CN117533309A - Vehicle control method, device and equipment in ramp scene - Google Patents

Abstract

The method, the device and the equipment for controlling the vehicle in the ramp scene provided by the application comprise the following steps: if the fact that the vehicle is about to drive into the ramp is determined, speed limit information corresponding to the ramp is obtained, and a first speed limit value is determined according to the speed limit information; the speed limit information is the speed limit requirement of the ramp; determining at least one target historical period, acquiring historical driving speeds of other vehicles passing through the ramp in the target historical period, and determining a second speed limit value according to the historical driving speeds; determining a target speed limit value according to the first speed limit value and the second speed limit value; and when the vehicle is driven into the ramp, controlling the vehicle to drive within the target speed limit value. By the method, the problem that the obtained speed limit information is inaccurate, so that the vehicle always runs in a lower speed range or the running speed is too fast when the vehicle automatically drives through the ramp can be avoided, and the rationality determined by the target speed limit value is ensured.

Description

Vehicle control method, device and equipment in ramp scene

Technical Field

The present disclosure relates to vehicle technologies, and in particular, to a method, an apparatus, and a device for controlling a vehicle in a ramp scene.

Background

Currently, in the automatic driving process of a vehicle, when the vehicle runs on a ramp, a speed limit value corresponding to the vehicle is usually determined based on a speed limit identifier set on the ramp or speed limit information provided in navigation software.

However, when the speed limit identification is wrong or the speed limit information provided by the navigation software is not updated in time, the speed limit value is easily determined inaccurately, and thus the problem of violation caused by slow running or too fast running of the vehicle in the ramp is easily caused.

Therefore, how to accurately determine the speed limit value of the vehicle is a problem to be solved.

Disclosure of Invention

The application provides a vehicle control method, device and equipment in a ramp scene, which are used for solving the problem that the speed limit value determination is inaccurate when a vehicle runs in a ramp in the related technology.

In a first aspect, the present application provides a vehicle control method in a ramp scene, the method including:

if the fact that the vehicle is about to drive into the ramp is determined, speed limit information corresponding to the ramp is obtained, and a first speed limit value is determined according to the speed limit information; the speed limit information is the speed limit requirement of the ramp;

determining at least one target historical period, acquiring historical driving speeds of other vehicles passing through the ramp in the target historical period, and determining a second speed limit value according to the historical driving speeds;

Determining a target speed limit value according to the first speed limit value and the second speed limit value;

and when the vehicle is driven into the ramp, controlling the vehicle to drive within the target speed limit value.

In one possible implementation, determining at least one target history period includes:

if the ramp type of the ramp is determined to be a time-sharing speed limiting type, determining a first time period corresponding to the vehicle driving into the ramp;

screening candidate historical periods according to the first period in a plurality of historical periods under the historical date; the candidate historical time period is the same as the first time period in the historical time period;

in the candidate history period, a target history period is determined.

In one possible implementation, in the candidate history period, determining a target history period includes:

determining traffic condition information of the ramp in the candidate history period; the traffic condition information includes at least one of: historical weather information, blocking degree of the ramp, accident information of the ramp and construction information of the ramp; the blocking degree is used for representing the blocking condition of traffic flow in the ramp; the accident information is used for representing whether traffic accidents exist or not; the construction information is used for representing whether a construction phenomenon exists or not;

And determining a target historical period according to the traffic condition information of the candidate historical period.

In one possible implementation, if the traffic condition information includes historical weather information, the historical weather information including historical visibility, determining a target historical period according to the traffic condition information of the candidate historical period includes:

determining the real-time visibility at the current time;

and determining a candidate historical period corresponding to the historical weather information with the same real-time visibility as a target historical period.

In one possible implementation, determining at least one target history period includes:

if the ramp type of the ramp is not the time-sharing speed-limiting type, determining that the time period contained in the first N days of the date of the current moment is the target historical time period, wherein N is a positive integer.

In one possible implementation, determining the second speed limit value according to the historical driving speed includes:

for each target history period, determining a history average speed corresponding to the target history period according to the history running speeds corresponding to the rest vehicles in the target history period;

and determining the maximum value in each historical average speed as the second speed limit value.

In one possible implementation, the remaining vehicles are vehicles belonging to the same vehicle type as the vehicle; the vehicle types include: trucks, buses, non-motor vehicles and other motor vehicles; the other motor vehicles are motor vehicles except trucks and large buses.

In one possible implementation, determining a target speed limit value according to the first speed limit value and the second speed limit value includes:

if the first speed limit value is determined to be greater than or equal to the second speed limit value, determining the first speed limit value as the target speed limit value;

if the first speed limit value is smaller than the second speed limit value, outputting prompt information, wherein the prompt information is used for prompting a user whether to take the second speed limit value as the maximum speed which can be driven currently;

receiving feedback information of a user based on the prompt information, and determining a target speed limit value according to the feedback information; the feedback information is used for indicating a target speed limit value selected by a user.

In a second aspect, the present application provides a vehicle control apparatus in a ramp scenario, the apparatus comprising:

the first acquisition unit is used for acquiring speed limit information corresponding to a ramp if the fact that the vehicle is about to drive into the ramp is determined;

The first determining unit is used for determining a first speed limit value according to the speed limit information; the speed limit information is the speed limit requirement of the ramp;

a second determining unit configured to determine at least one target history period;

a second acquisition unit configured to acquire a historical travel speed of the remaining vehicles passing through the ramp in the target historical period;

a third determining unit, configured to determine a second speed limit value according to the historical driving speed;

a fourth determining unit, configured to determine a target speed limit value according to the first speed limit value and the second speed limit value;

and the control unit is used for controlling the vehicle to run in the target speed limit value when the vehicle runs into the ramp.

In one possible implementation, the second determining unit includes:

the first determining module is used for determining a first period corresponding to the condition that the vehicle enters the ramp if the ramp type of the ramp is determined to be a time-sharing speed limiting type;

the second determining module is used for screening candidate historical time periods according to the first time period in a plurality of historical time periods under the historical date; the candidate historical time period is the same as the first time period in the historical time period;

And a third determining module, configured to determine a target history period in the candidate history periods.

In one possible implementation manner, the third determining module is specifically configured to:

determining traffic condition information of the ramp in the candidate history period; the traffic condition information includes at least one of: historical weather information, blocking degree of the ramp, accident information of the ramp and construction information of the ramp; the blocking degree is used for representing the blocking condition of traffic flow in the ramp; the accident information is used for representing whether traffic accidents exist or not; the construction information is used for representing whether a construction phenomenon exists or not;

and determining a target historical period according to the traffic condition information of the candidate historical period.

In one possible implementation, if the traffic condition information includes historical weather information, and the historical weather information includes historical visibility, the third determining module is specifically configured to:

determining the real-time visibility at the current time;

and determining a candidate historical period corresponding to the historical weather information with the same real-time visibility as a target historical period.

In one possible implementation, the second determining unit includes:

And a fourth determining module, configured to determine, if it is determined that the ramp type of the ramp is not a time-division speed-limiting type, that a period included in the first N days of the date to which the current time belongs is the target history period, where N is a positive integer.

In one possible implementation manner, the third determining unit includes:

a fifth determining module, for each target history period, determining a historical average speed corresponding to the target history period according to the historical driving speeds corresponding to the rest vehicles in the target history period;

and a sixth determining module, configured to determine that a maximum value of each historical average speed is the second speed limit value.

In one possible implementation, the remaining vehicles are vehicles belonging to the same vehicle type as the vehicle; the vehicle types include: trucks, buses, non-motor vehicles and other motor vehicles; the other motor vehicles are motor vehicles except trucks and large buses.

In one possible implementation manner, the fourth determining unit includes:

a seventh determining module, configured to determine, if it is determined that the first speed limit value is greater than or equal to the second speed limit value, that the first speed limit value is the target speed limit value;

The prompting module is used for outputting prompting information if the first speed limit value is smaller than the second speed limit value, wherein the prompting information is used for prompting a user whether to take the second speed limit value as the maximum speed which can be driven currently;

the receiving module is used for receiving feedback information of the user based on the prompt information;

the eighth determining module is used for determining a target speed limit value according to the feedback information; the feedback information is used for indicating a target speed limit value selected by a user.

In a third aspect, the present application provides an electronic device, comprising: a memory, a processor;

a memory for storing the processor-executable instructions;

the processor is configured to perform the method according to any of the first aspects according to the executable instructions.

In a fourth aspect, the present application provides a computer-readable storage medium having stored therein computer-executable instructions for performing the method of any of the first aspects when executed by a processor.

In a fifth aspect, the present application provides a computer program product comprising a computer program which, when executed by a processor, implements the method of any one of the first aspects.

In a sixth aspect, the present application provides a vehicle for implementing the method of any one of the first aspects.

The method, the device and the equipment for controlling the vehicle in the ramp scene provided by the application comprise the following steps: if the fact that the vehicle is about to drive into the ramp is determined, speed limit information corresponding to the ramp is obtained, and a first speed limit value is determined according to the speed limit information; the speed limit information is the speed limit requirement of the ramp; determining at least one target historical period, acquiring historical driving speeds of other vehicles passing through the ramp in the target historical period, and determining a second speed limit value according to the historical driving speeds; determining a target speed limit value according to the first speed limit value and the second speed limit value; and when the vehicle is driven into the ramp, controlling the vehicle to drive within the target speed limit value. By the method, the problem that the obtained speed limit information is inaccurate, so that the vehicle always runs in a lower speed range or the running speed is too fast when the vehicle automatically drives through the ramp can be avoided, and the rationality determined by the target speed limit value is ensured.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application.

Fig. 1 is a schematic flow chart of a vehicle control method in a ramp scene according to an embodiment of the present application;

fig. 2 is a schematic flow chart of a vehicle control method in a ramp scene according to an embodiment of the present application;

fig. 3 is a schematic view of a vehicle structure according to an embodiment of the present application;

FIG. 4 is a schematic diagram of a vehicle system according to an embodiment of the present disclosure;

fig. 5 is a schematic structural diagram of a vehicle control device in a ramp scene according to an embodiment of the present application;

fig. 6 is a schematic structural diagram of a vehicle control device in a ramp scenario according to an embodiment of the present disclosure;

fig. 7 is a schematic structural diagram of an electronic device according to an embodiment of the present application.

Specific embodiments thereof have been shown by way of example in the drawings and will herein be described in more detail. These drawings and the written description are not intended to limit the scope of the inventive concepts in any way, but to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments.

Detailed Description

Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples are not representative of all implementations consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present application as detailed in the accompanying claims.

At present, more and more vehicles are equipped with a driving assistance system (ADAS: advanced Driver Ass istance Systems), which can be started when the user starts navigation and starts an automatic driving function, and which can control the vehicle to travel along a navigation path (mainly, a highway, etc.).

The current handling methods for automatic driving control of vehicles on ramps in the industry are approximately 2: in one possible implementation, the system obtains speed limit information in the ramp and controls the vehicle to run in the ramp according to the speed limit. However, the above-described control automatic driving method easily causes the vehicle to run at a slower speed or exceed the speed limit when the obtained speed limit information is inaccurate.

Therefore, how to accurately determine the speed limit value corresponding to the vehicle is an urgent problem to be solved. The method, the device and the medium for controlling the vehicle in the ramp scene aim to solve the technical problems in the prior art.

In the method, the speed limit value of the vehicle passing through the ramp is determined by combining the speed limit information acquired by the vehicle and the historical running speed corresponding to the vehicle passing through the ramp in the historical period, so that the phenomenon that the running speed of the vehicle is slower or too fast caused by inaccurate speed limit information acquired by the vehicle is avoided.

The following describes the technical solutions of the present application and how the technical solutions of the present application solve the above technical problems in detail with specific embodiments. The following embodiments may be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments. Embodiments of the present application will be described below with reference to the accompanying drawings.

Fig. 1 is a schematic flow chart of a vehicle control method in a ramp scene according to an embodiment of the present application, as shown in fig. 1, the method includes:

s101, if it is determined that a vehicle is about to drive into a ramp, speed limit information corresponding to the ramp is obtained, and a first speed limit value is determined according to the speed limit information; the speed limit information is the speed limit requirement of the ramp.

In this embodiment, when it is detected that the vehicle is about to enter the ramp during the running of the vehicle, the speed limit information corresponding to the ramp may be acquired first. It should be noted that, the speed limit information obtained here may be obtained based on the image information of the speed limit plate on the ramp. Or may be provided based on a map application installed on the vehicle, and in this embodiment, the manner of acquiring the speed limit information is not particularly limited.

Further, after the speed limit information is acquired, the first speed limit value may be determined according to the speed limit included in the speed limit information.

When determining the first speed limit value, the speed limit included in the speed limit information may be directly determined as the first speed limit value. Alternatively, the vehicle itself may provide the user with a speed limit percentage setting option, and the vehicle may determine the first speed limit value by a combination of the selected percentage and the speed limit.

S102, determining at least one target historical period, acquiring the historical driving speeds of other vehicles passing through the ramp in the target historical period, and determining a second speed limit value according to the historical driving speeds.

After determining the first speed limit value, at least one target historical period may be further selected, and the historical driving speeds corresponding to the rest of vehicles in the target historical period may be determined to determine a second speed limit value corresponding to the current vehicle.

In this embodiment, when determining the target history period, a period adjacent to the period corresponding to the current time may be determined as the target history period, or any history period may be randomly selected as the target history period, and the selection manner of the target history period in this embodiment is not particularly limited.

In addition, after the target history period is determined, further historical driving speeds of the remaining vehicles passing through the ramp in the target history period may be obtained. It should be noted that, in this embodiment, the historical driving speeds of the remaining vehicles are obtained through the user authorization corresponding to the remaining vehicles. And, when the second speed limit value is determined after the historical running speeds corresponding to the other vehicles in the target historical period are acquired, in one possible implementation manner, the maximum value in the historical running speeds may be used as the second speed limit value. Alternatively, the average value between the maximum historical driving speed and the minimum historical driving speed in the target historical period may be used as the second speed limit value, and in this embodiment, the method for obtaining the second speed limit value is not particularly limited.

S103, determining a target speed limit value according to the first speed limit value and the second speed limit value.

For example, after the first speed limit value and the second speed limit value are acquired, the target speed limit value may be determined in combination with the first speed limit value and the second speed limit value.

Specifically, in one example, when determining the target speed limit value, the first speed limit value and the second speed limit value may be weighted and averaged according to a fixed weight value that is set in advance, and the processing result may be determined as the target speed limit value.

In one example, the weights corresponding to the first speed limit value and the second speed limit value need to be determined in real time, for example, when the speed limit information corresponding to the first speed limit value is determined by the image captured under the condition of low visibility in cloudy days, a smaller weight value is set for the first speed limit value. And further, the target speed limit value corresponding to the vehicle is determined through the weight determined in real time and the combination of the first speed limit value and the second speed limit value.

And S104, controlling the vehicle to run in the target speed limit value when the vehicle is driven into the ramp.

For example, after determining the target speed limit value, the target speed limit value is determined as the maximum speed that the vehicle can travel during the automatic driving control process, and the vehicle is controlled to pass through the ramp within the target speed limit value.

When the vehicle travels on the ramp, it is necessary to combine the target speed limit value with environmental information corresponding to the vicinity of the vehicle (for example, a vehicle traveling in the vicinity of the vehicle, ramp information corresponding to the vehicle, etc.), and plan the traveling speed corresponding to the vehicle in real time so as to ensure that the vehicle passes through the ramp safely.

In one possible implementation, the target speed limit value corresponding to the vehicle may also be determined in segments. Namely, the ramp is divided into a plurality of road sections, and each road section is correspondingly provided with a target speed limit value. It should be noted that, the target speed limit value corresponding to each road segment may be determined based on the historical driving speeds of the remaining vehicles passing through the road segment in the target historical period and the detected speed limit information on the road segment, and specifically, the determination manner of the target speed limit value may be referred to, so as to ensure that the vehicles travel at different speed limits on different road segments of the ramp.

It can be understood that in this embodiment, in order to avoid the problem that the vehicle always travels in a lower speed range or the traveling speed is too fast when the obtained speed limit information is inaccurate and further the vehicle automatically travels through the ramp, in this embodiment, the first speed limit value and the second speed limit value are respectively determined by combining the currently obtained speed limit information and the historical traveling speed of the vehicle passing through the ramp in the target historical period, and the target speed limit value when passing through the ramp is comprehensively determined by combining the first speed limit value and the second speed limit value, so as to ensure the rationality determined by the target speed limit value.

Fig. 2 is a flow chart of a vehicle control method in a ramp scene according to another embodiment of the present application, as shown in fig. 2, the method includes:

s201, if it is determined that a vehicle is about to drive into a ramp, speed limit information corresponding to the ramp is obtained, and a first speed limit value is determined according to the speed limit information; the speed limit information is the speed limit requirement of the ramp.

For example, the technical principle of step S201 may be referred to step S101, which is not described herein.

S202, if the ramp type of the ramp is determined to be a time-sharing speed limiting type, determining a first time period corresponding to the time when the vehicle enters the ramp.

In this embodiment, when determining the target history period, the corresponding target history period is selected in combination with the ramp type corresponding to the ramp. When the ramp to be driven in by the vehicle is a ramp of a time-division speed-limiting type, namely the speed limiting values corresponding to different time intervals are different, a first time interval to which the time of driving in the ramp by the vehicle belongs is firstly determined.

The time when the vehicle enters the ramp can be determined according to the current speed of the vehicle and the distance between the vehicle and the ramp entrance.

S203, screening candidate historical periods according to the first period in a plurality of historical periods on the historical date; the candidate history period is a history period in which the same history period as the first period is located in.

Illustratively, according to a first period corresponding to a current date, a history period identical to a period in which the first period is located is selected as a candidate history period under a history date. For example, if the current date is 1-2 pm, then a 1-2 pm period may be selected as the candidate history period.

S204, determining a target history period in the candidate history periods.

For example, after determining the plurality of candidate history periods, the target history period may be selected among the plurality of candidate history periods.

For example, if the current date is a workday, the candidate history period attributed to the workday is selected as the target history period. And if the current date is the holiday, selecting the candidate history period belonging to the holiday as the target history period so as to ensure that the determined second speed limit value is the same as the vehicle characteristic corresponding to the current date as much as possible.

It may be appreciated that in this embodiment, when determining the target historical period, if the ramp type is determined to be a time-sharing speed-limiting type, then further the historical period that is the same as the current period may be selected as the candidate period under the historical date, and the target historical period may be further determined to ensure that the speed limit corresponding to the target historical period and the first period is the same, so as to ensure the accuracy of determining the second speed limit value.

In one example, step S204 includes the steps of:

a first step of step S204: determining traffic condition information of a ramp under a candidate historical period; the traffic condition information includes at least one of: historical weather information, blocking degree of the ramp, accident information of the ramp and construction information of the ramp; the blocking degree is used for representing the blocking condition of traffic flow in the ramp; the accident information is used for representing whether traffic accidents exist or not; the construction information is used for representing whether a construction phenomenon exists or not;

A second step of step S204: and determining a target historical period according to the traffic condition information of the candidate historical period.

In this embodiment, when the target history period is selected in the candidate history period, the target history period may be further selected in combination with traffic condition information corresponding to the history period.

The historical weather information is the weather condition corresponding to the historical period. Specifically, the weather conditions may be classified into a rainy day, a snowy day, a fog, and the like, and the present embodiment is not particularly limited. It can be understood that the historical weather information is taken as a consideration factor for selecting the target historical period, so that the problem of inaccurate target historical period determination caused by different speed limit requirements corresponding to ramp road sections under different weather conditions can be avoided.

In addition, the accident information of the ramp may represent whether a traffic accident exists in the ramp within a history period, and it may be understood that when a traffic accident exists in the ramp, there may be a difference between the running speed of the vehicle and the running speed in a normal road section, for example, an overspeed phenomenon may exist in an accident vehicle in the ramp, and other non-accident vehicles may easily occur a slower running phenomenon, so that selecting a period in which no accident information occurs as a target history period is beneficial to ensure the accuracy of a finally obtained second speed limit value.

In one possible implementation manner, the traffic condition information may also include construction information of the ramp, and specifically, a period corresponding to the ramp in a construction state may be excluded, so as to avoid a complex operation that needs to be matched with a vehicle running in the period based on a history period.

In one possible implementation manner, the traffic condition information may include the above three, and further, based on construction information, accident information, and weather information included in the traffic condition information, the weather information is screened to be consistent, and a period in which no construction phenomenon and no accident exist is a target history period.

In addition, the traffic condition information may further include congestion degree information of the ramp. Since there is a jam in the ramp in which the difference between the vehicle running speed and the vehicle speed limit is generally large, in order to accurately determine the second speed limit value, a period of low jam degree may be selected as the target history period to ensure the accuracy of the finally obtained second speed limit value.

It can be appreciated that, in this embodiment, the target historical period is screened by combining the traffic condition information corresponding to the candidate historical period, which is beneficial to ensuring the accuracy of the finally obtained second speed limit value.

In one example, when the second step of the step S204 is performed, if the traffic condition information includes historical weather information, and the historical weather information includes historical visibility, the second step of the step S204 may be implemented by: determining the real-time visibility at the current time; and determining a candidate historical period corresponding to the historical weather information with the same real-time visibility as a target historical period.

Illustratively, the target history period may be selected by a visibility value in the weather information in the present embodiment. In practical application, the running speeds corresponding to the vehicles under different visibility generally have different limiting requirements, and in this embodiment, by selecting the candidate history period with the same historical visibility as the current real-time visibility as the target history period, the difference between the maximum values of the running speeds of the vehicles under different visibility can be avoided, so as to ensure the accuracy of the target speed limit value finally obtained by the vehicle. The problem that the vehicle is unsafe to run due to the fact that the corresponding target speed limit value is large when the vehicle runs on the ramp, or the vehicle runs slowly due to the fact that the target speed limit value is small is avoided.

S205, if the ramp type of the ramp is not the time-sharing speed-limiting type, determining that the time period contained in the first N days of the date to which the current moment belongs is a target historical time period, wherein N is a positive integer.

In the present embodiment, when the ramp type is not the time-division speed limit type, any one of the history periods in the previous N dates adjacent to the current date may be selected as the target history period.

In a possible implementation manner, when the ramp is not of a time-sharing speed-limiting type, further, the target historical period may also be determined by combining traffic condition information corresponding to each historical period contained in the previous N days. Specifically, reference may be made to the description in step S204, and the description is omitted here.

It can be understood that in this embodiment, when the ramp type is not a time-division speed-limiting type, the target history period is directly screened from the first N dates of the current date without being limited by the period, that is, the period in the date adjacent to the current date is selected as the target history period, so as to avoid the problem that the interval time between the target history period and the current period is long, and the ramp speed-limiting information is changed, so that the determination of the second speed-limiting value is inaccurate.

S206, acquiring the historical driving speeds of the rest vehicles passing through the ramp in the target historical period, and determining a second speed limit value according to the historical driving speeds.

In one example, determining the second speed limit value includes the steps of:

For each target history period, determining a historical average speed corresponding to the target history period according to the historical driving speeds corresponding to the rest vehicles in the target history period; and determining the maximum value in each historical average speed as a second speed limit value.

In this embodiment, after the historical driving speeds corresponding to the remaining vehicles in the target historical periods are obtained, the historical average speed corresponding to each target historical period may be determined based on the target historical period classification to which the remaining vehicles belong. That is, the average value of the historical travel speeds corresponding to the other vehicles in the target historical period is set as the historical average speed corresponding to the target historical period. Then, the historical running average speeds corresponding to the target historical periods are compared, and the maximum value of the historical running average speeds is determined as a second speed limit value.

It is understood that in the present embodiment, the maximum value of the historical average traveling speeds of the vehicle in the plurality of target historical periods is selected as the second speed limit value, and the maximum value that the vehicle can travel is estimated in combination with the historical traveling speeds corresponding to the plurality of vehicles.

For example, in practical application, if the current period is the afternoon period of No. 2, the maximum value of the historical average speeds corresponding to the afternoon period, and night period of the previous day, i.e. the day 1, may be further selected as the second speed limit value.

In one example, the remaining vehicles are vehicles belonging to the same vehicle type as the vehicle; the vehicle types include: trucks, buses, non-motor vehicles and other motor vehicles; the other motor vehicles are motor vehicles except trucks and buses.

In this embodiment, when the remaining vehicles are selected in the target history period, the vehicles belonging to the same vehicle type as the current vehicle may be further selected, so as to avoid the problem that when different speed limit requirements are set for different types of vehicles in the ramp, direct selection of all vehicles traveling in the target history period easily causes inaccurate determination of the second speed limit value, and thus inaccurate final target limit value. For example, in practical application, the speed limit value set for the large passenger car and the truck is low, and the speed limit value set for the rest of the motor vehicles is greater than or equal to the speed limit value of the large passenger car and the truck. Therefore, when the remaining vehicles are selected, the same type of vehicle can also be selected as the remaining vehicles.

S207, determining a target speed limit value according to the first speed limit value and the second speed limit value.

In one example, step S207 includes the steps of: if the first speed limit value is determined to be greater than or equal to the second speed limit value, the first speed limit value is determined to be a target speed limit value; if the first speed limit value is smaller than the second speed limit value, outputting prompt information, wherein the prompt information is used for prompting a user whether to take the second speed limit value as the maximum speed which can be driven currently; receiving feedback information of a user based on the prompt information, and determining a target speed limit value according to the feedback information; the feedback information is used for indicating a target speed limit value selected by a user.

Illustratively, in the present embodiment, when determining the target speed limit value from the first speed limit value and the second speed limit value, it is first necessary to compare the magnitude relation between the first speed limit value and the second speed limit value. If the first speed limit value is smaller than the second speed limit value, the first speed limit value acquired by the vehicle may not be accurate at this time, and further prompt information can be sent to the user so as to inquire whether the user needs to use the second speed limit value as the maximum speed corresponding to the vehicle running on the ramp. The target speed limit value can be further determined by combining feedback information made by the user for the prompt information. For example, the feedback information fed back by the user may directly indicate whether the second speed limit value is agreed to be determined as the target speed limit value. In one possible implementation, if it is determined that the user does not make feedback within a preset period of time, the first speed limit value is determined to be the target speed limit value, so as to ensure safe running of the vehicle.

If the first speed limit value is determined to be greater than the second speed limit value by comparing the first speed limit value with the second speed limit value, further, the first speed limit value can be determined to be accurate, and further, the first speed limit value can still be determined to be the target speed limit value.

It can be understood that in this embodiment, whether the first speed limit value is inaccurate is checked by the second speed limit value, that is, if the second speed limit value is smaller than the first speed limit value, the first speed limit value is determined to be accurate; if the second speed limit value is larger than or equal to the first speed limit value, the first speed limit value is determined to be inaccurate. Further, by the above comparison, if the first speed limit value is inaccurate, the second speed limit value may be used as the target speed limit value in the case of confirmation by the user; if the first speed limit value is accurate, the first speed limit value can be directly determined as the target speed limit value. Further, the phenomenon that the vehicle runs slowly when the vehicle runs under a slow limit value is avoided.

And S208, when the vehicle is driven into the ramp, controlling the vehicle to drive in the target speed limit value.

For example, the technical principle of step S208 may be referred to step S104, which is not described herein.

In one possible implementation manner, when the vehicle is driving on the ramp, if the ramp on which the vehicle is driving is of a curve type, at this time, the smaller the radius of the curve is, the smaller the corresponding real-time vehicle speed corresponding to the vehicle to be controlled is, so as to ensure that the vehicle can safely drive.

In this embodiment, the target historical period is screened by combining the traffic condition information corresponding to the candidate historical period, which is beneficial to ensuring the accuracy of the finally obtained second speed limit value. In addition, the vehicles belonging to the same vehicle type as the current vehicle are selected, so that the problem that the second speed limit value is inaccurate in determination easily caused by directly selecting all vehicles running in the target history period when different speed limit requirements are set for different types of vehicles in the ramp is avoided, and the final target limit value is inaccurate easily caused. Further, whether the first speed limit value is inaccurate or not can be checked through the second speed limit value, namely if the second speed limit value is smaller than the first speed limit value, the first speed limit value is determined to be accurate; if the second speed limit value is larger than or equal to the first speed limit value, the first speed limit value is determined to be inaccurate. Further, by the above comparison, if the first speed limit value is inaccurate, the second speed limit value may be used as the target speed limit value in the case of confirmation by the user; if the first speed limit value is accurate, the first speed limit value can be directly determined as the target speed limit value. Further, the phenomenon that the vehicle runs slowly when the vehicle runs under a slow limit value is avoided.

In one possible implementation, the auxiliary driving system in the vehicle may include: the system comprises a forward-looking binocular camera, a side-looking camera, a look-around camera, a front millimeter wave radar module, a rear-angle millimeter wave radar and an automatic driving controller. The front-view binocular camera, the side-view camera, the around-view camera, the front millimeter wave radar module and the rear-angle millimeter wave radar can be used for collecting environment information, image information and the like corresponding to the surroundings of a vehicle. The automatic driving controller can be used for automatic driving control, and based on the received environmental information, the image information and the determined target speed limit value, the driving track and the driving speed of the vehicle are planned and determined in real time, so that the functions of self-adaptive cruising, integrated cruising, pilot-assisted driving, front collision early warning, automatic emergency braking, lane departure, lane keeping, driving lever lane changing, autonomous lane changing and the like are realized.

Fig. 3 is a schematic diagram of a vehicle structure according to an embodiment of the present application. As shown in fig. 3, an angular millimeter wave radar is provided in the vehicle: the rear protection device is arranged at the left side and the right side of the rear protection device; front millimeter wave radar: is arranged right in front of the vehicle; side view camera: the side front view is arranged in the rearview mirror, and the side rear view is arranged above the fender; binocular camera and autopilot controller: can be arranged at any position of the whole vehicle which meets the waterproof requirement. In the figure, R1 represents a front millimeter wave radar, C1-C4 are 4 looking around cameras, C9 and C10 are two front looking cameras, R2 and R3 are two angle millimeter wave radars, and C5-C8 are 4 side looking cameras. And also includes an ADC autopilot controller.

Specifically, fig. 4 is a schematic diagram of a vehicle system according to an embodiment of the present application. The system comprises millimeter wave radar (namely, angle millimeter wave radar and front millimeter wave radar in the figure), a camera (namely, a front-view binocular camera, a round-view camera and a side-view camera in the figure), an automatic driving controller, a vehicle body stabilizing system, an electric power steering system, a vehicle control unit, a vehicle body controller, an instrument, a central control screen, a steering lamp, a hardware switch with intelligent driving auxiliary function and the like. The autopilot controller may communicate with its connected systems, sensors, etc. via a controller area network (Controller Area Network, CAN) bus.

The angle millimeter wave radar can be arranged on the left side and the right side of the rear bumper, and can accurately detect parameters such as the time distance and the relative speed of an obstacle from the vehicle through millimeter waves by sending out radio waves (radar waves) and then receiving echoes according to the time difference between the receiving and the transmitting.

The front millimeter wave radar is arranged under the license plate of the vehicle, and is used for sending out radio waves (radar waves) and then receiving echoes, measuring the position data of a target according to the time difference between the receiving and the transmitting, and accurately detecting the parameters such as the time distance and the relative speed of an obstacle from the vehicle through millimeter waves.

The front-view binocular camera group is a camera combination of 2 high pixels with different visual angles, can detect external front obstacles, identify lane line information, cut in and cut out identification of a close-range vehicle, and the like;

the side view camera can make up for the problem of poor recognition rate of the angular radar in a low-speed scene, and can quickly and early capture the cutting trend of other vehicles and a short-distance cutting scene, so that the automatic driving controller can early process the cutting scene;

an automatic driving controller (Autonomous Driving Control, ADC for short) identifies lane lines, vehicles running on roads, road edges, obstacles and the like through an algorithm by acquiring a sensing module (the sensing module comprises a millimeter wave radar, a forward-looking binocular camera, a side-looking camera, an inertial measurement unit integrated in the interior and the like), reasonably plans a driving-assisted track plan, controls the transverse direction and the longitudinal direction of the vehicle, realizes the functions of constant-speed cruising when the vehicle is in a collision state with the obstacle and avoiding the collision of the vehicle behind the obstacle, stopping with the collision, automatically starting the collision and the like, and sends a corner request, a deceleration request, a torque request and the like to each associated system in the control process.

The vehicle body stabilizing system (ESC) is used for receiving a deceleration request instruction sent by the automatic driving controller, and simultaneously feeding back vehicle body data such as deceleration, yaw angle, vehicle speed, wheel speed and the like of the vehicle for the ADC to carry out vehicle longitudinal control calculation.

The electric power steering (also called EPS for short in practical application) is used for executing the steering angle and the steering angle acceleration request sent by the automatic driving controller, controlling the steering angle of the steering wheel to the instruction angle of the automatic driving controller, and if the EPS fails or the driver intervenes in parking, feeding back the control reason to the automatic driving controller.

The whole vehicle controller (also called VCU for short in practical application) is used for receiving the torque request of the automatic driving controller, executing acceleration control, feeding back the gear of the vehicle in real time, responding to the torque and the like.

The vehicle body controller (also can be abbreviated as BCM in practical application) is used for receiving control requests of steering lamps, hazard warning lamps, windscreen wipers, lamplight and the like for automatic driving control.

The instrument (also can be abbreviated as in practical application, the IC) is used for displaying a man-machine interaction interface, characters, pictures and sound reminding in the process of activating the auxiliary driving function.

The central control screen (HU) user displays the navigation auxiliary function, the scene reconstruction interface and the user custom setting entry in the activation process.

The steering lamp is used for responding to the lighting request of the vehicle body controller in the automatic driving process to remind other vehicles of driving safety.

Fig. 5 is a schematic structural diagram of a vehicle control device in a ramp scene according to an embodiment of the present application, where, as shown in fig. 5, the device includes:

the first obtaining unit 501 is configured to obtain speed limit information corresponding to a ramp if it is determined that the vehicle is about to drive into the ramp.

A first determining unit 502, configured to determine a first speed limit value according to the speed limit information; the speed limit information is the speed limit requirement of the ramp.

A second determining unit 503 for determining at least one target history period.

A second acquisition unit 504 for acquiring a historical travel speed of the remaining vehicles passing through the ramp in the target historical period;

a third determining unit 505 for determining a second speed limit value according to the historical driving speed.

A fourth determining unit 506, configured to determine a target speed limit value according to the first speed limit value and the second speed limit value.

And a control unit 507 for controlling the vehicle to travel within the target speed limit value when the vehicle is driven into the ramp.

The device provided in this embodiment is configured to implement the technical scheme provided by the method, and the implementation principle and the technical effect are similar and are not repeated.

Fig. 6 is a schematic structural diagram of a vehicle control device in a ramp scene according to another embodiment of the present application, where, based on the device structure shown in fig. 5, the second determining unit 503 includes:

The first determining module 5031 is configured to determine a first period corresponding to when the vehicle enters the ramp if it is determined that the ramp type of the ramp is a time-division speed limit type.

A second determining module 5032, configured to screen candidate historical periods from the first period among a plurality of historical periods on the historical date; the candidate history period is a history period in which the same history period as the first period is located in.

The third determining module 5033 is configured to determine a target history period among the candidate history periods.

In one possible implementation, the third determining module 5033 is specifically configured to:

determining traffic condition information of a ramp under a candidate historical period; the traffic condition information includes at least one of: historical weather information, blocking degree of the ramp, accident information of the ramp and construction information of the ramp; the blocking degree is used for representing the blocking condition of traffic flow in the ramp; the accident information is used for representing whether traffic accidents exist or not; the construction information is used for representing whether a construction phenomenon exists or not;

and determining a target historical period according to the traffic condition information of the candidate historical period.

In one possible implementation, if the traffic condition information includes historical weather information, the historical weather information includes historical visibility, the third determining module 5033 is specifically configured to:

Determining the real-time visibility at the current time;

and determining a candidate historical period corresponding to the historical weather information with the same real-time visibility as a target historical period.

In one possible implementation, the second determining unit 503 includes:

a fourth determining module 5034, configured to determine, if it is determined that the ramp type of the ramp is not a time-division speed limit type, a period included in the first N days of the date to which the current time belongs as a target historical period, where N is a positive integer.

In one possible implementation manner, the third determining unit 505 includes:

a fifth determining module 5051, configured to determine, for each target history period, a historical average speed corresponding to the target history period according to the historical driving speeds corresponding to the remaining vehicles in the target history period;

a sixth determining module 5052 is configured to determine a maximum value of the historical average speeds as a second speed limit value.

In one possible implementation, the remaining vehicles are vehicles belonging to the same vehicle type as the vehicle; the vehicle types include: trucks, buses, non-motor vehicles and other motor vehicles; the other motor vehicles are motor vehicles except trucks and buses.

In one possible implementation, the fourth determining unit 506 includes:

the seventh determining module 5061 is configured to determine the first speed limit value as the target speed limit value if it is determined that the first speed limit value is greater than or equal to the second speed limit value.

The prompting module 5062 is configured to output prompting information if it is determined that the first speed limit value is less than the second speed limit value, where the prompting information is used to prompt the user whether to use the second speed limit value as the maximum speed that can be currently driven.

The receiving module 5063 is configured to receive feedback information based on the prompt information.

An eighth determining module 5064, configured to determine a target speed limit value according to the feedback information; the feedback information is used for indicating a target speed limit value selected by a user.

The device provided in this embodiment is configured to implement the technical scheme provided by the method, and the implementation principle and the technical effect are similar and are not repeated.

It should be noted that, it should be understood that the division of the modules of the above apparatus is merely a division of a logic function, and may be fully or partially integrated into a physical entity or may be physically separated. And these modules may all be implemented in software in the form of calls by the processing element; or can be realized in hardware; the method can also be realized in a form of calling software by a processing element, and the method can be realized in a form of hardware by a part of modules.

The application provides an electronic device, comprising: a memory, a processor;

a memory; a memory for storing processor-executable instructions;

the processor is used for executing the method according to the executable instructions.

Fig. 7 is a schematic structural diagram of an electronic device according to an embodiment of the present application. As shown in fig. 7, the electronic device may include: a transceiver 121, a processor 122, a memory 123.

Processor 122 executes the computer-executable instructions stored in the memory, causing processor 122 to perform the aspects of the embodiments described above. The processor 122 may be a general-purpose processor including a central processing unit CPU, a network processor (network processor, NP), etc.; but may also be a digital signal processor DSP, an application specific integrated circuit ASIC, a field programmable gate array FPGA or other programmable logic device, a discrete gate or transistor logic device, a discrete hardware component.

Memory 123 is coupled to processor 122 via the system bus and communicates with each other, and memory 123 is configured to store computer program instructions.

The transceiver 121 may be used to acquire a task to be run and configuration information of the task to be run.

The system bus may be a peripheral component interconnect standard (peripheral component interconnect, PCI) bus or an extended industry standard architecture (extended industry standard architecture, EISA) bus, among others. The system bus may be classified into an address bus, a data bus, a control bus, and the like. For ease of illustration, the figures are shown with only one bold line, but not with only one bus or one type of bus. The transceiver is used to enable communication between the database access device and other computers (e.g., clients, read-write libraries, and read-only libraries). The memory may include random access memory (random access memory, RAM) and may also include non-volatile memory (non-volatile memory).

The embodiment of the application also provides a chip for running the instruction, and the chip is used for executing the technical scheme of the task scheduling method in the embodiment.

The embodiment of the application also provides a computer readable storage medium, wherein the computer readable storage medium stores computer instructions, and when the computer instructions run on a computer, the computer is caused to execute the technical scheme of the task scheduling method of the embodiment.

The embodiment of the application also provides a computer program product, which comprises a computer program, wherein the computer program is stored in a computer readable storage medium, the computer program can be read from the computer readable storage medium by at least one processor, and the technical scheme of the task scheduling method in the embodiment can be realized when the computer program is executed by the at least one processor.

In the several embodiments provided in this application, it should be understood that the disclosed apparatus and method may be implemented in other ways. For example, the above-described device embodiments are merely illustrative, e.g., the division of modules is merely a logical function division, and there may be additional divisions of actual implementation, e.g., multiple modules may be combined or integrated into another system, or some features may be omitted or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or modules, which may be in electrical, mechanical, or other forms.

The modules illustrated as separate components may or may not be physically separate, and components shown as modules may or may not be physical units, may be located in one place, or may be distributed over multiple network units. Some or all of the modules may be selected according to actual needs to implement the solution of this embodiment.

In addition, each functional module in each embodiment of the present application may be integrated in one processing unit, or each module may exist alone physically, or two or more modules may be integrated in one unit. The units formed by the modules can be realized in a form of hardware or a form of hardware and software functional units.

The integrated modules, which are implemented in the form of software functional modules, may be stored in a computer readable storage medium. The software functional modules described above are stored in a storage medium and include instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) or processor to perform some steps of the methods of the various embodiments of the present application.

It should be understood that the above processor may be a central processing unit (Central Processing Unit, abbreviated as CPU), but may also be other general purpose processors, digital signal processors (Digital Signal Processor, abbreviated as DSP), application specific integrated circuits (Application Specific Integrated Circuit, abbreviated as ASIC), etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of a method disclosed in connection with the present invention may be embodied directly in a hardware processor for execution, or in a combination of hardware and software modules in a processor for execution.

The memory may comprise a high-speed RAM memory, and may further comprise a non-volatile memory NVM, such as at least one magnetic disk memory, and may also be a U-disk, a removable hard disk, a read-only memory, a magnetic disk or optical disk, etc.

The bus may be an industry standard architecture (Industry Standard Architecture, ISA) bus, an external device interconnect (Peripheral Component Interconnect, PCI) bus, or an extended industry standard architecture (Extended Industry Standard Architecture, EISA) bus, among others. The buses may be divided into address buses, data buses, control buses, etc. For ease of illustration, the buses in the drawings of the present application are not limited to only one bus or one type of bus.

The storage medium may be implemented by any type or combination of volatile or nonvolatile memory devices such as Static Random Access Memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic or optical disk. A storage media may be any available media that can be accessed by a general purpose or special purpose computer.

An exemplary storage medium is coupled to the processor such the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium may be integral to the processor. The processor and the storage medium may reside in an application specific integrated circuit (Application Specific Integrated Circuits, ASIC for short). Of course, the processor and the storage medium may reside as discrete components in an electronic control unit or master control device.

Those of ordinary skill in the art will appreciate that: all or part of the steps for implementing the method embodiments described above may be performed by hardware associated with program instructions. The foregoing program may be stored in a computer readable storage medium. The program, when executed, performs steps including the method embodiments described above; and the aforementioned storage medium includes: various media that can store program code, such as ROM, RAM, magnetic or optical disks.

Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the application following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the application pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the application being indicated by the following claims.

It is to be understood that the present application is not limited to the precise arrangements and instrumentalities shown in the drawings, which have been described above, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the application is limited only by the appended claims.

Claims (10)

1. A method for controlling a vehicle in a ramp scenario, the method comprising:

if the fact that the vehicle is about to drive into the ramp is determined, speed limit information corresponding to the ramp is obtained, and a first speed limit value is determined according to the speed limit information; the speed limit information is the speed limit requirement of the ramp;

determining at least one target historical period, acquiring historical driving speeds of other vehicles passing through the ramp in the target historical period, and determining a second speed limit value according to the historical driving speeds;

determining a target speed limit value according to the first speed limit value and the second speed limit value;

and when the vehicle is driven into the ramp, controlling the vehicle to drive within the target speed limit value.

2. The method of claim 1, wherein determining at least one target history period comprises:

if the ramp type of the ramp is not the time-sharing speed-limiting type, determining that the time period contained in the first N days of the date of the current moment is the target historical time period, wherein N is a positive integer.

3. The method of claim 1, wherein determining at least one target history period comprises:

if the ramp type of the ramp is determined to be a time-sharing speed limiting type, determining a first time period corresponding to the vehicle driving into the ramp;

screening candidate historical periods according to the first period in a plurality of historical periods under the historical date; the candidate historical time period is the same as the first time period in the historical time period;

in the candidate history period, a target history period is determined.

4. A method according to claim 3, wherein determining a target history period in the candidate history periods comprises:

determining traffic condition information of the ramp in the candidate history period; the traffic condition information includes at least one of: historical weather information, blocking degree of the ramp, accident information of the ramp and construction information of the ramp; the blocking degree is used for representing the blocking condition of traffic flow in the ramp; the accident information is used for representing whether traffic accidents exist or not; the construction information is used for representing whether a construction phenomenon exists or not;

and determining a target historical period according to the traffic condition information of the candidate historical period.

5. The method of claim 4, wherein if the traffic condition information includes historical weather information including historical visibility, determining a target historical period from traffic condition information for a candidate historical period comprises:

determining the real-time visibility at the current time;

and determining a candidate historical period corresponding to the historical weather information with the same real-time visibility as a target historical period.

6. The method of claim 1, wherein determining a second speed limit value based on the historical travel speed comprises:

for each target history period, determining a history average speed corresponding to the target history period according to the history running speeds corresponding to the rest vehicles in the target history period;

and determining the maximum value in each historical average speed as the second speed limit value.

7. The method according to any one of claims 1-6, wherein the remaining vehicles are vehicles belonging to the same vehicle type as the vehicle; the vehicle types include: trucks, buses, non-motor vehicles and other motor vehicles; the other motor vehicles are motor vehicles except trucks and large buses.

8. The method of any one of claims 1-6, wherein determining a target speed limit value from the first speed limit value and the second speed limit value comprises:

if the first speed limit value is determined to be greater than or equal to the second speed limit value, determining the first speed limit value as the target speed limit value;

if the first speed limit value is smaller than the second speed limit value, outputting prompt information, wherein the prompt information is used for prompting a user whether to take the second speed limit value as the maximum speed which can be driven currently;

receiving feedback information of a user based on the prompt information, and determining a target speed limit value according to the feedback information; the feedback information is used for indicating a target speed limit value selected by a user.

9. A vehicle control apparatus in a ramp scene, the apparatus comprising:

the first acquisition unit is used for acquiring speed limit information corresponding to a ramp if the fact that the vehicle is about to drive into the ramp is determined;

the first determining unit is used for determining a first speed limit value according to the speed limit information; the speed limit information is the speed limit requirement of the ramp;

a second determining unit configured to determine at least one target history period;

A second acquisition unit configured to acquire a historical travel speed of the remaining vehicles passing through the ramp in the target historical period;

a third determining unit, configured to determine a second speed limit value according to the historical driving speed;

a fourth determining unit, configured to determine a target speed limit value according to the first speed limit value and the second speed limit value;

and the control unit is used for controlling the vehicle to run in the target speed limit value when the vehicle runs into the ramp.

10. An electronic device, comprising: a processor, and a memory communicatively coupled to the processor;

the memory stores computer-executable instructions;

the processor executes computer-executable instructions stored in the memory to implement the method of any one of claims 1-8.