit for obtaining a second maximum speed based on the maximum value of the second speed,

the calculating unit is also used for calculating the difference between the first maximum speed and the second maximum speed in the target grid to obtain the target relative speed,

and the adjusting unit is used for adjusting the upper speed limit value of the target vehicle according to the target relative speed and the target traffic road width.

In some embodiments, the adjusting unit is configured to adjust an upper speed limit value of the target vehicle according to the target relative speed and the target traffic road width, and further includes a comparing unit:

A determination unit further configured to determine, according to a correspondence between the target traffic road widths and the desired relative speeds, the desired relative speed corresponding to the target traffic road widths in a case where the target relative speed is less than or equal to the target threshold, wherein the target traffic road widths in the correspondence and the desired relative speeds are in a positive correlation,

an adjusting unit for adjusting an upper limit value of a vehicle speed of the target vehicle according to the desired relative speed and the first speed, or according to the desired relative speed and the second speed,

or, the determining unit is further configured to, in a case where the target relative speed is greater than the target threshold, set a larger value of the first maximum speed and the second maximum speed as the target speed, set a smaller value of the first maximum speed and the second maximum speed as the target low speed,

and a comparison unit for comparing the target low speed with the target high speed after adding the target low speed and the expected relative speed, wherein the larger value is used as the target expected speed, and the target expected speed is used as the upper speed limit value of the target vehicle.

In some embodiments, the apparatus further comprises a comparison module:

the acquisition module is also used for acquiring a first longitudinal distance which is the distance between each target grid and the target vehicle in the extending direction of the road,

The determining module is further used for determining a calibration vehicle speed upper limit value of each target grid according to the first longitudinal distance of each target grid and the vehicle speed upper limit value according to a preset relationship, wherein the first longitudinal distance and the calibration vehicle speed upper limit value are in positive correlation in the preset relationship, the vehicle speed upper limit value and the calibration vehicle speed upper limit value are in positive correlation,

and the comparison module is used for comparing the upper limit value of the calibrated vehicle speed of each target grid, and taking the minimum value as the upper limit value of the target vehicle speed.

In some embodiments, the apparatus further comprises a holding module:

and the maintaining module is used for maintaining the target vehicle speed upper limit value of the target vehicle unchanged when the target vehicle speed upper limit value of the target vehicle changes within a preset fluctuation interval.

The modules in the speed adjusting device provided by the embodiment of the application can realize the functions of the steps of the speed adjusting method provided by fig. 1 to 10-C and achieve the corresponding technical effects, and are not described in detail herein for brevity.

Fig. 12 shows a schematic hardware structure of a speed adjusting device according to an embodiment of the present application.

The terminal services device may comprise a processor 1201 and a memory 1202 storing computer program instructions.

In particular, the processor 1201 may include a central processing unit (Central Processing Unit, CPU), or an application specific integrated circuit (Application Specific Integrated Circuit, ASIC), or may be configured as one or more integrated circuits implementing embodiments of the present application.

Memory 1202 may include mass storage for data or instructions. By way of example, and not limitation, memory 1202 may include a Hard Disk Drive (HDD), floppy Disk Drive, flash memory, optical Disk, magneto-optical Disk, magnetic tape, or universal serial bus (Universal Serial Bus, USB) Drive, or a combination of two or more of the above. Memory 1202 may include removable or non-removable (or fixed) media where appropriate. Memory 1202 may be internal or external to the integrated gateway disaster recovery device, where appropriate. In a particular embodiment, the memory 1202 is a non-volatile solid-state memory.

The Memory may include Read Only Memory (ROM), random access Memory (Random Access Memory, RAM), magnetic disk storage media devices, optical storage media devices, flash Memory devices, electrical, optical, or other physical/tangible Memory storage devices. Thus, in general, the memory includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software comprising computer-executable instructions and when the software is executed (e.g., by one or more processors) it is operable to perform the operations described with reference to a method in accordance with an aspect of the application.

The processor 1201 implements the speed adjustment method of any of the above embodiments by reading and executing computer program instructions stored in the memory 1202.

In one example, the data processing device may also include a communication interface 1203 and a bus 1204. As shown in fig. 12, the processor 1201, the memory 1202, and the communication interface 1203 are connected to each other via a bus 1204 and perform communication with each other.

The communication interface 1203 is mainly used for implementing communication among the modules, devices, units and/or apparatuses in the embodiment of the present application.

Bus 1204 includes hardware, software, or both, coupling the components of the terminal services device to each other. By way of example, and not limitation, the buses may include an accelerated graphics port (Accelerated Graphics Port, AGP) or other graphics Bus, an enhanced industry standard architecture (Extended Industry Standard Architecture, EISA) Bus, a Front Side Bus (FSB), a HyperTransport (HT) interconnect, an industry standard architecture (Industry Standard Architecture, ISA) Bus, an Infiniband interconnect, a low pin count (Linear Predictive Coding, LPC) Bus, a memory Bus, a micro channel architecture (MicroChannel Architecture, MCa) Bus, a peripheral component interconnect (Peripheral Component Interconnect, PCI) Bus, a PCI-Express (Peripheral Component Interconnect-X, PCI-X) Bus, a serial advanced technology attachment (Serial Advanced Technology Attachment, SATA) Bus, a video electronics standards association Local Bus (VLB) Bus, or other suitable Bus, or a combination of two or more of these. Bus 1204 may include one or more buses, where appropriate. Although embodiments of the application have been described and illustrated with respect to a particular bus, the application contemplates any suitable bus or interconnect.

The apparatus may perform the speed adjustment method in the embodiment of the present application based on the respective units/components in the speed adjustment device, thereby realizing the speed adjustment method described in connection with fig. 1 to 10-C.

In addition, in combination with the speed adjusting method in the above embodiment, the embodiment of the present application may be implemented by providing a computer storage medium. The computer storage medium has stored thereon computer program instructions; the computer program instructions, when executed by a processor, implement a method of adjusting the speed of any of the above embodiments.

The application also provides a computer program product, the instructions in the computer program product, when executed by a processor of an electronic device, cause the electronic device to execute the respective processes of the embodiment of the adjusting method for realizing any one of the speeds.

It should be understood that the application is not limited to the particular arrangements and instrumentality described above and shown in the drawings. For the sake of brevity, a detailed description of known methods is omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method processes of the present application are not limited to the specific steps described and shown, and those skilled in the art can make various changes, modifications and additions, or change the order between steps, after appreciating the spirit of the present application.

The functional blocks shown in the above-described structural block diagrams may be implemented in hardware, software, firmware, or a combination thereof. When implemented in hardware, it may be, for example, an electronic circuit, an application specific integrated circuit (Application Specific Integrated Circuit, ASIC), suitable firmware, a plug-in, a function card, or the like. When implemented in software, the elements of the application are the programs or code segments used to perform the required tasks. The program or code segments may be stored in a machine readable medium or transmitted over transmission media or communication links by a data signal carried in a carrier wave. A "machine-readable medium" may include any medium that can store or transfer information. Examples of machine-readable media include electronic circuitry, semiconductor Memory devices, read-Only Memory (ROM), flash Memory, erasable Read-Only Memory (Erasable Read Only Memory, EROM), floppy disks, compact discs (Compact Disc Read-Only Memory, CD-ROM), optical disks, hard disks, fiber optic media, radio Frequency (RF) links, and the like. The code segments may be downloaded via computer networks such as the internet, intranets, etc.

It should also be noted that the exemplary embodiments mentioned in this disclosure describe some methods or systems based on a series of steps or devices. However, the present application is not limited to the order of the above-described steps, that is, the steps may be performed in the order mentioned in the embodiments, or may be performed in a different order from the order in the embodiments, or several steps may be performed simultaneously.

Aspects of the present application are described above with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each block of the flowchart illustrations and/or block diagrams, and combinations of blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions/acts specified in the flowchart and/or block diagram block or blocks. Such a processor may be, but is not limited to being, a general purpose processor, a special purpose processor, an application specific processor, or a field programmable logic circuit. It will also be understood that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware which performs the specified functions or acts, or combinations of special purpose hardware and computer instructions.

In the foregoing, only the specific embodiments of the present application are described, and it will be clearly understood by those skilled in the art that, for convenience and brevity of description, the specific working processes of the systems, modules and units described above may refer to the corresponding processes in the foregoing method embodiments, which are not repeated herein. It should be understood that the scope of the present application is not limited thereto, and any equivalent modifications or substitutions can be easily made by those skilled in the art within the technical scope of the present application, and they should be included in the scope of the present application.

Claims

1. A method of adjusting speed, comprising:

respectively acquiring a first object and a second object which are positioned at two sides of a target vehicle, and a first speed of the first object and a second speed of the second object, wherein the first object and the second object are positioned in a preset range in front of the target vehicle, and the first object and the second object are positioned at different sides of the target vehicle,

respectively calculating a first transverse distance between the first object and the target vehicle and a second transverse distance between the second object and the target vehicle according to the first object and the second object,

and adjusting the upper speed limit value of the target vehicle according to the first speed, the second speed and the target traffic road width.

2. The method of claim 1, wherein the first object and the second object each comprise: at least one of a vehicle, an obstacle, a curb, and a lane line.

3. The method of claim 1, wherein calculating a first lateral distance between the first object and the target vehicle and a second lateral distance between the second object and the target vehicle from the first object and the second object, respectively, comprises:

acquiring a first sampling point of the first object and a second sampling point of the second object,

and determining a first transverse distance between the first object and the target vehicle according to the first sampling point, and determining a second transverse distance between the second object and the target vehicle according to the second sampling point.

4. A method according to claim 3, characterized in that the first sampling point comprises a corner point of the first object and the second sampling point comprises a corner point of the second object, which corner point is a point at a corner.

5. A method according to claim 3, wherein said determining a target traffic road width of a target vehicle based on said first and second lateral distances comprises:

taking the minimum value of the first transverse distance between the first object and the target vehicle in the target grid as a first minimum transverse distance,

taking the minimum value of the second transverse distance between the second object and the target vehicle in the target grid as a second minimum transverse distance,

6. The method of claim 5, wherein adjusting the upper speed limit of the target vehicle based on the first speed, the second speed, and the target traffic road width comprises:

obtaining a first maximum speed according to the maximum value of the first speed,

Obtaining a second maximum speed according to the maximum value of the second speed,

and adjusting the upper limit value of the speed of the target vehicle according to the target relative speed and the target traffic road width.

7. The method of claim 6, wherein adjusting the upper speed limit of the target vehicle based on the target relative speed and the target traffic road width comprises:

determining an expected relative speed corresponding to the target traffic road width according to a corresponding relation between the target traffic road width and the expected relative speed when the target relative speed is less than or equal to a target threshold value, wherein the target traffic road width in the corresponding relation and the expected relative speed are in positive correlation,

adjusting an upper limit value of a vehicle speed of a target vehicle according to the desired relative speed and the first speed, or according to the desired relative speed and the second speed,

alternatively, in the case where the target relative speed is greater than a target threshold, a larger value of the first maximum speed and the second maximum speed is taken as a target speed, a smaller value of the first maximum speed and the second maximum speed is taken as a target low speed,

And adding the target low speed and the expected relative speed, then comparing the added target low speed with the target high speed, taking the larger value as a target expected speed, and taking the target expected speed as a speed upper limit value of a target vehicle.

8. The method as recited in claim 7, further comprising:

determining a calibration vehicle speed upper limit value of each target grid according to the first longitudinal distance and the vehicle speed upper limit value of each target grid respectively according to a preset relation, wherein the first longitudinal distance and the calibration vehicle speed upper limit value in the preset relation are in positive correlation, the vehicle speed upper limit value and the calibration vehicle speed upper limit value are in positive correlation,

9. The method as recited in claim 8, further comprising:

when the target vehicle speed upper limit value of the target vehicle changes within a preset fluctuation interval, the target vehicle speed upper limit value of the target vehicle remains unchanged.

10. A speed control device comprising:

a calculation module for calculating a first lateral distance between the first object and the target vehicle according to the first object and the second object respectively,