CN117818634A - Speed planning method, speed planning device, vehicle and computer readable storage medium - Google Patents

Abstract

The embodiment of the application provides a speed planning method, a speed planning device, a vehicle and a computer readable storage medium, and relates to the technical field of auxiliary driving. The method comprises the steps of obtaining the current speed, the current position, the preset deceleration and a plurality of map speed limits of a vehicle, wherein the map speed limits are the maximum speed limit value of each road; determining a map speed limit, of which the first one is lower than the current vehicle speed, as a target speed limit; and according to the current speed, the target speed limit, the distance between the starting position of the target speed limit and the current position and the preset deceleration, and the speed planning is carried out, so that the running consistency of the vehicle and the riding comfort of personnel in the vehicle are improved.

Description

Speed planning method, speed planning device, vehicle and computer readable storage medium

Technical Field

The present invention relates to the technical field of driving assistance, and more particularly, to a speed planning method, a speed planning device, a vehicle, and a computer-readable storage medium.

Background

The automatic driving system of the vehicle senses the surrounding environment of the vehicle and the road condition by using various sensing devices (e.g., sensors, cameras, lidar, etc.), thereby assisting the driver in performing related vehicle operations. The automatic driving system can execute driving tasks such as straight running, lane changing, turning, acceleration, deceleration and the like, and can improve the driving safety and convenience.

In the aspect of speed limit, the related technology comprehensively considers the distance between the vehicle and the speed limit starting position, the map speed limit and the current speed of the vehicle, and when the vehicle approaches the speed limit starting position and the speed of the vehicle is higher than the specified speed limit, the system automatically calculates and applies a deceleration, so that the vehicle is actively controlled to decelerate, and the vehicle is ensured not to run at overspeed. The related technology performs speed planning according to the speed limit when the speed limit is obtained, and because the speed limits of different roads are different, if a plurality of speed limits exist in a certain distance range in front of the vehicle, the related technology performs speed planning according to a fixed distance and a single speed limit, and a sectional speed limiting method is adopted, namely, the speed limit is performed on each road, so that frequent acceleration and deceleration (such as acceleration and immediate deceleration) can be caused, the speed is suddenly high and suddenly low, and the conditions of pause and unsmooth in the driving process are caused, so that the user experience is influenced.

Disclosure of Invention

The embodiments of the present application provide a speed planning method, apparatus, vehicle and computer readable storage medium to improve the above-mentioned problems.

In a first aspect, an embodiment of the present application provides a speed planning method, including: acquiring the current speed, the current position, the preset deceleration and a plurality of map speed limits of the vehicle, wherein the map speed limits are the maximum speed limit value on each road; determining a map speed limit, of which the first one is lower than the current vehicle speed, as a target speed limit; and according to the current speed, the target speed limit, the distance between the starting position of the target speed limit and the current position and the preset deceleration, and performing speed planning.

In a second aspect, an embodiment of the present application provides a speed planning apparatus, including: the system comprises an acquisition module, a speed control module and a speed control module, wherein the acquisition module is used for acquiring the current speed, the current position, the preset deceleration and a plurality of map speed limits, wherein the map speed limits are the maximum speed limit value of each road; the determining module is used for determining the map speed limit, of which the first one is lower than the current speed of the vehicle, as a target speed limit; and the planning module is used for carrying out speed planning according to the current speed, the target speed limit, the distance between the starting position of the target speed limit and the current position and the preset deceleration.

In a third aspect, embodiments of the present application provide a vehicle comprising: the system comprises a memory and a processor, wherein an application program is stored in the memory and used for executing the method provided by the embodiment of the application when the application program is called by the processor.

In a fourth aspect, embodiments of the present application provide a computer readable storage medium having stored thereon program code for causing a processor to perform the method provided by the embodiments of the present application when invoked by the processor.

In the speed planning method, the device, the vehicle and the computer readable storage medium provided by the embodiment of the application, the first map speed limit of the map speed limits, which is lower than the current speed of the vehicle, is determined as the target speed limit, the speed planning is performed according to the target speed limit, the distance between the starting position and the current position of the target speed limit, the current speed and the preset deceleration, only the first map speed limit, which is lower than the current speed of the vehicle, is considered, the one-stage speed limit rather than the sectional speed limit is adopted, acceleration and deceleration cross (such as first acceleration and then horse deceleration) caused by speed planning of the sectional speed limit can be avoided, the condition that the speed is suddenly high and suddenly low is caused, and accordingly continuity of vehicle running and riding comfort of personnel in the vehicle can be improved.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings that are required for the description of the embodiments will be briefly introduced below, and it is apparent that the drawings in the following description are only some embodiments of the present application, but not all embodiments. All other embodiments and figures obtained by persons of ordinary skill in the art based on the embodiments of the present application without inventive effort are within the scope of the present application.

FIG. 1 is a flow chart of a speed planning method provided in an embodiment of the present application;

FIG. 2 is a schematic diagram of a ramp speed limit sign provided in an exemplary embodiment of the present application;

FIG. 3 is a partial flow chart of a speed planning method provided in another embodiment of the present application;

FIG. 4 is a schematic illustration of a merge sign provided in an exemplary embodiment of the present application;

FIG. 5 is a schematic illustration of a merge area provided in an exemplary embodiment of the present application;

FIG. 6 is a schematic view of a highway merge area provided in an exemplary embodiment of the present application;

FIG. 7 is a flow chart of a speed planning method provided by an exemplary embodiment of the present application;

FIG. 8 is a block diagram of a speed planning apparatus according to an embodiment of the present application;

fig. 9 is a block diagram of a vehicle according to an embodiment of the present application.

Detailed Description

In order to enable those skilled in the art to better understand the present application, the following description will make clear and complete descriptions of the technical solutions in the embodiments of the present application with reference to the accompanying drawings in the embodiments of the present application.

The speed planning method in the embodiment of the application can be applied to a speed planning device or a vehicle. The vehicle may be a gasoline vehicle or an electric vehicle, which may include, but is not limited to, a pure electric vehicle, a hybrid vehicle, a fuel cell vehicle, or the like, without specific limitation. Vehicles have an autopilot system for implementing autopilot or assisted drive functions.

Referring to fig. 1, fig. 1 is a flowchart of a speed planning method according to an embodiment of the present application. The speed planning method may include steps S110 to S130.

Step S110: and acquiring the current speed, the current position, the preset deceleration and a plurality of map speed limits of the vehicle, wherein the map speed limits are the maximum speed limit value on each road.

The vehicle includes a sensing module that can fuse data collected by various sensing devices (e.g., sensors, cameras, lidar, etc.) to sense the surrounding environment of the vehicle. The speed planning module of the vehicle CAN carry out local path planning according to the surrounding environment of the vehicle and the global path, and outputs the information of the current speed (planned speed) of the vehicle, the current acceleration/deceleration and the like to a bus of a vehicle-mounted controller area network (Controller Area Network, CAN for short) in real time. The current speed of the vehicle CAN be obtained from the vehicle-mounted CAN bus in real time.

The vehicle includes a positioning module that may include a Real-Time Kinematic (RTK) system, a global positioning system (Global Positioning System, GPS), and an inertial measurement unit (Inertial Measurement Unit, IMU). The positioning module can position the current position of the vehicle in real time and output the current position of the vehicle. The current position of the vehicle may refer to the latitude and longitude position of the vehicle, and may be represented by latitude and longitude coordinates.

The preset deceleration is a deceleration set in advance. The current speed planning mostly adopts fixed deceleration to carry out speed planning, and the driving styles of different drivers are not considered, so that the personalized driving requirements of different drivers are difficult to meet. Based on the above, in order to improve the personalized driving experience, the driving style classification of the driver can be performed in advance, and the mapping relation between the driving style and the preset deceleration is set. Based on the mapping relation, the driving style of the vehicle driver can be acquired firstly, and then the preset deceleration corresponding to the driving style is acquired, so that the speed planning is ensured by adopting the deceleration conforming to the driving habit of the driver, the personalized driving requirements of different drivers are met, and the personalized driving experience is improved.

The driving style classification refers to classifying the driving styles into different types according to factors such as driving habits, driving skills, driving attitudes and the like of a driver. Common driving style classifications include safe driving, aggressive driving, slow sub-driving, aggressive driving, and the like.

For example, the map of the driving style and the preset deceleration may be as shown in table 1.

TABLE 1

Driving style	Preset deceleration
		General type	-0.5 m/s2 (m/s 2)
Conservation type	-0.6m/s2
		Sports type	-0.7m/s2

The driving style of the driver can be set by the driver or comprehensively determined according to the historical driving records under the account of the driver. In some embodiments, the driver may log in his account under which his driving style is set. The driving style under the account number of the current login of the vehicle can be obtained, and then the preset deceleration corresponding to the driving style is obtained. In other embodiments, the driving style of the driver may be determined according to the historical driving record under the account of the driver currently logged in the vehicle, for example, if the mode of the deceleration in the historical driving record of the driver is greater than-0.7 m/s2, the driving style of the driver may be determined to be sporty, and then the preset deceleration corresponding to the determined driving style is acquired.

The vehicle includes a navigation system for navigating according to a navigation map. The navigation map in the embodiment of the application fuses related data in the high-precision map, so that the vehicle can perceive other information (abbreviated as beyond-visual-range information) beyond the perception module, for example, a map speed limit sign beyond the visual-range of the perception module, map speed limit information and the like, and a driver can be warned in advance according to the beyond-visual-range information, so that the speed is prevented from being too high or the speed is rapidly reduced, and the driving safety of the vehicle is improved.

The road model in the navigation map carries road topology information, which may include, but is not limited to, link information, node information, edge information. The link refers to a section of road, which is a basic unit of a road model in a navigation system, and the node is an endpoint of the link or an intersection point between links. The road topology can be represented using nodes and links. edge represents the topology of all associated roads at a node. As described above, the high-precision map is introduced in the embodiment of the present application, so the road topology information of the navigation map may further include data obtained from the high-precision map, for example, information such as a map speed limit sign, a map speed limit, a road curvature, a ramp curvature, and the like.

From the node (also referred to as waypoint) information in the navigation map, a navigation path of the vehicle can be acquired. In the running process of the vehicle, road topology information of a first designated distance of a navigation path in front of the vehicle can be continuously acquired, and the road topology information can comprise map speed limit information. The first specified distance may be set according to actual requirements, and in an example, the first specified distance may be 800 meters. By setting the first designated distance, a plurality of map speed limits can be ensured to be acquired, so that one-section speed limit planning is conducted according to the plurality of map speed limits, instead of speed limit planning conducted on a plurality of sections of roads respectively, and therefore continuity of speed limit planning is improved.

It should be noted that there are a plurality of speed limits on a road, and the plurality of speed limits may include, but are not limited to, an automobile speed limit, a passenger car speed limit, a truck speed limit, and a minimum speed limit, and the automobile speed limit > the passenger car speed limit > the truck speed limit > the minimum speed limit.

It should be understood that if there is a ramp within the first specified distance range of the front navigation path, the obtained road topology information further includes information related to the ramp, such as a ramp speed limit sign, a ramp speed limit, and a ramp curvature (the ramp curvature may be understood as a road curvature within the ramp).

In the aspect of ramp speed limit, the speed of entering a ramp is not considered in the current speed limiting method, and when the ramp speed limit is acquired, speed reduction planning is performed immediately according to the ramp speed limit, so that the ramp speed limit is reduced prematurely.

Based on this, in some embodiments, if the ramp speed limit sign is found according to the road topology information, the curvature of the ramp of the front specified number of ramps or the front specified distance (for distinguishing from the first specified distance, herein referred to as the second specified distance) among the plurality of ramps to be passed this time may be obtained. The "front specified number of ramps or front specified distance ramps" is referred to herein as the "first target ramp". The ramp speed limit sign may be as shown in fig. 2, and is usually disposed beside a road in front of the ramp, and is used for prompting a driver that the ramp is about to be entered. The specified number and the second specified distance may be set according to actual requirements, and by way of example, the specified number may be 2 and the second specified distance may be 100 meters.

If the curvature of the first target ramp is larger than or equal to the curvature threshold value, the curvature of the front section of the ramp is larger, and the first target ramp is not suitable for entering the ramp by adopting a larger vehicle speed in order to ensure the driving safety, and under the condition, the map speed limit of the first target ramp can be obtained.

If the curvature of the first target ramp is smaller than the curvature threshold value, the curvature of the front section of the ramp is smaller, and the ramp can be entered at a higher speed than the map speed limit, in which case, the map speed limit on the road (namely, the main road) on which the vehicle is located before entering the ramp can be obtained as the map speed limit of the first target ramp, so that the first target ramp with smaller curvature is considered to be the extension of the main road in the condition of entering the ramp, the map speed limit of the main road is used, and the ramp is entered at a higher speed than the map speed limit in the condition of small curvature of the front section of the ramp, thereby avoiding early deceleration to the ramp speed limit and further improving the vehicle passing efficiency.

It should be noted that, the collection frequency of each item of data in step S110 may be set according to actual requirements, and the collection frequency may be 10 hz for example.

Step S120: and determining a map speed limit, the first map speed limit of which is lower than the current vehicle speed, as a target speed limit.

In some embodiments, whether the plurality of map speed limits are lower than the current vehicle speed can be judged sequentially according to the sequence of the speed limit signs corresponding to the plurality of map speed limits and the vehicle from near to far, and the first map speed limit lower than the current vehicle speed can be determined as the target speed limit, so that the speed planning is conveniently carried out subsequently according to the first map speed limit lower than the current vehicle speed, one-stage speed limit is adopted, the speed limits in the first specified distance range in front are uniformly considered, the first speed limit low point of the path is found, the speed limit higher than the current vehicle speed in the middle is ignored, the conditions of accelerating before decelerating are avoided, and the running continuity of the vehicle is improved.

In other embodiments, the minimum value of the map speed limits may be compared with the current vehicle speed, and if the minimum value is smaller than the current vehicle speed, the minimum value is determined as the target vehicle speed, so that the minimum map speed limit in the first specified distance range of the navigation path in front of the vehicle is considered, the vehicle is directly decelerated to the minimum speed limit, and the consistency of the running of the vehicle is improved.

Step S130: and according to the current speed, the target speed limit, the distance between the starting position of the target speed limit and the current position and the preset deceleration, and performing speed planning.

The starting position of the target speed limit is the position of the entering speed limit road section and can be obtained from a navigation map.

The braking distance can be determined according to the current speed, the target speed limit and the preset deceleration, and the braking distance is the distance between the current position and the starting position of the vehicle.

For example, the braking distance may be calculated using the following expression (1):

wherein Dis _Break The braking distance is represented, V1 represents the target speed limit, V represents the current vehicle speed, and a represents the preset deceleration.

The speed planning can be performed according to the distance between the starting position and the current position and the braking distance. In particular, the magnitude relation of the distance between the starting position and the current position and the braking distance may be compared, and a further speed planning strategy is determined according to the magnitude relation.

In some embodiments, if the distance between the starting position and the current position is smaller than the braking distance, it is indicated that the vehicle cannot be decelerated to the target speed limit when reaching the starting position of the target speed limit by using the preset deceleration, and in this case, the deceleration may be redetermined according to the current speed, the target speed limit, and the distance between the starting position and the current position; and carrying out speed planning according to the redetermined deceleration and the current vehicle speed, so as to ensure that the vehicle can be decelerated to the target speed limit when the lane reaches the initial position of the target speed limit, and avoid overspeed running.

For example, the deceleration may be redetermined using expression (2):

wherein a is _need Representing the redetermined deceleration, S represents the distance between the starting position and the current position of the target speed limit.

For example, the following expression (3) may be employed to perform a speed planning according to the redetermined deceleration and the current vehicle speed:

wherein V is _t Representing the planned speed.

In some embodiments, if the distance between the starting position and the current position is greater than or equal to the braking distance, indicating that the preset deceleration is sufficient to slow down to the target speed limit when the vehicle reaches the starting position of the target speed limit, in this case, the target position may be determined according to the distance between the starting position and the current position and the braking distance; keeping running at the current vehicle speed until the vehicle reaches the target position; when the vehicle reaches the target position, speed planning is performed according to the preset deceleration and the current vehicle speed, so that the situation that the vehicle is decelerated to the target speed limit in advance before reaching the initial position of the target speed limit is avoided, and the passing efficiency is influenced.

For example, the target position may be determined using the following expressions (4) and (5):

Dis _keep ＝S―Dis _Break (4)

P＝P _present +Dis _keep (5)

wherein Dis _keep Represents a distance (simply referred to as a holding distance) to be kept running at the current vehicle speed, and P represents a target position, dis _keep Indicating the current position of the vehicle. It should be noted that, adding the current position and the holding distance refers to fitting the current position and the holding distance to obtain the target position on the navigation path, and is not a simple numerical addition. That is, the vehicle still travels at the current vehicle speed on the hold distance section, and the vehicle travels at the planned speed on the brake distance section according to the preset deceleration and the current vehicle speed.

For example, the speed planning may be performed according to the preset deceleration and the current vehicle speed according to the following expression (6):

wherein the planned speed is represented.

It should be noted that, if the distance between the starting position and the current position is equal to the braking distance, the target position is the current position of the vehicle, in this case, in some embodiments, the speed planning may be directly performed according to the preset deceleration and the current vehicle speed, without executing the step of calculating the target position, so as to improve the speed planning efficiency.

It should be noted that, when the speed planning is performed according to the deceleration (including the preset deceleration and the redetermined deceleration) in step S130, the speed may be calculated once every preset distance, so as to achieve uniform deceleration. The preset distance may be set according to actual requirements, and in an example, the preset distance may be 5 meters.

Based on steps S110 to S130, the first one of the plurality of map speed limits is determined to be the target speed limit, and speed planning is performed according to the target speed limit, the distance between the starting position and the current position of the target speed limit, the current speed and the preset deceleration, only the first map speed limit which is lower than the current speed of the vehicle is considered, and one-stage speed limit is adopted instead of sectional speed limit, so that acceleration and deceleration (such as accelerating before standing horse decelerating) caused by speed planning by adopting a plurality of speed limits by sectional speed limit are performed, and the condition that the speed is suddenly high and suddenly low is avoided, thereby improving the continuity of vehicle running and the riding comfort of personnel in the vehicle.

The current speed limiting method ignores the speed limiting logic of the outgoing ramp, so that the speed planning of the outgoing ramp of the vehicle is unreasonable, for example, under the condition that the curvature of the tail section of the ramp (for example, a road section connecting the ramp and a main road) is small and a merging area of the ramp is free of vehicles, the vehicles can accelerate from the ramp to enter the main road in advance, but the current speed limiting method still adopts speed limiting control under the condition, so that the passing efficiency is reduced.

Based on this, in some embodiments, referring to fig. 3, after step S130, the speed planning method may further include steps S210 to S220, and by adding the speed limit logic control of the outgoing ramp, the traffic efficiency of the outgoing ramp can be improved on the premise of considering the driving safety of the vehicle.

Step S210: if the confluence mark is found, acquiring preset acceleration, curvature of a second target ramp and the number of vehicles in a confluence region, wherein the second target ramp comprises a later appointed number of ramps or a later appointed distance ramp in a plurality of ramps to be passed through at this time.

It should be appreciated that if the vehicle is about to exit the ramp, the road topology information described above includes a merge sign and the curvature of the second target ramp (i.e., the curvature of the road within the second target ramp). Merging refers to the traffic behavior of two substantially parallel co-directional traffic streams merging to travel on one lane. The vehicle confluence represents that a plurality of vehicles with different lanes run in a confluence mode, and finally run on the same lane. The driver is informed of the lane junction ahead in advance on the road of the navigation map, and a junction flag is given beside the road. For example, a merge sign may be provided, as shown in fig. 4, generally at the road side in front of the road junction for prompting the driver to notice that there is a vehicle merge in front.

The merging area is a transition area where the vehicle enters the main road from the ramp. Vehicles collected by the main road and the secondary road of the city enter the ramp, and in the merging area, the vehicles driving into the ramp try to find an exit or a gap insertion in the main road lane. The merge area and the number of vehicles within the merge area can be read from the navigation map. Referring to fig. 5, the junction may generally include a ramp tail section and a main road portion connected to the ramp, and in particular, referring to fig. 6, the junction of the expressway includes a ramp tail section, an acceleration lane, and a main road portion associated therewith.

The preset acceleration may be preset according to actual requirements, and for example, the preset acceleration may be 0.8m/s2. The specified number and the specified distance may be set according to actual requirements, and the specified distance herein may be the above-described second specified distance. By way of example, the specified number may be 2 and the specified distance may be 100 meters.

Step S220: and if the curvature of the second target ramp is smaller than the curvature threshold value and the number of vehicles in the merging area is zero, adopting preset acceleration to carry out speed planning.

If the curvature of the second target ramp is smaller than the curvature threshold value and the number of vehicles in the merging area is zero, the curvature of the ramp tail section is smaller, and no vehicles exist in the merging area, under the condition, the ramp is accelerated to enter the main road from the ramp in advance by adopting preset acceleration, unnecessary speed limiting change can be reduced, the vehicle passing efficiency is improved, and the traffic fluency is improved.

For example, the following expression (7) may be employed, and the speed planning may be performed using a preset acceleration:

wherein a' is a preset acceleration.

Based on the steps S120 to S220, by analyzing the road curvature of the second target ramp and the merging condition of the exit ramp, under the condition that the curvature of the second target ramp is smaller than the curvature threshold and the number of vehicles in the merging area is zero, the entrance from the ramp into the main road is accelerated in advance, so that unnecessary speed limit change can be reduced, the vehicle passing efficiency is improved, and the traffic fluency is improved.

Referring to fig. 7, fig. 7 is a flowchart of a speed planning method according to an exemplary embodiment of the present application. The speed planning method may include steps S310 to S380.

Step S310: road topology information, chassis information and navigation map information of a navigation path are continuously acquired in the driving process.

Step S320: when the ramp is identified according to the road topology information of 800 meters in front, judging whether the road curvature of the first 2 or the first 100 meters of ramp is smaller than a curvature threshold value.

If the road curvature of the first 2 or the first 100 m of ramps is smaller than the curvature threshold, the first 2 or the first 100 m of ramps are regarded as the extending road of the main road, and the map speed limit of the main road is used as the map speed limit of the first 2 or the first 100 m of ramps, and the step S320 is continuously executed.

If the road curvatures of the first 2 or first 100 meters of ramps are not all smaller than the curvature threshold, the first 2 or first 100 meters of ramps still use their own map to limit speed, and the process proceeds to step S330.

Step S330: in the case where an on-ramp is to be driven, a planned speed (i.e., the current speed of the vehicle described above) and a preset deceleration corresponding to the driver's style are acquired.

Step S340: and determining a speed limit point (namely an initial position of the target speed limit) of the map speed limit, wherein the first speed limit point is smaller than the current vehicle speed.

Step S350: and calculating the braking distance and the holding distance according to the speed limiting point.

Step S360: and the current vehicle speed is continuously adopted to run on the distance keeping road section, and the speed limit is smooth on the braking distance road section.

Step S370: confluence information of the navigation path 100 m in front is checked.

Step S380: if the curvatures of the front 2 ramps or the front 100 m ramps (namely the rear 2 ramps or the rear 100 m ramps in the ramps to be passed through this time) of the merging opening are smaller than the curvature threshold value and no vehicle exists in the merging area, acceleration of 0.8m/s2 is used for accelerating in advance, and the ramps are driven out.

For the parts not described in detail in step S310 to step S380, please refer to the relevant parts described above.

Referring to fig. 8, fig. 8 is a block diagram of a speed planning apparatus according to an embodiment of the present application. The speed planning apparatus 100 may be applied to a vehicle. The speed planning apparatus 100 includes an acquisition module 110, a determination module 120, and a planning module 130. Wherein: the acquisition module 110 is configured to acquire a current vehicle speed, a current position, a preset deceleration, and a plurality of map speed limits of the vehicle. The determining module 120 is configured to determine a first one of the plurality of map speed limits as a target speed limit that is lower than a current speed of the vehicle. The planning module 130 is configured to perform speed planning according to the current vehicle speed, the target speed limit, a distance between a starting position of the target speed limit and the current position, and a preset deceleration.

In some embodiments, the obtaining module 110 is further configured to obtain, if the ramp speed limit sign is found, a curvature of a first target ramp, where the first target ramp includes a first specified number of ramps or a first specified distance ramps from a plurality of ramps to be passed through this time; and if the curvature is smaller than the curvature threshold value, acquiring the map speed limit on the road where the vehicle is located before driving into the ramp as the map speed limit of the first target ramp.

In some embodiments, the obtaining module 110 is further configured to obtain a driving style of a driver of the vehicle; and acquiring a preset deceleration corresponding to the driving style.

In some embodiments, the planning module 130 is further configured to determine a braking distance according to the current vehicle speed, the target speed limit, and the preset deceleration, where the braking distance is a distance between the vehicle decelerating from the current position to the starting position; and planning the speed according to the distance between the starting position and the current position and the braking distance.

In some embodiments, the planning module 130 is further configured to re-determine the deceleration based on the current speed, the target speed limit, and the distance between the starting position and the current position if the distance between the starting position and the current position is less than the braking distance; and carrying out speed planning according to the redetermined deceleration and the current vehicle speed.

In some embodiments, the planning module 130 is further configured to determine a target position according to the distance between the starting position and the current position and the braking distance if the distance between the starting position and the current position is greater than or equal to the braking distance; keeping running at the current vehicle speed until the vehicle reaches the target position; and when the vehicle reaches the target position, speed planning is carried out according to the preset deceleration and the current vehicle speed.

In some embodiments, the speed planning apparatus 100 may further include an acceleration module, where the acceleration module is configured to obtain a preset acceleration, a curvature of a second target ramp, and a number of vehicles in a merging area, where the second target ramp includes a post-specified number of ramps or a post-specified distance ramp from a plurality of ramps to be passed by this time; and if the curvature is smaller than a curvature threshold value and the number of vehicles in the converging region is zero, performing speed planning by adopting the preset acceleration. The specific working process of the acceleration module is shown in step S210 to step S220.

It is clear to a person skilled in the art that the above device provided in the embodiments of the present application can implement the method provided in the embodiments of the present application. The specific working process of the above-described device and module may refer to a process corresponding to the method in the embodiment of the present application, which is not described herein again.

In the embodiments provided in this application, the modules shown or discussed are coupled, directly coupled, or communicatively coupled to each other, and may be indirectly coupled or communicatively coupled via some interfaces, devices, or modules, which may be electrical, mechanical or otherwise.

In addition, each functional module in the embodiments of the present application may be integrated into one processing module, or each module may exist alone physically, or two or more modules may be integrated into one module. The integrated modules may be implemented in hardware or in software as functional modules.

Referring to fig. 9, fig. 9 is a block diagram of a vehicle according to an embodiment of the present application. The vehicle 200 may include a memory 210 and a processor 220, the memory 210 having stored therein an application configured to perform the methods provided by the embodiments of the present application when invoked by the processor 220.

Processor 220 may include one or more processing cores. The processor 220 utilizes various interfaces and lines to connect various portions of the overall vehicle 200 for executing or executing instructions, programs, code sets, or instruction sets stored in the memory 210, and for invoking execution or data stored in the memory 210, performing various functions of the vehicle 200, and processing data.

The processor 220 may be implemented in hardware in at least one of digital signal processing (Digital Signal Processing, DSP for short), field programmable gate array (Field-Programmable Gate Array, FPGA for short), and programmable logic array (Programmable Logic Array, PLA for short). The processor 220 may integrate one or a combination of several of a central processing unit (Central Processing Unit, CPU for short), an image processor (Graphics Processing Unit, GPU for short) and a modem. The CPU mainly processes an operating system, a user interface, an application program and the like; the GPU is used for being responsible for rendering and drawing of display content; the modem is used to handle wireless communications. It will be appreciated that the modem may not be integrated into the processor 220 and may be implemented solely by a single communication chip.

The Memory 210 may include a random access Memory (Random Access Memory, abbreviated as RAM) or a Read-Only Memory (abbreviated as ROM). Memory 210 may be used to store instructions, programs, code sets, or instruction sets. The memory 210 may include a stored program area and a stored data area. The storage program area may store instructions for implementing an operating system, instructions for implementing at least one function, instructions for implementing the various method embodiments described above, and the like. The storage data area may store data created by the vehicle 200 in use, etc.

The present embodiments also provide a computer readable storage medium having program code stored thereon, the program code being configured to perform the methods provided by the embodiments of the present application when invoked by a processor.

The computer readable storage medium may be an electronic Memory such as a flash Memory, an Electrically erasable programmable read-Only Memory (EEPROM), an erasable programmable read-Only Memory (EPROM), a hard disk, or a ROM.

In some embodiments, the computer readable storage medium comprises a Non-volatile computer readable medium (Non-Transitory Computer-Readable Storage Medium, referred to as Non-TCRSM). The computer readable storage medium has storage space for program code to perform any of the method steps described above. The program code can be read from or written to one or more computer program products. The program code may be compressed in a suitable form.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and are not limiting thereof; although the present application has been described in detail with reference to the foregoing embodiments, one of ordinary skill in the art will appreciate that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not drive the essence of the corresponding technical solutions to depart from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims (10)

1. A method of speed planning, comprising:

acquiring the current speed, the current position, the preset deceleration and a plurality of map speed limits of the vehicle, wherein the map speed limits are the maximum speed limit value on each road;

determining a map speed limit, of which the first one is lower than the current vehicle speed, as a target speed limit;

and according to the current speed, the target speed limit, the distance between the starting position of the target speed limit and the current position and the preset deceleration, and performing speed planning.

2. The method according to claim 1, wherein the speed planning according to the current vehicle speed, the target speed limit, the distance between the starting position of the target speed limit and the current position, and the preset deceleration includes:

determining a braking distance according to the current vehicle speed, the target speed limit and the preset deceleration, wherein the braking distance is the distance between the vehicle decelerating from the current position to the starting position;

and planning the speed according to the distance between the starting position and the current position and the braking distance.

3. The method of claim 2, wherein said planning a speed based on a distance between said start position and said current position and said braking distance comprises:

if the distance between the starting position and the current position is smaller than the braking distance, the target speed limit and the distance between the starting position and the current position are used for determining deceleration again according to the current speed;

and carrying out speed planning according to the redetermined deceleration and the current vehicle speed.

4. The method of claim 2, wherein said planning a speed based on a distance between said start position and said current position and said braking distance comprises:

if the distance between the starting position and the current position is greater than or equal to the braking distance, determining a target position according to the distance between the starting position and the current position and the braking distance;

keeping running at the current vehicle speed until the vehicle reaches the target position;

and when the vehicle reaches the target position, speed planning is carried out according to the preset deceleration and the current vehicle speed.

5. The method of claim 1, wherein the obtaining a plurality of map speed limits comprises:

if a ramp speed limit sign is found, acquiring the curvature of a first target ramp, wherein the first target ramp comprises a front appointed number of ramps or a front appointed distance ramp in a plurality of ramps to be passed through at this time;

and if the curvature is smaller than the curvature threshold value, acquiring the map speed limit on the road where the vehicle is located before driving into the ramp as the map speed limit of the first target ramp.

6. The method according to claim 1, wherein the target speed limit, the distance between the starting position of the target speed limit and the current position, and a preset deceleration according to the current vehicle speed, and after the speed planning, the method further comprises:

if the confluence mark is found, acquiring preset acceleration, curvature of a second target ramp and the number of vehicles in a confluence region, wherein the second target ramp comprises a later appointed number of ramps or a later appointed distance ramp in a plurality of ramps to be passed through at this time;

and if the curvature is smaller than a curvature threshold value and the number of vehicles in the converging region is zero, performing speed planning by adopting the preset acceleration.

7. The method of claim 1, wherein the obtaining a preset deceleration comprises:

acquiring the driving style of a vehicle driver;

and acquiring a preset deceleration corresponding to the driving style.

8. A speed planning apparatus, comprising:

the system comprises an acquisition module, a speed control module and a speed control module, wherein the acquisition module is used for acquiring the current speed, the current position, the preset deceleration and a plurality of map speed limits, wherein the map speed limits are the maximum speed limit value of each road;

the determining module is used for determining the map speed limit, of which the first one is lower than the current speed of the vehicle, as a target speed limit;

and the planning module is used for carrying out speed planning according to the current speed, the target speed limit, the distance between the starting position of the target speed limit and the current position and the preset deceleration.

9. A vehicle, characterized by comprising: a memory and a processor, the memory having stored thereon an application for performing the method of any of claims 1 to 7 when invoked by the processor.

10. A computer readable storage medium, characterized in that the computer readable storage medium has stored thereon a program code for performing the method according to any of claims 1 to 7 when called by a processor.