WO2022127461A1 - 车速引导方法、装置、车辆及存储介质 - Google Patents

车速引导方法、装置、车辆及存储介质 Download PDF

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Publication number
WO2022127461A1
WO2022127461A1 PCT/CN2021/130439 CN2021130439W WO2022127461A1 WO 2022127461 A1 WO2022127461 A1 WO 2022127461A1 CN 2021130439 W CN2021130439 W CN 2021130439W WO 2022127461 A1 WO2022127461 A1 WO 2022127461A1
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Prior art keywords
vehicle
vehicle speed
section
information
acceleration
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Ceased
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PCT/CN2021/130439
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English (en)
French (fr)
Inventor
李珍惜
李海峰
周俊杰
郝家余
毛飞虎
池发玉
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Chery Automobile Co Ltd
Lion Automotive Technology Nanjing Co Ltd
Wuhu Lion Automotive Technologies Co Ltd
Original Assignee
Chery Automobile Co Ltd
Lion Automotive Technology Nanjing Co Ltd
Wuhu Lion Automotive Technologies Co Ltd
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Publication of WO2022127461A1 publication Critical patent/WO2022127461A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/052—Detecting movement of traffic to be counted or controlled with provision for determining speed or overspeed
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • G08G1/08—Controlling traffic signals according to detected number or speed of vehicles

Definitions

  • the present application relates to the technical field of intelligent transportation, and in particular, to a vehicle speed guidance method, device, vehicle and storage medium.
  • the intersection with traffic lights is one of the most complex scenes in the road environment.
  • the driver cannot make a prediction based on the traffic lights at the intersection and control the speed in advance, it is very likely that a very dangerous phenomenon of running a red light will occur, or the intersection can be passed at a constant speed. Also choose to slow down to stop, increasing the number of unnecessary stops.
  • Embodiments of the present application provide a vehicle speed guidance method, device, vehicle, and storage medium, so as to reduce the unnecessary number of times the vehicle stops at an intersection while ensuring the safety of the vehicle.
  • the technical solution is as follows:
  • a vehicle speed guidance method comprising the following steps:
  • the actual speed of the vehicle When it is detected that the vehicle enters the speed guidance section, the actual speed of the vehicle, the section information of the speed guidance section and the indicator light information are collected.
  • the acceleration of the vehicle in the vehicle speed guidance section is determined, so that the vehicle travels according to the acceleration.
  • the indicator light information includes timing information, the current state and the remaining duration, and the remaining duration is the duration of the indicator light from the current state to the end of the state, based on the actual speed, the road section information and indicator light information of the vehicle speed guidance section , to determine the acceleration of the vehicle in the speed guidance section, including:
  • the vehicle speed guidance section When the current state is the red light state, it is determined whether the vehicle will pass the vehicle speed guidance section within the first remaining time period based on the first remaining time period of the red light state and the actual speed.
  • the first acceleration is determined based on the actual speed, the road section information, the timing information and the first remaining time period.
  • the second acceleration is determined based on the actual speed, the road segment information, the timing information and the first remaining time period.
  • the road segment information includes the total length of the vehicle speed guidance segment and the maximum speed in the vehicle speed guidance segment
  • the timing information includes the green light timing duration
  • the value range of the first acceleration is represented by the following formula:
  • L is the total length
  • v a is the actual speed
  • t r is the first remaining duration
  • t G is the green light timing duration
  • v max is the maximum speed.
  • the road segment information includes the total length of the vehicle speed guidance segment and the maximum speed in the vehicle speed guidance segment
  • the timing information includes the green light timing duration
  • the value range of the second acceleration is represented by the following formula:
  • L is the total length
  • v a is the actual speed
  • t r is the first remaining duration
  • t G is the green light timing duration
  • v max is the maximum speed.
  • the indicator light information includes timing information, the current state and the remaining duration, and the remaining duration is the duration of the indicator light from the current state to the end of the state, based on the actual speed, the road section information and indicator light information of the vehicle speed guidance section , to determine the acceleration of the vehicle in the speed guidance section, and also includes:
  • the current state is the green light state
  • the current state is the green light state
  • the actual speed it is determined whether the vehicle will pass the vehicle speed guidance road segment within the second remaining time period.
  • the third acceleration is determined based on the actual speed, the section information of the vehicle speed guidance section, the timing information of the indicator lights and the second remaining time period.
  • the road segment information includes the total length of the vehicle speed guidance road segment
  • the timing information includes the green light timing duration, the yellow light timing duration, and the red light timing duration
  • the value range of the third acceleration is represented by the following formula :
  • L is the total length
  • v a is the actual speed
  • t g is the second remaining time length
  • t Y is the time length of the yellow light
  • t R is the time of the red light
  • t G is the time of the green light.
  • the indicator light information includes timing information, the current state and the remaining duration, and the remaining duration is the duration of the indicator light from the current state to the end of the state, based on the actual speed, the road section information and indicator light information of the vehicle speed guidance section , to determine the acceleration of the vehicle in the speed guidance section, and also includes:
  • the current state is the yellow light state
  • the fourth acceleration is determined based on the actual speed, the section information of the vehicle speed guidance section, the timing information of the indicator lights and the third remaining time period.
  • the road segment information includes the total length of the vehicle speed guidance road segment
  • the timing information includes the green light timing duration and the red light timing duration
  • the value range of the fourth acceleration is represented by the following formula:
  • L is the total length
  • va is the actual speed
  • ty is the third remaining duration
  • t R is the red light timing duration
  • t G is the green light timing duration.
  • a vehicle speed guidance device comprising:
  • the collection module is configured to collect the actual speed of the vehicle, the road section information of the vehicle speed guidance section and the indicator light information when it is detected that the vehicle enters the vehicle speed guidance section. as well as
  • the determination module is configured to determine the acceleration of the vehicle in the vehicle speed guidance section based on the actual speed, the section information of the vehicle speed guidance section and the indicator light information, so that the vehicle travels according to the acceleration.
  • a vehicle including the vehicle speed guide device provided by the above embodiments.
  • a vehicle speed guidance device comprising:
  • Memory used to store processor-executable instructions.
  • processor is configured as:
  • the actual speed of the vehicle When it is detected that the vehicle enters the speed guidance section, the actual speed of the vehicle, the section information of the speed guidance section and the indicator light information are collected.
  • the acceleration of the vehicle in the vehicle speed guidance section is determined, so that the vehicle travels according to the acceleration.
  • a non-volatile computer-readable storage medium on which computer program instructions are stored, and when the computer program instructions are executed by a processor, the vehicle speed guidance method provided by the above embodiments is implemented.
  • the technical solutions provided by the embodiments of the present application provide economical speed guidance for the purpose of reducing the number of stops at intersections on the basis of satisfying safe driving when it is detected that the vehicle enters the speed guidance road section. Specifically, based on the actual speed of the vehicle, the road information of the speed guidance section, and the indicator light information, the corresponding acceleration of the vehicle in the vehicle speed guidance section is calculated, so that the vehicle travels through the vehicle speed guidance section according to the determined acceleration, effectively avoiding the speed control. Unreasonable causes of increased parking times and improved driving economy. As a result, the problems such as a large number of vehicle stops at intersections and poor driving economy during the current driving are solved.
  • FIG. 1 is a flowchart of a vehicle speed guidance method provided according to an embodiment of the present application.
  • FIG. 2 is a schematic diagram of vehicle speed guidance provided according to an embodiment of the present application.
  • FIG. 3 is a schematic diagram of the relationship between speed and time in a vehicle speed guidance method provided according to an embodiment of the present application
  • FIG. 4 is a schematic diagram of the relationship between speed and time in a vehicle speed guidance method provided according to an embodiment of the present application
  • FIG. 5 is a schematic diagram of the relationship between speed and time in a vehicle speed guidance method provided according to an embodiment of the present application.
  • FIG. 6 is a schematic diagram of the relationship between speed and time in a vehicle speed guidance method provided according to an embodiment of the present application.
  • FIG. 7 is a flowchart of a vehicle speed guidance method provided according to still another embodiment of the present application.
  • FIG. 8 is a schematic block diagram of a vehicle speed guidance device according to an embodiment of the present application.
  • FIG. 9 is a schematic block diagram of a vehicle speed guiding device according to still another embodiment of the present application.
  • the acceleration interval in the vehicle speed guidance area is calculated based on the road section information, the actual speed, the timing information of the indicator lights, the current state, and the remaining time.
  • the purpose of reducing the number of stops at the intersection is to carry out economical speed guidance, calculate the corresponding acceleration interval, and effectively avoid the situation that the number of parking times is increased due to unreasonable speed control, so that the vehicle can pass the indicator light at a reasonable speed, reduce the number of stops, and improve the Driving economy, and reasonable speed control can also increase the ride comfort.
  • the problems such as a large number of vehicle stops at intersections and poor driving economy during the current driving are solved.
  • An embodiment of the present application provides a vehicle speed guidance method. As shown in FIG. 1 , the vehicle speed guidance method includes the following steps.
  • step S101 when it is detected that the vehicle enters the vehicle speed guidance section, the actual speed of the vehicle, the section information of the vehicle speed guidance section, and the indicator light information are collected.
  • the execution subject of the vehicle speed guidance method is the vehicle.
  • the vehicle speed guidance method provided by the embodiment of the present application may be executed by the vehicle speed guidance device provided by the embodiment of the present application, and the vehicle speed guidance device provided by the embodiment of the present application may be configured in any vehicle to execute the vehicle speed guidance method provided by the embodiment of the present application.
  • the vehicle speed guidance section is connected to the intersection, and the intersection is provided with an indicator light.
  • the vehicle speed guidance section can be understood as a section that starts to guide the vehicle to change the speed when the preceding vehicle is a certain distance from the indicator light.
  • A represents the current vehicle
  • B represents the indicator light at the intersection
  • CDEF is the speed guidance section
  • EF can be Coinciding with the stop line at the intersection
  • L represents the total length of the speed guidance section, and the direction of the total length is parallel to the vehicle's forward direction.
  • This embodiment of the present application can detect whether the current vehicle enters the vehicle speed guidance section in various ways, which is not specifically limited here.
  • the embodiment of the present application may detect the distance of the vehicle distance indicator light through a distance sensor disposed on the head of the vehicle, and determine that the vehicle enters the vehicle speed guidance section when the distance meets a preset condition.
  • this embodiment of the present application can locate the current position of the vehicle and the position of the intersection according to the navigation, and determine that the vehicle enters the speed guidance section when the distance between the current position of the vehicle and the intersection meets a preset condition.
  • the preset conditions may be set according to actual conditions, which are not specifically limited herein.
  • the current actual vehicle speed of the vehicle can be collected in various ways, for example, the actual vehicle speed can be collected by using a speed sensor, or the actual vehicle speed can be collected according to navigation, which is not specifically limited here.
  • the road section information and the indicator light information can also be acquired in various ways, such as using a vehicle-mounted camera, using the Internet of Vehicles, etc., which are not specifically limited here.
  • step S102 the acceleration of the vehicle in the vehicle speed guidance section is determined based on the actual speed, the section information of the vehicle speed guidance section and the indicator light information, so that the vehicle travels according to the acceleration.
  • the road segment information may include the total length of the vehicle speed guidance road segment, the maximum speed in the vehicle speed guidance road segment, and the travel restriction information of the current road segment, and the like.
  • the indicator light is a signal light used to direct traffic, such as a traffic light.
  • Indicator information includes timing information, current status and remaining time.
  • the timing information of the indicator light includes the fixed timing of green light, the timing of red light and the timing of yellow light. Time, for the existing adaptive control signal lights, this timing information can be adaptively adjusted according to the current queuing situation at the intersection.
  • the current state of the indicator light includes the red light state, the yellow light state, and the green light state.
  • the remaining time is the length of the indicator light from the current state to the end of the state, that is, the remaining time from the current state to the next state.
  • the indicator light when the vehicle enters the speed guidance section, the indicator light is in the red light state, and the red light will be After 20S, the light turns green, and the remaining time for the red light is 20S.
  • the timing information of the indicator light can also be called the duration information of the indicator light.
  • the magnitude of the acceleration of the vehicle can be zero, positive or negative.
  • a zero acceleration means the vehicle is running at a constant speed
  • a positive acceleration means the vehicle is accelerating
  • a negative acceleration means the vehicle is decelerating.
  • the acceleration determined in step S102 is used to guide the vehicle to travel at a constant speed, acceleration or deceleration in the vehicle speed guidance section.
  • the determined acceleration of the vehicle in the speed guidance section is generally zero.
  • the acceleration in the guidance section is generally positive or negative.
  • the vehicle controller can be used to directly control the fuel supply amount of the engine, the gear position of the transmission and the pressure of the brake pump according to the determined acceleration of the vehicle in the vehicle speed guidance section, so as to The vehicle is controlled to travel according to the determined acceleration.
  • the motor controller can be controlled directly according to the determined acceleration of the vehicle in the vehicle speed guidance section, so as to control the motor output power, and finally control the vehicle to drive according to the determined acceleration.
  • a corresponding prompt can also be displayed on the instrument panel according to the determined acceleration, thereby prompting the driver to manually control the vehicle to keep driving at a constant speed, or to accelerate or decelerate drive, thereby manually controlling the vehicle to drive at the determined acceleration.
  • the embodiments of the present application can calculate the corresponding acceleration of the vehicle in the vehicle speed guidance road section, reduce the number of parking times of the vehicle at the intersection and improve the driving economy on the basis of satisfying the driving safety.
  • the indicator light is taken as an example of a traffic light, and the scene shown in FIG. 2 is taken as an example.
  • A represents the vehicle
  • the road segment represented by the rectangular frame CDEF is the vehicle speed guidance road segment, where CD and EF represent the start line and the end line of the vehicle speed guidance road segment, respectively, EF can coincide with the stop line at the intersection
  • B represents the intersection. the location of the traffic lights.
  • the vehicle speed control starts when the vehicle passes CD, and the vehicle speed control process ends when the vehicle passes EF.
  • the actual vehicle speed when the vehicle enters the speed guidance section is v a
  • the speed limit of the section where the traffic light is located is v max (provided that v a ⁇ v max )
  • the total length of the vehicle speed guidance section is L.
  • the timings for red, green and yellow states are t R , t G , and t Y respectively, and t r represents the remaining time of the red light.
  • t g and ty y represent the remaining duration of green and yellow lights, respectively.
  • determining the acceleration of the vehicle in the vehicle speed guidance segment includes:
  • the vehicle Based on the first remaining duration of the red light state and the actual speed, it is determined whether the vehicle will pass the speed guidance section within the first remaining duration; if it is determined that the vehicle will not pass the vehicle speed guidance section within the first remaining duration, based on the actual speed, the section information, timing information, and the first remaining duration to determine the first acceleration; if it is determined that the vehicle will pass the vehicle speed guidance section within the first remaining duration, the second acceleration is determined based on the actual speed, section information, timing information, and the first remaining duration. acceleration.
  • the first remaining duration is the remaining duration of the red light, that is, the time interval between the red light state and the green light state.
  • the indicator light is red, and the red light will turn into a red light after 20 seconds. If the light is green, when the vehicle enters the speed guidance section, the first remaining duration is 20S.
  • the road section information includes the total length of the vehicle speed guidance section and the maximum speed in the vehicle speed guidance section, and the timing information includes the green light timing duration.
  • the indicator light When it is judged that the vehicle will not pass the speed guidance section within the first remaining time based on the first remaining duration of the red light state and the actual speed of the vehicle, it means that if the vehicle maintains the current speed, when it reaches the stop line, the indicator light will appear. The state has changed, it is possible to go from a red light to a green light, or further to a yellow light, in which case the vehicle will not run the red light. However, when the vehicle reaches the stop line, the indicator light may also enter the next round of red lights, and there is a risk of running a red light. To sum up, in this case, it is necessary to determine the first acceleration of the vehicle in the vehicle speed guidance section.
  • the value range of the first acceleration is represented by the following formula.
  • L is the total length
  • v a is the actual speed
  • t r is the first remaining duration
  • t G is the green light timing duration
  • v max is the maximum speed.
  • the indicator light When it is determined based on the first remaining time of the red light state and the actual speed of the vehicle that the vehicle will pass the speed guidance section within the first remaining time, it means that if the vehicle maintains the current speed, when the vehicle reaches the stop line, the indicator light will appear. The status will still be a red light, it will not change to a green light or a yellow light, there is a risk of running a red light. Therefore, in this case, it is necessary to determine the second acceleration of the vehicle in the vehicle speed guidance section.
  • the value range of the second acceleration is represented by the following formula.
  • L is the total length
  • v a is the actual speed
  • t r is the first remaining duration
  • t G is the green light timing duration
  • v max is the maximum speed.
  • the time threshold t r0 for running the red light can be calculated first.
  • the time threshold t r0 for running the red light is calculated according to the following formula 1 in combination with the maximum speed limit of the current road section.
  • the vehicle speed guidance method includes the following steps.
  • Step 1.1 calculate the speed range in which the vehicle does not run the red light at the average speed v ru .
  • calculate the maximum speed without running the red light under the current road section according to formula 2 calculate the minimum speed required for the vehicle to pass the traffic light intersection before the end of the next round of green light according to formula 3 are as follows.
  • v max is the maximum speed of the current section speed limit in the vehicle speed guidance section.
  • the final speed interval for not running a red light under the current road section is .
  • tr is the first remaining duration of the red light state of the current traffic light
  • t G is the green light matching duration.
  • Step 1.2 when If you continue to drive at a constant speed according to the actual speed v a , you can pass the traffic light intersection smoothly during the next round of green lights.
  • Step 1.3 when If you drive at a constant speed according to the actual vehicle speed v a , you will not be able to pass the traffic light intersection normally before the end of the next round of green lights.
  • the embodiment of the present application also proposes a method of accelerating during the red light (the acceleration is represented by a r0 ) and driving at a constant speed during the green light, which is also used to guide the speed of the vehicle to control the vehicle to pass the intersection smoothly.
  • the method includes: calculating the maximum vehicle speed under the current road section according to formula 4, to calculate the maximum value of acceleration based on the maximum vehicle speed; calculating the condition of passing the green light according to formula 5 to calculate the minimum value of acceleration, wherein formula 4 and formula 5 are as follows.
  • step S102 may also include controlling the vehicle to drive according to the acceleration and the current time.
  • the vehicle speed guidance method includes the following steps.
  • Step 2.1 calculate the vehicle speed interval of the average speed driving, since t r ⁇ t r0 , then Therefore, the speed range of uniform driving is
  • Step 2.2 when , the vehicle drives at a constant speed according to the actual vehicle speed.
  • Step 2.3 when When , the acceleration of accelerating through the traffic light intersection is calculated according to formula 4-6, wherein, formula 6 indicates that the distance traveled by acceleration during the red light is less than L, and formula 6 is as follows.
  • L is the total length of the vehicle speed guidance section
  • v a is the actual speed of the vehicle
  • t r is the first remaining duration of the red light state
  • t G is the green light timing duration
  • v max is the maximum speed of the vehicle speed guidance section.
  • Step 2.4 when there is a possibility of running a red light, you need to slow down.
  • FIG. 3 , FIG. 4 , FIG. 5 and FIG. 6 show the relationship between speed and time in the vehicle speed guidance method provided by the embodiment of the present application.
  • the horizontal axis ot represents time
  • the vertical axis ov represents speed
  • the values of points f, h, n and m are tr , V 0 .
  • Set five speed decreasing models with different decelerations which are straight lines mb, mc, md, me, mg, and their decelerations increase in turn.
  • points b, c, d, and e are mb, mc, md, and me, respectively.
  • the intersection point with the straight line fq (a straight line parallel to the velocity axis), mg and the time axis intersect at point g.
  • the intersection point a of md and np is the midpoint of np.
  • the area where S 0 is located and the area where S 1 is located represent the distance traveled by the vehicle during the red light period and the green light period, respectively, where S 0 indicates that the vehicle speed is When , the distance L traversed after driving at a constant speed t r ; S 1 indicates that the vehicle speed is When , the distance traveled by t G at a constant speed during the green light period, S 1 ⁇ S 0 .
  • the area of the quadrilateral ombf enclosed by the speed decreasing model mb and the time axis is greater than S 0 , that is, when the vehicle travels with the speed decreasing model of mb, the displacement during the red light period is greater than L, which will cause the behavior of running the red light.
  • mb does not meet the speed guidance requirements.
  • the area of ⁇ mna is equal to the area of ⁇ dpa, so the area of quadrilateral omdf is equal to the area of quadrilateral onpf (S 0 ), the distance traveled during the red light does not exceed L, and there is no possibility of running the red light Therefore, it can meet the requirements of vehicle speed control.
  • mx to represent the speed line that meets the requirements, first of all, it should meet the conditions of not running a red light during the red light, that is, the abscissa of the intersection of mx and np is not greater than 0.5t r ; secondly, it should meet the requirement of deceleration without stopping, that is, the intersection of mx and fq The ordinate is greater than 0.
  • the acceleration of the vehicle in the vehicle speed guidance segment is determined based on the actual speed, the segment information of the vehicle speed guidance segment, and the indicator light information, and further includes: a second remaining duration based on the green light state and the actual speed to determine whether the vehicle will pass the speed guidance section within the second remaining time; if it is judged that the vehicle will pass the speed guidance section within the second remaining time, the acceleration in the speed guidance section is determined to be 0; If the vehicle speed guidance section is passed within the second remaining time period, the third acceleration is determined based on the actual speed, the section information of the vehicle speed guidance section, the timing information of the indicator light and the second remaining time period.
  • the second remaining duration is the remaining duration of the green light, that is, the time interval from the green light state to the yellow light state. For example, if the green light will turn to the yellow light after 20S, the second remaining duration is 20S.
  • the road section information includes the total length of the speed-guided road section, and the timing information includes the green light timing duration, the yellow light timing duration, and the red light timing duration.
  • the vehicle can directly Keep the current actual speed and pass through the intersection at a constant speed without acceleration or deceleration, so the acceleration of the vehicle in the speed guidance section is determined to be 0.
  • the value range of the third acceleration is represented by the following formula.
  • L is the total length
  • v a is the actual speed
  • t g is the second remaining time length
  • t Y is the time length of the yellow light
  • t R is the time of the red light
  • t G is the time of the green light.
  • the time threshold t g0 of the green light may be calculated first.
  • the time threshold t g0 of the green light can be calculated based on the maximum speed limit of the current road section and according to formula 9, where formula 9 is as follows.
  • the second preset duration t g ⁇ t g0 it means that the remaining time for the current green light is long, and according to the actual vehicle speed v a , driving has a high probability to pass the traffic light intersection before the end of the green light; and when t g ⁇ t g0 , it means that the current green light The remaining time is short, and depending on the actual vehicle speed v a , it may not be possible to pass the traffic light intersection before the end of the green light.
  • the vehicle speed guidance methods in the two cases of t g ⁇ t g0 and t g ⁇ t g0 will be described respectively, as follows.
  • the vehicle speed guidance method includes the following steps.
  • Step 3.1 calculate the requirement for the vehicle to travel at a constant speed (the speed is set as v gu ) to pass the current green light.
  • Step 3.2 when driving at a constant speed according to the actual vehicle speed v a , it is possible to pass the traffic light intersection during the green light period.
  • Step 3.3 when When , first accelerate the actual vehicle speed to v max , where v max is the maximum speed limit of the current road conditions in the vehicle speed guidance section, and pass the traffic light intersection at a constant speed according to the maximum speed of the current road conditions.
  • the vehicle speed guidance method includes the following steps.
  • Step 4.1 according to formula 11 and formula 12 to calculate the constant speed range, among which, according to formula 11 to calculate the maximum speed under the current road section, can not pass the intersection before the end of the next round of red lights; calculate the minimum speed under the current road section according to formula 12, in At the minimum speed, the vehicle may pass the intersection until the next round of green lights ends.
  • Step 4.2 when At the same time, you can drive through the traffic light intersection at a constant speed according to the actual speed v a .
  • Step 4.3 when , an embodiment of the present application also proposes a method for decelerating during the remaining time of the green light and the period of the yellow light, and driving at a constant speed during the period of the red light and the green light, including the following processes.
  • Equation 13 is used to calculate the minimum value of the deceleration to ensure that the vehicle does not run the red light
  • Equation 14 is used to calculate the maximum value of the acceleration, used to determine before the end of the next round of green lights You can go through the traffic light intersection.
  • Step 4.4 when When driving according to the actual vehicle speed v a , not only will it not be able to pass the intersection during the remaining time of the current green light, but also during the next round of green light, so it is necessary to accelerate the driving, and the acceleration is represented by a gn .
  • the embodiment of the present application provides a method for accelerating in the remaining time of the green light and the period of the yellow light, and driving at a constant speed in the period of the red light and the green light, including.
  • step S102 can also This includes controlling the vehicle to travel according to acceleration and the current time.
  • the above embodiments describe the vehicle speed guidance method in the green light state in detail, and the vehicle speed guidance method in the yellow light state will be described below.
  • the acceleration of the vehicle in the vehicle speed guidance section is determined based on the actual speed, the section information of the vehicle speed guidance section and the indicator light information, and further comprising: a third method based on the yellow light state.
  • the remaining time and actual speed determine whether the vehicle will pass the speed guidance section within the third remaining time; if it is judged that the vehicle will pass the speed guidance section within the third remaining time, the acceleration in the speed guidance section is determined to be 0; If the vehicle does not pass through the speed guidance section within the third remaining time period, the fourth acceleration is determined based on the actual speed, the section information of the vehicle speed guidance section, the timing information of the indicator light and the third remaining time period.
  • the third remaining duration is the remaining duration of the yellow light, that is, the time interval from the yellow light state to the red light state. For example, if the yellow light will turn red after 3S, the third remaining duration is 3S.
  • the road section information includes the total length of the vehicle speed guidance area, and the timing information includes the green light timing duration and the red light timing duration.
  • the vehicle can directly maintain the current actual speed and pass through the intersection at a constant speed without acceleration or deceleration, so the acceleration in the vehicle speed guidance area is determined to be 0.
  • the value range of the fourth acceleration is represented by the following formula.
  • L is the total length
  • va is the actual speed
  • ty is the third remaining duration
  • t R is the red light timing duration
  • t G is the green light timing duration.
  • the speed interval for passing the traffic light intersection at a constant speed v yu is calculated according to formula 17 and formula 18, where formula 17 is the speed requirement for not running a red light, and formula 18 is passing the intersection before the end of the green light. speed requirements.
  • the embodiment of the present application adopts a method of decelerating during the remaining time of the yellow light (the deceleration is represented by a ym ) and driving at a constant speed during the period of the red light and the green light, including the following processes.
  • the deceleration range obtained is:
  • the embodiment of the present application adopts a method of accelerating during the remaining time of the yellow light (the acceleration is represented by a yn ) and driving at a constant speed during the period of the red light and the green light, including the following processes.
  • the resulting acceleration range is:
  • the acceleration corresponding to the acceleration in the remaining time of the yellow light can be regarded as the fifth acceleration, so the above acceleration range It can be regarded as the value range of the fifth acceleration.
  • step S102 may further include: Control the vehicle to drive according to the acceleration and the current time.
  • the above embodiment analyzes the vehicle speed guidance process corresponding to different display states of the traffic lights.
  • the vehicle speed guidance method will be further elaborated below in conjunction with FIG. 7 .
  • parameters will be used in FIG. 7 to represent part of the speed. and the value of acceleration and deceleration, among which, the corresponding relationship between parameters and values is shown in Table 1.
  • step S102 may also Including controlling the vehicle to drive directly according to the value closest to zero in the acceleration value range.
  • the vehicle speed guidance method provided in the embodiment of the present application may further include controlling the vehicle to drive directly according to the speed value corresponding to the middle value of the speed value range.
  • the vehicle speed guidance method provided in this embodiment of the present application may further include the following steps.
  • the calculated acceleration interval is (a i0 , a i1 ), and the human comfort acceleration interval is (a j0 , a j1 ), if the intersection of the two is (a k0 , a k1 ), then it is The final acceleration interval is determined, and the vehicle is controlled based on the acceleration closest to zero in ( ak0 , ak1 ). If the intersection is empty, the vehicle is controlled based on the acceleration closest to zero in (a i0 , a i1 ).
  • the acceleration interval in the vehicle speed guidance road segment is calculated based on the road segment information, the actual speed, the timing information of the indicator light, the current state, and the remaining time, so as to reduce the number of intersections on the basis of satisfying safe driving.
  • Economical speed guidance is carried out for the purpose of stopping times, and the corresponding acceleration interval is calculated, which can effectively avoid the situation that the unreasonable speed control leads to an increase in the number of stops, so that the vehicle can pass the indicator light at a reasonable speed, reduce the number of stops, and improve driving.
  • Economical and reasonable speed control can also increase ride comfort. As a result, the problems such as a large number of vehicle stops at intersections and poor driving economy during the current driving are solved.
  • the acceleration interval in the vehicle speed guidance area is calculated based on the road section information, the actual speed, the timing information of the indicator lights, the current state, and the remaining time.
  • the purpose of reducing the number of stops at intersections is to conduct economical speed guidance, calculate the corresponding acceleration interval, and effectively avoid the increase in the number of stops caused by unreasonable speed control, so that the vehicle can pass the indicator light at a reasonable speed.
  • Driving economy, and reasonable speed control can also increase the ride comfort.
  • the problems such as a large number of vehicle stops at intersections and poor driving economy during the current driving are solved.
  • the embodiments of the present application also provide a vehicle speed guide device.
  • FIG. 8 is a schematic block diagram of a vehicle speed guidance device according to an embodiment of the present application.
  • the vehicle speed guidance device includes: a collection module 201 and a determination module 202 .
  • the collection module 201 is configured to collect the actual speed of the vehicle, the road section information of the vehicle speed guidance section, and the indicator light information when it is detected that the vehicle enters the vehicle speed guidance section.
  • the determination module 202 is configured to determine the acceleration of the vehicle in the vehicle speed guidance section based on the actual speed, the section information of the vehicle speed guidance section and the indicator light information, so that the vehicle travels according to the acceleration.
  • the vehicle speed guidance device when it is detected that the vehicle enters the vehicle speed guidance road section, on the basis of satisfying safe driving, economical vehicle speed guidance is performed for the purpose of reducing the number of stops at the intersection. Specifically, based on the actual speed of the vehicle, the road information of the speed guidance section, and the indicator light information, the corresponding acceleration of the vehicle in the vehicle speed guidance section is calculated, so that the vehicle travels through the vehicle speed guidance section according to the determined acceleration, effectively avoiding the speed control. Unreasonable causes of increased parking times and improved driving economy. As a result, the problems such as a large number of vehicle stops at intersections and poor driving economy during the current driving are solved.
  • an embodiment of the present application further provides a vehicle, including the vehicle speed guidance device of the above embodiment.
  • the economical vehicle speed guidance is performed for the purpose of reducing the number of stops at the intersection on the basis of satisfying safe driving.
  • the corresponding acceleration of the vehicle in the vehicle speed guidance section is calculated, so that the vehicle travels through the vehicle speed guidance section according to the determined acceleration, effectively avoiding the speed control.
  • Unreasonable causes of increased parking times and improved driving economy. As a result, the problems such as a large number of vehicle stops at intersections and poor driving economy during the current driving are solved.
  • an embodiment of the present application further provides a vehicle speed guidance device.
  • the device 4000 includes a processor 4001 and a memory 4002 for storing instructions executable by the processor.
  • the processor 4001 is configured to collect the actual speed of the vehicle, the segment information of the vehicle speed guidance segment and the indicator light information when it is detected that the vehicle has entered the vehicle speed guidance segment; based on the actual speed, the segment information and indicator information of the vehicle speed guidance segment , to determine the acceleration of the vehicle in the speed guidance section, so that the vehicle travels according to the acceleration.
  • the vehicle speed guidance device when it is detected that the vehicle enters the vehicle speed guidance road section, on the basis of satisfying safe driving, economical vehicle speed guidance is performed for the purpose of reducing the number of stops at the intersection. Specifically, based on the actual speed of the vehicle, the road information of the speed guidance section, and the indicator light information, the corresponding acceleration of the vehicle in the vehicle speed guidance section is calculated, so that the vehicle travels through the vehicle speed guidance section according to the determined acceleration, effectively avoiding the speed control. Unreasonable causes of increased parking times and improved driving economy. As a result, the problems such as a large number of vehicle stops at intersections and poor driving economy during the current driving are solved.
  • embodiments of the present application also provide a non-volatile computer-readable storage medium on which computer program instructions are stored, and when the computer program instructions are executed by a processor, implement the vehicle speed guidance method provided by the foregoing embodiments.
  • the non-volatile computer-readable storage medium provided by the embodiments of the present application, when it is detected that the vehicle enters the vehicle speed guidance road section, on the basis of satisfying safe driving, economical vehicle speed guidance is performed for the purpose of reducing the number of stops at the intersection. Specifically, based on the actual speed of the vehicle, the road information of the speed guidance section, and the indicator light information, the corresponding acceleration of the vehicle in the vehicle speed guidance section is calculated, so that the vehicle travels through the vehicle speed guidance section according to the determined acceleration, effectively avoiding the speed control. Unreasonable causes of increased parking times and improved driving economy. As a result, the problems such as a large number of vehicle stops at intersections and poor driving economy during the current driving are solved.
  • first and second are only used for descriptive purposes, and should not be construed as indicating or implying relative importance or implying the number of indicated technical features. Thus, a feature delimited with “first”, “second” may expressly or implicitly include at least one of that feature.
  • N means at least two, such as two, three, etc., unless otherwise expressly and specifically defined.
  • a "computer-readable medium” can be any device that can contain, store, communicate, propagate, or transport the program for use by or in connection with an instruction execution system, apparatus, or apparatus.
  • computer readable media include the following: electrical connections (electronic devices) with one or N wires, portable computer disk cartridges (magnetic devices), random access memory (RAM), Read Only Memory (ROM), Erasable Editable Read Only Memory (EPROM or Flash Memory), Fiber Optic Devices, and Portable Compact Disc Read Only Memory (CDROM).
  • the computer readable medium may even be paper or other suitable medium on which the program may be printed, as the paper or other medium may be optically scanned, for example, followed by editing, interpretation, or other suitable medium as necessary process to obtain the program electronically and then store it in computer memory.
  • N steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system.
  • a suitable instruction execution system For example, if implemented in hardware as in another embodiment, it can be implemented by any one of the following techniques known in the art, or a combination thereof: discrete with logic gates for implementing logic functions on data signals Logic circuits, application specific integrated circuits with suitable combinational logic gates, Programmable Gate Arrays (PGA), Field Programmable Gate Arrays (FPGA), etc.
  • each functional unit in each embodiment of the present application may be integrated into one processing module, or each unit may exist physically alone, or two or more units may be integrated into one module.
  • the above-mentioned integrated modules can be implemented in the form of hardware, and can also be implemented in the form of software function modules. If the integrated modules are implemented in the form of software functional modules and sold or used as independent products, they may also be stored in a computer-readable storage medium.
  • the above-mentioned storage medium may be a read-only memory, a magnetic disk or an optical disk, and the like.
  • a vehicle speed guidance method comprising the following steps:
  • Item 2 when the current state is a red light state, generate a guided vehicle speed interval in the vehicle speed guidance area according to the remaining duration, road section information and actual speed, including:
  • the first guiding vehicle speed interval is calculated according to the first remaining duration of the red light state and the duration of the green light state;
  • the acceleration of deceleration is calculated from the actual speed to obtain the second guide vehicle speed interval.
  • L is the total length of the vehicle speed guidance area
  • v a is the actual speed
  • t r is the remaining time of the red light
  • t G is the duration of the green light state
  • v max is the maximum speed in the vehicle speed guidance area.
  • L is the total length of the vehicle speed guidance area
  • v a is the actual speed
  • t r is the remaining time of the red light
  • t G is the duration of the green light state
  • v max is the maximum speed in the vehicle speed guidance area.
  • Item 5 when the current state is the green light state, generate a guided vehicle speed interval in the vehicle speed guidance area according to the remaining duration, road section information and actual speed, including:
  • the third guidance vehicle speed interval is calculated according to the remaining time period of the green light state and the duration of the yellow light state.
  • L is the total length of the vehicle speed guidance area
  • v a is the actual speed
  • t g is the remaining time of the green light
  • t Y is the duration of the yellow light state
  • t R is the duration of the red light state
  • t G is the duration of the green light state. duration.
  • Item 7 when the current state is a yellow light state, generate a guided vehicle speed interval in the vehicle speed guidance area according to the remaining duration, road section information and actual speed, including:
  • L is the total length of the vehicle speed guidance area
  • v a is the actual speed
  • t g is the remaining time of the green light
  • t y t Y is the remaining time of the yellow light
  • t R is the duration of the red light state
  • t G is the duration of the green light state duration.
  • a vehicle speed guidance device comprising:
  • the collection module is used to collect the actual speed of the current vehicle when it is detected that the current vehicle enters the vehicle speed guidance area;
  • an acquisition module which is used to acquire the road section information of the vehicle speed guidance area and the duration information and current status of the indicator light;
  • the control module is used to calculate the remaining duration of the current state according to the duration information, and to generate a guided vehicle speed interval in the vehicle speed guidance area according to the remaining duration, road section information and actual speed, and to control the current vehicle to drive according to the guided vehicle speed interval and/or to prompt the guided vehicle speed.
  • Item 10 A vehicle comprising a vehicle speed guidance device as in Item 9.

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Abstract

一种车速引导方法，涉及智能交通技术领域，方法包括：在检测到车辆进入到车速引导路段时，采集车辆的实际速度、车速引导路段的路段信息以及指示灯信息(S101)，基于实际速度，车速引导路段的路段信息以及指示灯信息，并结合人体舒适加速度范围，确定车辆在车速引导路段内的加速度，以使车辆根据加速度行驶(S102)，从而在满足安全性行驶基础上，以减少路口停车次数为目的进行经济性车速引导，有效避免车速控制不合理导致停车次数增多的情况，提高行车的经济性。

Description

车速引导方法、装置、车辆及存储介质
本申请要求于2020年12月18日提交的申请号为202011510186.7、发明名称为“车速引导方法、装置及车辆”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及智能交通技术领域，特别涉及一种车速引导方法、装置、车辆及存储介质。
背景技术
随着车辆的日益增多，道路环境日益复杂化，其中配备有红绿灯的路口是道路环境中情况最为复杂的场景之一。当车辆行驶至接近路口的位置时，如果驾驶员不能根据路口交通灯的情况进行预判并提前控制车速，则很有可能出现非常危险的闯红灯现象，或者在匀速行驶就可以通过路口的情况下也选择降速停车，增加不必要的停车次数。
对燃油车而言，频繁的启停会增加燃油车的油耗，降低了燃油经济性；对于电动车而言，频繁的启停会增加电量的消耗，降低电能的利用率，还会降低电池使用寿命。而且，增加车辆在路口不必要的停车次数还会降低道路通行效率。
发明内容
本申请实施例提供了一种车速引导方法、装置、车辆及存储介质，以在保证车辆安全的同时，减少车辆在路口不必要的停车次数。技术方案如下：
一方面，提供了一种车速引导方法，包括以下步骤：
在检测到车辆进入到车速引导路段时，采集车辆的实际速度、车速引导路段的路段信息以及指示灯信息。
基于实际速度，车速引导路段的路段信息以及指示灯信息，确定车辆在车速引导路段内的加速度，以使车辆根据加速度行驶。
在一些可能的实现方式中，指示灯信息包括配时信息、当前状态以及剩余时长，剩余时长是指示灯从当前状态到状态结束的时长，基于实际速度，车速引导路段的路段信息以及指示灯信息，确定车辆在车速引导路段内的加速度，包括：
当当前状态为红灯状态时，基于红灯状态的第一剩余时长和实际速度判断车辆是否会在第一剩余时长内通过车速引导路段。
若判断出车辆不会在第一剩余时长内通过车速引导路段，则基于实际速度，路段信息、配时信息以及第一剩余时长确定第一加速度。
若判断出车辆会在第一剩余时长内通过车速引导路段，则基于实际速度，路段信息、配时信息以及第一剩余时长确定第二加速度。
在一些可能的实现方式中，路段信息包括车速引导路段的总长度以及车速引导路段内的最高速度，配时信息包括绿灯配时时长，第一加速度的取值范围用下式表示：
Figure PCTCN2021130439-appb-000001
其中，L为总长度，v a为实际速度，t r为第一剩余时长，t G为绿灯配时时长，v max为最高速度。
在一些可能的实现方式中，路段信息包括车速引导路段的总长度以及车速引导路段内的最高速度，配时信息包括绿灯配时时长，第二加速度的取值范围用下式表示：
Figure PCTCN2021130439-appb-000002
其中，L为总长度，v a为实际速度，t r为第一剩余时长，t G为绿灯配时时长，v max为最高速度。
在一些可能的实现方式中，指示灯信息包括配时信息、当前状态以及剩余时长，剩余时长是指示灯从当前状态到状态结束的时长，基于实际速度，车速引导路段的路段信息以及指示灯信息，确定车辆在车速引导路段内的加速度，还包括：
当当前状态为绿灯状态时，基于绿灯状态的第二剩余时长和实际速度判断车辆是否会在第二剩余时长内通过车速引导路段。
若判断出车辆会在第二剩余时长内通过车速引导路段，则确定车速引导路段内的加速度为0。
若判断出车辆不会在第二剩余时长内通过车速引导路段，则基于实际速度，车速引导路段的路段信息、指示灯的配时信息与第二剩余时长确定第三加速度。
在一些可能的实现方式中，路段信息包括车速引导路段的总长度，配时信息包括绿灯配时时长、黄灯配时时长以及红灯配时时长，第三加速度的取值范围用下式表示：
Figure PCTCN2021130439-appb-000003
其中，L为总长度，v a为实际速度， t g为第二剩余时长，t Y为黄灯配时时长，t R为红灯配时时长，t G为绿灯配时时长。
在一些可能的实现方式中，指示灯信息包括配时信息、当前状态以及剩余时长，剩余时长是指示灯从当前状态到状态结束的时长，基于实际速度，车速引导路段的路段信息以及指示灯信息，确定车辆在车速引导路段内的加速度，还包括：
当当前状态为黄灯状态时，基于黄灯状态的第三剩余时长和实际速度判断车辆是否会在第三剩余时长内通过车速引导路段。
若判断出车辆会在第三剩余时长内通过车速引导路段，则确定车速引导路段内的加速度为0。
若判断出车辆不会在第三剩余时长内通过车速引导路段，则基于实际速度，车速引导路段的路段信息、指示灯的配时信息与第三剩余时长确定第四加速度。
在一些可能的实现方式中，路段信息包括车速引导路段的总长度，配时信息包括绿灯配时时长以及红灯配时时长，第四加速度的取值范围用下式表示：
Figure PCTCN2021130439-appb-000004
其中，L为总长度，v a为实际速度，t y为第三剩余时长，t R为红灯配时时长，t G为绿灯配时时长。
另一方面，提供了一种车速引导装置，包括：
采集模块，被配置为在检测到车辆进入到车速引导路段时，采集车辆的实际速度、车速引导路段的路段信息以及指示灯信息。以及
确定模块，被配置为基于实际速度，车速引导路段的路段信息以及指示灯信息，确定车辆在车速引导路段内的加速度，以使车辆根据加速度行驶。
另一方面，提供了一种车辆，包括上述实施例提供的一种车速引导装置。
另一方面，提供了一种车速引导装置，装置包括：
处理器。
用于存储处理器可执行指令的存储器。
其中，处理器被配置为：
在检测到车辆进入到车速引导路段时，采集车辆的实际速度、车速引导路段的路段信息以及指示灯信息。
基于实际速度，车速引导路段的路段信息以及指示灯信息，确定车辆在车速引导路段内的加速度，以使车辆根据加速度行驶。
另一方面，提供了一种非易失性计算机可读存储介质，其上存储有计算机程序指令，计算机程序指令被处理器执行时实现上述实施例提供的车速引导方法。
本申请实施例提供的技术方案，在检测到车辆进入到车速引导路段时，在满足安全性行驶基础上，以减少路口停车次数为目的进行经济性车速引导。具体的，基于车辆的实际速度、车速引导路段的路段信息以及指示灯信息，计算出车辆在车速引导路段内相应的加速度，以使得车辆按照确定出的加速度行驶通过车速引导路段，有效避免车速控制不合理导致停车次数增多的情况，提高行车的经济性。由此，解决了目前行车时车辆在路口停车次数多，行车的经济性较差等问题。
本申请附加的方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
为了更清楚地说明本申请实施例中的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为根据本申请实施例提供的车速引导方法的流程图；
图2为根据本申请一个实施例提供的车速引导示意图；
图3为根据本申请一个实施例提供的车速引导方法中速度和时间的关系示意图；
图4为根据本申请一个实施例提供的车速引导方法中速度和时间的关系示意图；
图5为根据本申请一个实施例提供的车速引导方法中速度和时间的关系示意图；
图6为根据本申请一个实施例提供的车速引导方法中速度和时间的关系示意图；
图7为根据本申请又一个实施例提供的车速引导方法的流程图；
图8为根据本申请实施例的车速引导装置的方框示意图；
图9为根据本申请又一个实施例的车速引导装置的方框示意图。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本申请，而不能理解为对本申请的限制。
下面参考附图描述本申请实施例的车速引导方法、装置、车辆及存储介质。针对上述背景技术中提到的目前行车时停车次数多，导致行车的经济性较差的问题，本申请实施例提供的技术方案，在检测到车辆进入到车速引导路段时，在满足安全性行驶基础上，以减少路口停车次数为目的进行经济性车速引导。具体的，基于车辆的实际速度、车速引导路段的路段信息以及指示灯信息，计算出车辆在车速引导路段内相应的加速度，以使得车辆按照确定出的加速度行驶通过车速引导路段，有效避免车速控制不合理导致停车次数增多的情况，提高行车的经济性。由此，解决了目前行车时车辆在路口停车次数多，行车的经济性较差等问题。
也即，采用本申请实施例提供的技术方案，基于路段信息、实际速度、指示灯的配时信息、当前状态以及剩余时长计算车速引导区域内的加速度区间，在满足安全性行驶基础上，以减少路口停车次数为目的进行经济性车速引导，计算出相应的加速度区间，有效避免车速控制不合理导致停车次数增多的情况，从而可以使得车辆以合理的车速通过指示灯，减少停车的次数，提高行车的经济性，且合理的车速控制还能够增加乘坐的舒适性。由此，解决了目前行车时车辆在路口停车次数多，行车的经济性较差等问题。
本申请实施例提供了一种车速引导方法，如图1所示，该车速引导方法包括以下步骤。
在步骤S101中，在检测到车辆进入到车速引导路段时，采集车辆的实际速度、车速引导路段的路段信息以及指示灯信息。
需要说明的是，车速引导方法执行主体为车辆。本申请实施例提供的车速引导方法可以由本申请实施例提供的车速引导装置执行，本申请实施例提供的车速引导装置可以配置在任意车辆中，以执行本申请实施例提供的车速引导方法。
其中，车速引导路段和路口相连，路口设置有指示灯，车速引导路段可以理解为在前车辆距离指示灯一定距离时开始引导车辆改变车速的路段。比如，如图2所示，A代表当前车辆，B代表路口的指示灯，矩形框CDEF表示的区域为车速引导路段，其中CD、EF分 别表示车速引导路段的起始线和终止线，EF可以和路口的停止线重合，L代表车速引导路段的总长度，总长度的方向和车辆的前进方向平行。
本申请实施例可以通过多种方式检测当前车辆是否进入车速引导路段，在此不做具体限定。作为一种可能实现的方式，本申请实施例可以通过设置在车辆头部的距离传感器检测车辆距离指示灯的距离，在距离满足预设条件时，确定车辆进入车速引导路段。作为另一种可能实现的方式，本申请实施例可以根据导航定位车辆的当前位置和路口的位置，在车辆的当前位置与路口的距离满足预设条件时，确定车辆进入车速引导路段。其中，预设条件可以根据实际情况进行设置，在此不做具体限定。
本申请实施例可以通过多种方式采集车辆当前的实际车速，比如，利用速度传感器采集实际车速，也可以根据导航采集实际车速，在此不做具体限定。
此外，在本实施例中，也可以通过多种方式获取路段信息及指示灯信息，比如利用车载摄像头、利用车联网等，在此不做具体限定。
在步骤S102中，基于实际速度，车速引导路段的路段信息以及指示灯信息，确定车辆在车速引导路段内的加速度，以使车辆根据加速度行驶。
其中，路段信息可以包括车速引导路段的总长度、车速引导路段内的最高速度，以及当前路段的限行信息等。
其中，指示灯是用来指挥交通通行的信号灯，比如红绿灯。指示灯信息包括配时信息、当前状态以及剩余时长。以指示灯红绿灯为例，指示灯的配时信息包括固定的绿灯配时时长、红灯配时时长和黄灯配时时长，这些配时时长表示每个信号灯周期内每个颜色的灯亮起的时间，对于现有的自适应控制信号灯来说，这种配时信息可以是根据当前路口排队情况自适应调整的。指示灯的当前状态则包括红灯状态、黄灯状态、绿灯状态。其中，剩余时长为指示灯从当前状态到状态结束的时长，即从当前状态变化为下一个状态的剩余时长，例如当车辆进入车速引导路段时，指示灯刚好是红灯状态，且红灯将在20S后变为绿灯，则红灯的剩余时长为20S。指示灯的配时信息也可称为指示灯的时长信息。
车辆的加速度大小可以为零，也可以为正值或者负值。加速度大小为零则代表车辆匀速行驶，加速度大小为正值则代表车辆加速行驶，加速度大小为负值则代表车辆减速行驶。换言之，步骤S102确定出的加速度用于引导车辆在车速引导路段内匀速、加速或者减速行驶。
当预先判断出车辆保持当前速度可以通过指示灯时，确定出的车辆在车速引导路段内的加速度一般为零，当预先判断出车辆保持当前速度不可以通过指示灯时，确定出的车辆在车速引导路段内的加速度一般为正值或负值。
在本实施例中，对于燃油车而言，可以直接根据确定出的车辆在车速引导路段内的加速度，利用整车控制器控制发动机供油量、变速箱档位以及制动泵的压力，从而控制车辆根据确定出的加速度行驶。对于电动车而言，可以直接根据确定出的车辆在车速引导路段内的加速度控制电机控制器，从而控制电机输出功率，并最终控制车辆根据确定出的加速度行驶。
在一些可选的实施例中，无论是燃油车还是电动车，也可以根据确定出的加速度，在仪表盘上显示对应的提示，从而提示驾驶员手动控制车辆保持匀速行驶，或者进行加速、减速行驶，从而手动控制车辆按照确定出的加速度行驶。
综上，本申请实施例可以计算出车辆在车速引导路段内相应的加速度，在满足行车安全性的基础上，减少车辆在路口的停车次数，提高行车经济性。
下面将对车速引导方法进一步阐述，以下实施例中指示灯以红绿灯为例，并以图2所示的场景为例。
如图2所示，A代表车辆，矩形框CDEF表示的路段为车速引导路段，其中CD、EF分别表示车速引导路段的起始线和终止线，EF可以和路口的停止线重合，B代表路口的红绿灯所在的位置。车辆经过CD时开始进行车速控制，经过EF时车速控制过程结束。车辆进入车速引导路段时的实际车速为v a，交通灯所在路段限速为v max(规定v a≤v max)，车速引导路段总长度为L。以红绿灯按“绿→黄→红”的状态循环显示为例，红灯、绿灯、黄灯状态的配时时长分别为t R、t G、t Y，而t r表示红灯的剩余时长，t g和t y分别表示绿灯和黄灯的剩余时长。
在一些实施例中，当当前状态为红灯状态时，基于实际速度，车速引导路段的路段信息以及指示灯信息，确定车辆在车速引导路段内的加速度包括：
基于红灯状态的第一剩余时长和实际速度判断车辆是否会在第一剩余时长内通过车速引导路段；若判断出车辆不会在第一剩余时长内通过车速引导路段，则基于实际速度，路段信息、配时信息以及第一剩余时长确定第一加速度；若判断出车辆会在第一剩余时长内通过车速引导路段，则基于实际速度，路段信息、配时信息以及第一剩余时长确定第二加速度。
其中，第一剩余时长为红灯的剩余时长，即红灯状态变为绿灯状态的时间间隔，比如，当车辆进入车速引导路段时，指示灯为红灯，且红灯将在20S后变为绿灯，则当车辆进入车速引导路段时，第一剩余时长为20S。路段信息包括车速引导路段的总长度以及车速引导路段内的最高速度，配时信息包括绿灯配时时长。
当基于红灯状态的第一剩余时长和车辆的实际速度判断出车辆不会在第一剩余时长内通过车速引导路段时，则表示车辆如果保持当前车速行驶，当行驶至停止线时，指示灯状态已经发生了改变，有可能由红灯转为绿灯，或进一步转为黄灯，在这两种情况下车辆是不会闯红灯的。但在车辆行驶至停止线时指示灯也有可能进入下一轮红灯，存在闯红灯风险。综合来看，在这种情况下，则需要确定车辆在车速引导路段内的第一加速度。
在本实施例中，第一加速度的取值范围用下式表示。
Figure PCTCN2021130439-appb-000005
其中，L为总长度，v a为实际速度，t r为第一剩余时长，t G为绿灯配时时长，v max为最高速度。
当基于红灯状态的第一剩余时长和车辆的实际速度判断出车辆会在第一剩余时长内通过车速引导路段时，则表示如果车辆保持当前车速行驶，当车辆行驶至停止线时，指示灯状态依旧会是红灯，不会变为绿灯或黄灯，存在闯红灯风险。因此在这种情况下，则需要确定车辆在车速引导路段内的第二加速度。
在本实施例中，第二加速度的取值范围用下式表示。
Figure PCTCN2021130439-appb-000006
其中，L为总长度，v a为实际速度，t r为第一剩余时长，t G为绿灯配时时长，v max为最高速度。
对于车辆在红灯期间进入车速引导路段的情况，下面对相应的车速引导方法进行具体说明。
对于车辆在红灯期间进入车速引导路段的情况，可以先计算闯红灯时间阈值t r0。
具体的，当车辆在红灯期间进入车速引导路段时，结合当前路段限速的最高速度，根据下述公式1计算闯红灯时间阈值t r0。
Figure PCTCN2021130439-appb-000007
当第一剩余时长t r<t r0时，表示当前红灯剩余时间较短，红绿灯很快就会变为绿灯，根据实际车速v a行驶大概率可以通过路口，闯红灯的可能性较低；而当t r≥t r0时，表示当 前红灯剩余时间较长，红绿灯还有较长时间才会变为绿灯，根据实际车速v a行驶可能无法正常通过红绿灯，闯红灯的可能性较高，下面将分别对t r<t r0和t r≥t r0两种情况下的车速引导方法进行阐述，具体如下。
(1)在第一剩余时长小于闯红灯时间阈值，即t r<t r0时，车速引导方法包括以下步骤。
步骤1.1，计算车辆在均速v ru下不闯红灯的速度区间。其中，根据公式2计算当前路段下不闯红灯的最高速度，根据公式3计算下一轮绿灯结束之前车辆通过红绿灯路口所需的最低车速，公式2和公式3如下。
v ru·t r<L (2)
v ru·(t r+t G)>L (3)
结合上述公式2和公式3可见，当前路段下不闯红灯的车速区间为：
Figure PCTCN2021130439-appb-000008
根据上述公式1可见，
Figure PCTCN2021130439-appb-000009
因此，当t r<t r0时，可推导出：
Figure PCTCN2021130439-appb-000010
其中v max为车速引导路段内当前路段限速的最高速度。
因此，最终得到的当前路段下不闯红灯的速度区间为。
Figure PCTCN2021130439-appb-000011
其中t r为当前红绿灯的红灯状态的第一剩余时长，t G为绿灯配时时长。
步骤1.2，当
Figure PCTCN2021130439-appb-000012
时，直接继续根据实际车速v a匀速行驶，则可以在下一轮绿灯期间顺利通过红绿灯路口。
步骤1.3，当
Figure PCTCN2021130439-appb-000013
时，若根据实际车速v a匀速行驶，则无法在下一轮绿灯结束之前正常通过红绿灯路口。
鉴于步骤1.3的情况，本申请实施例还提出了一种在红灯期间加速(加速度用a r0表示)，绿灯期间匀速行驶的方法，同样用于引导车辆的速度，以控制车辆顺利通过路口。该方法包括：根据公式4计算当前路段下最高车速，以基于最高车速计算加速度的最大值；根据公式5计算通过绿灯的条件，以计算加速度的最小值，其中，公式4和公式5如下。
v a+a r0t r<v max  (4)
Figure PCTCN2021130439-appb-000014
根据公式4和公式5，推导得到第一加速度的取值范围，第一加速度的范围用下式表示：
Figure PCTCN2021130439-appb-000015
在一些可选的实施例中，如果需要控制车辆在红灯期间加速，绿灯期间匀速行驶，则车辆的行驶状态还和当前时间有关，因此上述步骤S102还可以包括控制车辆根据加速度和当前时间行驶。
(2)在第一剩余时长大于或等于闯红灯时间阈值，即t r≥t r0时，车速引导方法包括以下步骤。
步骤2.1，根据公式2和公式3计算均速行驶的车速区间，由于t r≥t r0，则
Figure PCTCN2021130439-appb-000016
因此匀速行驶的速度范围为
Figure PCTCN2021130439-appb-000017
步骤2.2，当
Figure PCTCN2021130439-appb-000018
时，车辆根据实际车速匀速行驶。
步骤2.3，当
Figure PCTCN2021130439-appb-000019
时，根据公式4-6计算加速通过红绿灯路口的加速度，其中，公式6表示红灯期间加速行驶的距离小于L，公式6如下。
Figure PCTCN2021130439-appb-000020
计算得到加速度
Figure PCTCN2021130439-appb-000021
其中，L为车速引导路段的总长度，v a为车辆的实际速度，t r为红灯状态的第一剩余时长，t G为绿灯配时时长，v max为车速引导路段的最高速度。
步骤2.4，当
Figure PCTCN2021130439-appb-000022
时，存在闯红灯的可能性，需减速行驶。
下面将对减速不闯红灯与减速不停车之间的关系作出解释，本申请实施例通过减速行 驶且车速不减到零，可以保证车辆在不闯红灯的前提下，有效减少停车次数，提升行车的经济性，具体方法如下：
图3、图4、图5和图6表示本申请实施例提供的车速引导方法中速度和时间的关系。
具体的，如图3所示，横轴ot表示时间，纵轴ov表示速度，f、h、n和m点的值分别为t r、
Figure PCTCN2021130439-appb-000023
V 0。设置五种减速度不同的速度递减模型，分别为直线mb、mc、md、me、mg，其减速度依次增大，其中，点b、c、d、e分别为mb、mc、md、me与直线fq(平行于速度轴的直线)的交点，mg与时间轴交于点g。md与np的交点a，该交点为np的中点。图中S 0所在区域和S 1所在区域的面积分别表示红灯期间和绿灯期间车辆行使的距离，其中，S 0表示车速为
Figure PCTCN2021130439-appb-000024
时，匀速行使t r后所经过的距离L；S 1表示车速为
Figure PCTCN2021130439-appb-000025
时，在绿灯期间匀速行使t G后所经过的距离，S 1<S 0。
在红灯期间，速度递减模型mb与时间轴围成的四边形ombf，其面积大于S 0，即车辆以mb的速度递减模型行驶时，在红灯期间的位移大于L，将产生闯红灯行为，因此，mb不满足车速引导要求。对于md，由于a为中点，△mna的面积等于△dpa的面积，因此四边形omdf的面积等于四边形onpf的面积(S 0)，在红灯期间行使的距离没有超过L，不存在闯红灯的可能性，因此满足车速控制要求。
对于mc，由于mc与np的交点在a点右侧，假设其交点为a′，则△mna′的面积大于△cpa′的面积，因此omcf的面积大于S 0。对于me，其与np的交点位于a点左侧，假设其交点为a″，则△mna″的面积小于△epa″的面积，四边形omef的面积小于S 0。对于mg，减速度较大，△omg的面积明显小于S 0，虽然在红灯期间没有闯红灯，但是在红灯剩余时间结束前，速度就已减到0。虽然满足不闯红灯要求，但不满足减速不停车要求。
综上，以mx代表满足要求的速度直线，首先应满足红灯期间不闯红灯条件，即mx与np的交点的横坐标不大于0.5t r；其次应满足减速不停车要求，即mx与fq交点的纵坐标大于0。
以上分析了减速不闯红灯与减速不停车的关系，对m处的值(车辆进入车速引导区域的实际速度v a的大小)并没有分析，因此分析当
Figure PCTCN2021130439-appb-000026
时，同时满足减速不闯红灯与减速 不停车的v a应满足的条件。当
Figure PCTCN2021130439-appb-000027
时，保证不闯红灯的最小减速度a rm为：
Figure PCTCN2021130439-appb-000028
保证不减速到零的最大减速度a rn为：
Figure PCTCN2021130439-appb-000029
根据公式7和公式8可以得到减速度的取值范围为：
Figure PCTCN2021130439-appb-000030
当
Figure PCTCN2021130439-appb-000031
时，
Figure PCTCN2021130439-appb-000032
此时的车速为同时满足不闯红灯和减速不停车的临界条件。当
Figure PCTCN2021130439-appb-000033
时，如图4中的V 1，sg为其速变化直线，与时间轴的交点为g，当△osg面积等于S 0时，g点对应的时刻一定小于f点对应的时刻(f点的值为t r)，即以V 1的初速度减速行驶距离L时，所需时间小于t r，到达停止线需停车等待至绿灯再继续行驶，无法同时满足不闯红灯和减速不停车的要求，此时应以不闯红灯为优先条件，减速度根据公式6计算。
结合最高车速v max和
Figure PCTCN2021130439-appb-000034
的关系，进一步说明当
Figure PCTCN2021130439-appb-000035
时，如何判断能否同时满足不闯红灯和减速不停车的条件。
如图5所示，当
Figure PCTCN2021130439-appb-000036
时，由于规定了最高车速不大于v max，因此，不用考虑
Figure PCTCN2021130439-appb-000037
的情况，当
Figure PCTCN2021130439-appb-000038
时，减速度根据公式7和公式8计算。
如图6所示，当
Figure PCTCN2021130439-appb-000039
时，如果
Figure PCTCN2021130439-appb-000040
减速度根据公式7和公式8计算；如果
Figure PCTCN2021130439-appb-000041
最小减速度a rp按减速行驶L后速度降为0计算，则
Figure PCTCN2021130439-appb-000042
上述实施例详细阐述了红灯状态下的车速引导方法，下面将对绿灯状态下的车速引导方法进行说明。在一些实施例中，当当前状态为绿灯状态时，基于实际速度，车速引导路 段的路段信息以及指示灯信息，确定车辆在车速引导路段内的加速度，还包括：基于绿灯状态的第二剩余时长和实际速度判断车辆是否会在第二剩余时长内通过车速引导路段；若判断出车辆会在第二剩余时长内通过车速引导路段，则确定车速引导路段内的加速度为0；若判断出车辆不会在第二剩余时长内通过车速引导路段，则基于实际速度，车速引导路段的路段信息、指示灯的配时信息与第二剩余时长确定第三加速度。
其中，第二剩余时长为绿灯的剩余时长，即绿灯状态变为黄灯状态的时间间隔，比如，绿灯将在20S后变为黄灯，则第二剩余时长为20S。路段信息包括车速引导路段的总长度，配时信息包括绿灯配时时长、黄灯配时时长以及红灯配时时长。
可以理解的是，如果指示灯为绿灯状态，且基于车辆的实际速度和绿灯状态的剩余时长(第二剩余时长)，判断出车辆会在指示灯仍旧为绿灯状态时通过路口，则车辆可以直接保持当前的实际速度，匀速通过路口，无需加速或减速，因此确定车速引导路段内车辆的加速度为0。
在另一种情况下，当基于绿灯状态的第二剩余时长和车辆的实际速度判断出车辆不会在第二剩余时长内通过车速引导路段时，则表示如果车辆保持当前车速行驶，当车辆行驶至停止线时，指示灯状态可能会发生改变，可能从绿灯变为黄灯或红灯，存在闯红灯风险。综合来看，在这种情况下，则需要确定车辆在车速引导区域内的第三加速度。
在一些实施例中，第三加速度的取值范围用下式表示。
Figure PCTCN2021130439-appb-000043
其中，L为总长度，v a为实际速度，t g为第二剩余时长，t Y为黄灯配时时长，t R为红灯配时时长，t G为绿灯配时时长。
举例而言，当车辆在绿灯期间进入车速引导路段时，可以先计算绿灯的时间阈值t g0。
绿灯的时间阈值t g0可以基于当前路段限速的最高速度并根据公式9计算，其中，公式9如下。
Figure PCTCN2021130439-appb-000044
当第二预设时长t g≥t g0时，表示当前绿灯剩余时间较长，根据实际车速v a行驶大概率可以在绿灯结束之前通过红绿灯路口；而当t g<t g0时，表示当前绿灯剩余时间长较短，根 据实际车速v a行驶可能无法在绿灯结束之前通过红绿灯路口。下面将分别对t g≥t g0和t g<t g0两种情况下的车速引导方法进行阐述，具体如下。
(1)当第二预设时长大于等于绿灯的时间阈值，即t g≥t g0时，车速引导方法包括以下步骤。
步骤3.1，根据公式10计算车辆匀速行驶(速度大小设为v gu)通过当前绿灯的要求。
v gut g>L  (10)
结合当前路段的限速要求，得到匀速的建议速度区间为：
Figure PCTCN2021130439-appb-000045
步骤3.2，当
Figure PCTCN2021130439-appb-000046
时，根据实际车速v a匀速行驶可以在绿灯期间通过红绿灯路口。
步骤3.3，当
Figure PCTCN2021130439-appb-000047
时，将实际车速先加速至v max，v max为车速引导路段内当前路况限速的最高速度，根据当前路况的最高速度匀速通过红绿灯路口。
(2)当第二预设时长小于绿灯的时间阈值，即t g<t g0时，表示绿灯剩余时长无法满足车辆正常通过红绿灯路口的时长需求，车辆需在下一轮绿灯期间通过路口。车速引导方法包括以下步骤。
步骤4.1，根据公式11和公式12计算匀速车速范围，其中，根据公式11计算当前路段下的最高车速，下一轮红灯结束之前不能通过路口；根据公式12计算当前路段下的最低车速，在最低车速下车辆下一轮绿灯结束之前可以通过路口。
v gu(t g+t Y+t R)<L  (11)
v gu(t g+t Y+t R+t G)>L  (12)
根据公式11和公式12计算得到v gu的取值范围为：
Figure PCTCN2021130439-appb-000048
步骤4.2，当
Figure PCTCN2021130439-appb-000049
时，可根据实际车速v a匀速驶通过红绿灯路口。
步骤4.3，当
Figure PCTCN2021130439-appb-000050
时，本申请实施例还提出一种在绿灯剩余时间和黄灯周期内减速、在红灯和绿灯周期内匀速行驶的通行方法，包括如下过程。
根据公式13和公式14计算减速度a gm，其中，公式13用于计算减速度的最小值，以保证车辆不闯红灯；公式14用于计算加速度的最大值，用来确定下一轮绿灯结束前能通过红绿灯路口。
Figure PCTCN2021130439-appb-000051
Figure PCTCN2021130439-appb-000052
根据公式13和公式14计算得到减速度取值范围为：
Figure PCTCN2021130439-appb-000053
步骤4.4，当
Figure PCTCN2021130439-appb-000054
时，如果根据实际车速v a行驶，不仅在当前绿灯剩余时间内无法通过路口，在下一轮绿灯期间仍无法通过路口，因此需加速行驶，加速度用a gn表示。本申请实施例给出一种在绿灯剩余时间和黄灯周期内加速、在红灯和绿灯周期内匀速行驶的方法，包括。
根据公式15和公式16计算加速度的最大值和最小值。
Figure PCTCN2021130439-appb-000055
Figure PCTCN2021130439-appb-000056
根据公式15和公式16计算得到速度的取值范围为
Figure PCTCN2021130439-appb-000057
在一些可选的实施例中，如果需要控制车辆在绿灯剩余时间和黄灯周期内加速、在红灯和绿灯周期内匀速行驶，则车辆的行驶状态还和当前时间有关，因此步骤S102还可以包括控制车辆根据加速度和当前时间行驶。
上述实施例详细阐述了绿灯状态下的车速引导方法，下面将对黄灯状态下的车速引导方法进行说明。在一些实施例中，当当前状态为黄灯状态时，基于实际速度，车速引导路段的路段信息以及指示灯信息，确定车辆在车速引导路段内的加速度，还包括：基于黄灯状态的第三剩余时长和实际速度判断车辆是否会在第三剩余时长内通过车速引导路段；若判断出车辆会在第三剩余时长内通过车速引导路段，则确定车速引导路段内的加速度为0；若判断出车辆不会在第三剩余时长内通过车速引导路段，则基于实际速度，车速引导路段的路段信息、指示灯的配时信息与第三剩余时长确定第四加速度。
其中，第三剩余时长为黄灯的剩余时长，既黄灯状态变为红灯状态的时间间隔，比如，黄灯将在3S后变为红灯，则第三剩余时长为3S。路段信息包括车速引导区域的总长度，配时信息包括绿灯配时时长以及红灯配时时长。
可以理解的是，如果指示灯为黄灯状态，且基于车辆的实际速度和黄灯状态的剩余时长(第三剩余时长)，判断出车辆会在指示灯仍旧为黄灯状态时通过路口，则车辆可以直接保持当前的实际速度，匀速通过路口，无需加速或减速，因此确定车速引导区域内的加速度为0。
在另一种情况下，当基于黄灯状态的第三剩余时长和车辆的实际速度判断出车辆会在第三剩余时长内通过车速引导路段时，则表示如果车辆保持当前车速行驶，当车辆行驶至停止线时，指示灯状态可能会发生改变，可能从黄变为红灯，存在闯红灯风险。综合来看，在这种情况下，则需要确定车辆在车速引导区域内的第四加速度。
在一些实施例中，第四加速度的取值范围用下式表示。
Figure PCTCN2021130439-appb-000058
其中，L为总长度，v a为实际速度，t y为第三剩余时长，t R为红灯配时时长，t G为绿灯配时时长。
举例而言，当前状态为黄灯状态时，根据公式17和公式18计算以匀速v yu通过红绿灯路口的速度区间，其中，公式17为不闯红灯的速度要求，公式18为在绿灯结束前通过路口的速度要求。
v yu·(t y+t R)<L  (17)
v yu·(t y+t R+t G)>L  (18)
根据公式17和公式18计算得到匀速车速区间为：
Figure PCTCN2021130439-appb-000059
若
Figure PCTCN2021130439-appb-000060
则保持当前车速匀速通过路口。
若
Figure PCTCN2021130439-appb-000061
本申请实施例采取一种在黄灯剩余时间减速(减速度用a ym表示)、在红灯和绿灯周期内匀速行驶的方法，包括如下过程。
根据公式19计算不闯红灯要求计算减速度，根据公式20计算在绿灯结束前通过路口的要求的减速度最大值。
Figure PCTCN2021130439-appb-000062
Figure PCTCN2021130439-appb-000063
得到减速度范围为：
Figure PCTCN2021130439-appb-000064
(2)若
Figure PCTCN2021130439-appb-000065
本申请实施例采取一种在黄灯剩余时间内加速(加速度用a yn表示)、在红灯和绿灯周期内匀速行驶的方法，包括如下过程。
根据公式21计算不闯红灯要求的加速度最大值，根据公式22计算在绿灯结束前通过路口要求的加速度最小值。
Figure PCTCN2021130439-appb-000066
Figure PCTCN2021130439-appb-000067
得到加速度范围为：
Figure PCTCN2021130439-appb-000068
在黄灯剩余时间内加速所对应的加速度可以看做第五加速度，因此上述加速度范围
Figure PCTCN2021130439-appb-000069
可以看作第五加速度的取值范围。
在一些可选的实施例中，如果需要控制车辆在黄灯剩余时间内加速，在红灯和绿灯周期内匀速行驶的方法，则车辆的行驶状态还和当前时间有关，因此步骤S102还可以包括控制车辆根据加速度和当前时间行驶。
进一步地，上述实施例分析了红绿灯不同的显示状态对应的车速引导过程，在此基础上，下面将结合图7对车速引导方法进行进一步阐述，为了便于表述，图7中将使用参数表示部分速度和加减速的值，其中，参数与值的对应关系如表1所示。
表1
Figure PCTCN2021130439-appb-000070
Figure PCTCN2021130439-appb-000071
Figure PCTCN2021130439-appb-000072
具体的，由于车辆加速度和乘坐人员的舒适性息息相关，在加速度最接近于零时，乘坐人员的舒适性最高(加速或减速最平缓)，因此在一些可选的实施例中，步骤S102还可以包括控制车辆直接根据加速度取值范围中最接近于零的值行驶。
本申请实施例提供的车速引导方法还可以包括控制车辆直接根据速度取值范围的中间值对应的速度值行驶。
在一些可选的实施例中，如图7所示，本申请实施例提供的车速引导方法还可以包括以下步骤。
(1)车辆进入车速引导路段后，判断红绿灯当前显示状态。
(2)基于当前状态的剩余时间和当前车速等条件判断通行条件，在不闯红灯保证安全性行驶的前提下，以减少停车次数，提高通行效率的经济性驾驶为目标，生成相应的匀速行驶区间或加速度、减速度区间。
(3)将计算得到的加速度(或减速度)区间与人体舒适的加速度(或减速度)区间求交集，求得同时满足车速引导要求和人体舒适性要求的加速度(或减速度)。如果交集为空集，则以车速引导求得的数据为准，否则可能会产生闯红灯行为。以加速度为例进行说明，计算得到的加速度区间为(a i0,a i1)，人体舒适加速度区间为(a j0,a j1)，若两者交集为(a k0,a k1)，则其为最终确定的加速度区间，并以(a k0,a k1)中最接近于零的加速度为准控制车辆。若交集为空，则以(a i0,a i1)中最接近于零的加速度为准控制车辆。
根据本申请实施例提供的车速引导方法，基于路段信息、实际速度、指示灯的配时信息、当前状态以及剩余时长计算车速引导路段内的加速度区间，在满足安全性行驶基础上，以减少路口停车次数为目的进行经济性车速引导，计算出相应的加速度区间，有效避免车速控制不合理导致停车次数增多的情况，从而可以使得车辆以合理的车速通过指示灯，减少停车的次数，提高行车的经济性，且合理的车速控制还能够增加乘坐的舒适性。由此，解决了目前行车时车辆在路口停车次数多，行车的经济性较差等问题。
也即，采用本申请实施例提供的技术方案，基于路段信息、实际速度、指示灯的配时信息、当前状态以及剩余时长计算车速引导区域内的加速度区间，在满足安全性行驶基础上，以减少路口停车次数为目的进行经济性车速引导，计算出相应的加速度区间，有效避免车速控制不合理导致停车次数增多的情况，从而可以使得车辆以合理的车速通过指示灯， 减少停车的次数，提高行车的经济性，且合理的车速控制还能够增加乘坐的舒适性。由此，解决了目前行车时车辆在路口停车次数多，行车的经济性较差等问题。
此外，本申请实施例还提供了一种车速引导装置。
图8是本申请实施例的车速引导装置的方框示意图。
如图8所示，该车速引导装置包括：采集模块201和确定模块202。
采集模块201被配置为在检测到车辆进入到车速引导路段时，采集车辆的实际速度、车速引导路段的路段信息以及指示灯信息。
确定模块202被配置为基于实际速度，车速引导路段的路段信息以及指示灯信息，确定车辆在车速引导路段内的加速度，以使车辆根据加速度行驶。
需要说明的是，前述对车速引导方法实施例的解释说明也适用于该实施例的车速引导装置，此处不再赘述。
根据本申请实施例提供的车速引导装置，在检测到车辆进入到车速引导路段时，在满足安全性行驶基础上，以减少路口停车次数为目的进行经济性车速引导。具体的，基于车辆的实际速度、车速引导路段的路段信息以及指示灯信息，计算出车辆在车速引导路段内相应的加速度，以使得车辆按照确定出的加速度行驶通过车速引导路段，有效避免车速控制不合理导致停车次数增多的情况，提高行车的经济性。由此，解决了目前行车时车辆在路口停车次数多，行车的经济性较差等问题。
此外，本申请实施例还提供了一种车辆，包括上述实施例的车速引导装置。根据本申请实施例的车辆，在检测到车辆进入到车速引导路段时，在满足安全性行驶基础上，以减少路口停车次数为目的进行经济性车速引导。具体的，基于车辆的实际速度、车速引导路段的路段信息以及指示灯信息，计算出车辆在车速引导路段内相应的加速度，以使得车辆按照确定出的加速度行驶通过车速引导路段，有效避免车速控制不合理导致停车次数增多的情况，提高行车的经济性。由此，解决了目前行车时车辆在路口停车次数多，行车的经济性较差等问题。
此外，本申请实施例还提供了一种车速引导装置，如图9所示，装置4000包括处理器4001，以及用于存储处理器可执行指令的存储器4002。
其中，处理器4001被配置为在检测到车辆进入到车速引导路段时，采集车辆的实际速度、车速引导路段的路段信息以及指示灯信息；基于实际速度，车速引导路段的路段信息 以及指示灯信息，确定车辆在车速引导路段内的加速度，以使车辆根据加速度行驶。
根据本申请实施例提供的车速引导装置，在检测到车辆进入到车速引导路段时，在满足安全性行驶基础上，以减少路口停车次数为目的进行经济性车速引导。具体的，基于车辆的实际速度、车速引导路段的路段信息以及指示灯信息，计算出车辆在车速引导路段内相应的加速度，以使得车辆按照确定出的加速度行驶通过车速引导路段，有效避免车速控制不合理导致停车次数增多的情况，提高行车的经济性。由此，解决了目前行车时车辆在路口停车次数多，行车的经济性较差等问题。
此外，本申请实施例还提供了一种非易失性计算机可读存储介质，其上存储有计算机程序指令，所述计算机程序指令被处理器执行时实现前述实施例提供的车速引导方法。
根据本申请实施例提供的非易失性计算机可读存储介质，在检测到车辆进入到车速引导路段时，在满足安全性行驶基础上，以减少路口停车次数为目的进行经济性车速引导。具体的，基于车辆的实际速度、车速引导路段的路段信息以及指示灯信息，计算出车辆在车速引导路段内相应的加速度，以使得车辆按照确定出的加速度行驶通过车速引导路段，有效避免车速控制不合理导致停车次数增多的情况，提高行车的经济性。由此，解决了目前行车时车辆在路口停车次数多，行车的经济性较差等问题。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或N个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本申请的描述中，“N个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
流程图中或在此以其他方式描述的任何过程或方法描述可以被理解为，表示包括一个或更N个用于实现定制逻辑功能或过程的步骤的可执行指令的代码的模块、片段或部分，并且本申请的优选实施方式的范围包括另外的实现，其中可以不按所示出或讨论的顺序， 包括根据所涉及的功能按基本同时的方式或按相反的顺序，来执行功能，这应被本申请的实施例所属技术领域的技术人员所理解。
在流程图中表示或在此以其他方式描述的逻辑和/或步骤，例如，可以被认为是用于实现逻辑功能的可执行指令的定序列表，可以具体实现在任何计算机可读介质中，以供指令执行系统、装置或设备(如基于计算机的系统、包括处理器的系统或其他可以从指令执行系统、装置或设备取指令并执行指令的系统)使用，或结合这些指令执行系统、装置或设备而使用。就本说明书而言，"计算机可读介质"可以是任何可以包含、存储、通信、传播或传输程序以供指令执行系统、装置或设备或结合这些指令执行系统、装置或设备而使用的装置。计算机可读介质的更具体的示例(非穷尽性列表)包括以下：具有一个或N个布线的电连接部(电子装置)，便携式计算机盘盒(磁装置)，随机存取存储器(RAM)，只读存储器(ROM)，可擦除可编辑只读存储器(EPROM或闪速存储器)，光纤装置，以及便携式光盘只读存储器(CDROM)。另外，计算机可读介质甚至可以是可在其上打印所述程序的纸或其他合适的介质，因为可以例如通过对纸或其他介质进行光学扫描，接着进行编辑、解译或必要时以其他合适方式进行处理来以电子方式获得所述程序，然后将其存储在计算机存储器中。
应当理解，本申请的各部分可以用硬件、软件、固件或它们的组合来实现。在上述实施方式中，N个步骤或方法可以用存储在存储器中且由合适的指令执行系统执行的软件或固件来实现。如，如果用硬件来实现和在另一实施方式中一样，可用本领域公知的下列技术中的任一项或他们的组合来实现：具有用于对数据信号实现逻辑功能的逻辑门电路的离散逻辑电路，具有合适的组合逻辑门电路的专用集成电路，可编程门阵列(PGA)，现场可编程门阵列(FPGA)等。
本技术领域的普通技术人员可以理解实现上述实施例方法携带的全部或部分步骤是可以通过程序来指令相关的硬件完成，所述的程序可以存储于一种计算机可读存储介质中，该程序在执行时，包括方法实施例的步骤之一或其组合。
此外，在本申请各个实施例中的各功能单元可以集成在一个处理模块中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个模块中。上述集成的模块既可以采用硬件的形式实现，也可以采用软件功能模块的形式实现。所述集成的模块如果以软件功能模块的形式实现并作为独立的产品销售或使用时，也可以存储在一个计算机可读取存储介质中。
上述提到的存储介质可以是只读存储器，磁盘或光盘等。尽管上面已经示出和描述了本申请的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本申请的限制， 本领域的普通技术人员在本申请的范围内可以对上述实施例进行变化、修改、替换和变型。
项目
项目1.一种车速引导方法，包括以下步骤：
在检测到当前车辆进入到车速引导区域时，采集当前车辆的实际速度；
获取车速引导区域的路段信息及指示灯的时长信息与当前状态；
根据时长信息计算当前状态的剩余时长，且根据剩余时长、路段信息和实际速度生成车速引导区域内引导车速区间，及控制当前车辆按照引导车速区间行驶和/或提示引导车速。
项目2.根据项目1的方法，当当前状态为红灯状态时，根据剩余时长、路段信息和实际速度生成车速引导区域内引导车速区间，包括：
判断在红灯状态的第一剩余时长内是否可通行过当前路口；
若在第一剩余时长内可通行，则根据红灯状态的第一剩余时长和绿灯状态的持续时长计算第一引导车速区间；
若在第一剩余时长内不可通行，则由实际速度计算减速的加速度，得到第二引导车速区间。
项目3.根据项目2的方法，第一引导车速区间的计算公式为：
Figure PCTCN2021130439-appb-000073
其中，L为车速引导区域总长度，v a为实际速度，t r为红灯剩余时间，t G为绿灯状态的持续时长，v max为车速引导区域内的最高速度。
项目4.根据项目2的方法，第二引导车速区间的计算公式为：
Figure PCTCN2021130439-appb-000074
其中，L为车速引导区域总长度，v a为实际速度，t r为红灯剩余时间，t G为绿灯状态的持续时长，v max为车速引导区域内的最高速度。
项目5.根据项目1的方法，当当前状态为绿灯状态时，根据剩余时长、路段信息和实际速度生成车速引导区域内引导车速区间，包括：
判断在绿灯状态的第二剩余时长内是否可通行过当前路口；
若在第二剩余时长内可通行，则以实际速度匀速行驶；
若在第二剩余时长内不可通行，则根据绿灯状态的剩余时长和黄灯状态的持续时长计算第三引导车速区间。
项目6.根据项目5的方法，第三引导车速区间的计算公式为：
Figure PCTCN2021130439-appb-000075
其中，L为车速引导区域总长度，v a为实际速度，t g为绿灯剩余时间，t Y为黄灯状态的持续时长，t R为红灯状态的持续时长，t G为绿灯状态的持续时长。
项目7.根据项目1的方法，当当前状态为黄灯状态时，根据剩余时长、路段信息和实际速度生成车速引导区域内引导车速区间，包括：
判断在黄灯状态的第三剩余时长内是否可通行过当前路口；
若在第三剩余时长内可通行，则以实际速度匀速行驶，或者在在第三剩余时长内加速且在红灯状态的持续时长和绿灯状态的持续时长内匀速计算第四引导区间；
若在第三剩余时长内不可通行，则在第三剩余时长内减速且在红灯状态的持续时长和绿灯状态的持续时长内匀速计算第五引导区间。
项目8.根据项目7的方法，第四引导区间的计算公式为：
Figure PCTCN2021130439-appb-000076
第五引导区间的计算公式为：
Figure PCTCN2021130439-appb-000077
其中，L为车速引导区域总长度，v a为实际速度，t g为绿灯剩余时间，t y t Y为黄灯剩余时间，t R为红灯状态的持续时长，t G为绿灯状态的持续时长。
项目9.一种车速引导装置，包括：
采集模块，用于在检测到当前车辆进入到车速引导区域时，采集当前车辆的实际速度；
获取模块，用于获取车速引导区域的路段信息及指示灯的时长信息与当前状态；以及
控制模块，用于根据时长信息计算当前状态的剩余时长，且根据剩余时长、路段信息 和实际速度生成车速引导区域内引导车速区间，及控制当前车辆按照引导车速区间行驶和/或提示引导车速。
项目10.一种车辆，包括如项目9的一种车速引导装置。

Claims (12)

  1. 一种车速引导方法，其特征在于，包括以下步骤：
    在检测到车辆进入到车速引导路段时，采集所述车辆的实际速度、所述车速引导路段的路段信息以及指示灯信息；
    基于所述实际速度，所述车速引导路段的所述路段信息以及所述指示灯信息，确定所述车辆在所述车速引导路段内的加速度，以使所述车辆根据所述加速度行驶。
  2. 根据权利要求1所述的方法，其特征在于，所述指示灯信息包括配时信息、当前状态以及剩余时长，所述剩余时长是所述指示灯从所述当前状态到状态结束的时长，所述基于所述实际速度，所述车速引导路段的所述路段信息以及所述指示灯信息，确定所述车辆在所述车速引导路段内的加速度，包括：
    当所述当前状态为红灯状态时，基于所述红灯状态的第一剩余时长和所述实际速度判断所述车辆是否会在所述第一剩余时长内通过所述车速引导路段；
    若判断出所述车辆不会在所述第一剩余时长内通过所述车速引导路段，则基于所述实际速度，所述路段信息、所述配时信息以及所述第一剩余时长确定第一加速度；
    若判断出所述车辆会在所述第一剩余时长内通过所述车速引导路段，则基于所述实际速度，所述路段信息、所述配时信息以及所述第一剩余时长确定第二加速度。
  3. 根据权利要求2所述的方法，其特征在于，所述路段信息包括所述车速引导路段的总长度以及所述车速引导路段内的最高速度，所述配时信息包括绿灯配时时长，所述第一加速度的取值范围用下式表示：
    Figure PCTCN2021130439-appb-100001
    其中，L为所述总长度，v a为所述实际速度，t r为所述第一剩余时长，t G为所述绿灯配时时长，v max为所述最高速度。
  4. 根据权利要求2所述的方法，其特征在于，所述路段信息包括所述车速引导路段的总长度以及所述车速引导路段内的最高速度，所述配时信息包括绿灯配时时长，所述第二加速度的取值范围用下式表示：
    Figure PCTCN2021130439-appb-100002
    其中，L为所述总长度，v a为所述实际速度，t r为所述第一剩余时长，t G为所述绿灯配时时长，v max为所述最高速度。
  5. 根据权利要求1所述的方法，其特征在于，所述指示灯信息包括配时信息、当前状态以及剩余时长，所述剩余时长是所述指示灯从所述当前状态到状态结束的时长，所述基于所述实际速度，所述车速引导路段的所述路段信息以及所述指示灯信息，确定所述车辆在所述车速引导路段内的加速度，还包括：
    当所述当前状态为绿灯状态时，基于所述绿灯状态的第二剩余时长和所述实际速度判断所述车辆是否会在所述第二剩余时长内通过所述车速引导路段；
    若判断出所述车辆会在所述第二剩余时长内通过所述车速引导路段，则确定所述车速引导路段内的加速度为0；
    若判断出所述车辆不会在所述第二剩余时长内通过所述车速引导路段，则基于所述实际速度，所述车速引导路段的所述路段信息、所述指示灯的所述配时信息与所述第二剩余时长确定第三加速度。
  6. 根据权利要求5所述的方法，其特征在于，所述路段信息包括所述车速引导路段的总长度，所述配时信息包括绿灯配时时长、黄灯配时时长以及红灯配时时长，所述第三加速度的取值范围用下式表示：
    Figure PCTCN2021130439-appb-100003
    其中，L为所述总长度，v a为所述实际速度，t g为所述第二剩余时长，t Y为所述黄灯配时时长，t R为所述红灯配时时长，t G为所述绿灯配时时长。
  7. 根据权利要求1所述的方法，其特征在于，所述指示灯信息包括配时信息、当前状态以及剩余时长，所述剩余时长是所述指示灯从所述当前状态到状态结束的时长，所述基于所述实际速度，所述车速引导路段的所述路段信息以及所述指示灯信息，确定所述车辆在所述车速引导路段内的加速度，还包括：
    当所述当前状态为黄灯状态时，基于所述黄灯状态的第三剩余时长和所述实际速度判断所述车辆是否会在所述第三剩余时长内通过所述车速引导路段；
    若判断出所述车辆会在所述第三剩余时长内通过所述车速引导路段，则确定所述车速引导路段内的加速度为0；
    若判断出所述车辆不会在所述第三剩余时长内通过所述车速引导路段，则基于所述实际速度，所述车速引导路段的所述路段信息、所述指示灯的所述配时信息与所述第三剩余时长确定第四加速度。
  8. 根据权利要求7所述的方法，其特征在于，所述路段信息包括所述车速引导路段的总长度，所述配时信息包括绿灯配时时长以及红灯配时时长，
    所述第四加速度的取值范围用下式表示：
    Figure PCTCN2021130439-appb-100004
    其中，L为所述总长度，v a为所述实际速度，t y为所述第三剩余时长，t R为所述红灯配时时长，t G为所述绿灯配时时长。
  9. 一种车速引导装置，其特征在于，包括：
    采集模块，被配置为在检测到车辆进入到车速引导路段时，采集所述车辆的实际速度、所述车速引导路段的路段信息以及指示灯信息；以及
    确定模块，被配置为基于所述实际速度，所述车速引导路段的所述路段信息以及所述指示灯信息，确定所述车辆在所述车速引导路段内的加速度，以使所述车辆根据所述加速度行驶。
  10. 一种车辆，其特征在于，包括如权利要求9所述的一种车速引导装置。
  11. 一种车速引导装置，其特征在于，所述装置包括：
    处理器；
    用于存储处理器可执行指令的存储器；
    其中，所述处理器被配置为：
    在检测到车辆进入到车速引导路段时，采集所述车辆的实际速度、所述车速引导路段的路段信息以及指示灯信息；
    基于所述实际速度，所述车速引导路段的所述路段信息以及所述指示灯信息，确定所述车辆在所述车速引导路段内的加速度，以使所述车辆根据所述加速度行驶。
  12. 一种非易失性计算机可读存储介质，其上存储有计算机程序指令，其特征在于，所述计算机程序指令被处理器执行时实现上述权利要求1至8中任一权利要求所述的车速引导方法。
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