CN114312746B - Driving assistance device, and corresponding vehicle, method, computer device and medium - Google Patents
Driving assistance device, and corresponding vehicle, method, computer device and medium Download PDFInfo
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Abstract
The invention provides a driving assisting device for a vehicle, and a corresponding vehicle, a method, computer equipment and medium. The driving support device includes: an information acquisition unit configured to acquire information about a speed limit section ahead of the vehicle; an identification unit configured to identify, based on the information, that the speed-limiting section includes a high-speed-limit-section-of-interest section having a high speed limit value, the high-speed-limit-section-of-interest section being located between first and second low-speed-limit section sections having a length smaller than a threshold length, the first and second low-speed-limit section sections having first and second low speed limit values smaller than the high speed limit value, respectively; an output unit configured to provide an output for the vehicle in response to the high speed road segment portion of interest being identified. By utilizing the scheme of the invention, the safety and the passenger comfort of the vehicle in the situation that the low speed limit value road section part and the high speed limit value road section part are frequently alternated are improved.
Description
Technical Field
The present invention relates to the field of vehicle technology, and more particularly, to a driving assistance apparatus for a vehicle, a vehicle including the same, and a corresponding method, computer device, and computer-readable storage medium.
Background
Different road segments may have different speed limit values. A situation is possible in which the speed limit value frequently changes. For example, a highway in a mountain area may have frequently alternating tunnel segments, which may have a lower speed limit value, such as 80 km/h, and non-tunnel segments, which may have a higher speed limit value, such as 120 km/h. In this case, if manual driving or automatic driving is performed only in theory following the speed limit value, the vehicle needs to be rapidly accelerated or decelerated to change the speed. For example, during a transition from a tunnel section to a non-tunnel section, the vehicle has to accelerate sharply to 120 km/h; during the transition from the non-tunnel section to the tunnel section, the vehicle has to be decelerated sharply to 80 km/h. This mode of driving is unsafe and also causes discomfort to the vehicle occupants. In addition, a vehicle occupant may feel annoyance by a frequent beep, warning, or the like that frequently occurs due to frequent switching between the low speed limit value and the high speed limit value.
Disclosure of Invention
The object of the present invention is to provide a solution which can at least alleviate the above-mentioned problems and which contributes to an improved safety and passenger comfort of the vehicle in situations where road segments with low speed limit values and road segments with high speed limit values alternate frequently.
Specifically, according to a first aspect of the present invention, there is provided a driving assistance apparatus for a vehicle, comprising:
an information acquisition unit configured to acquire information on a speed limit section ahead of the vehicle;
an identification unit configured to identify, based on the information, that the speed-limit section includes a high-speed-limit-section-of-interest section having a high speed limit value, the high-speed-limit-section-of-interest section being located between a first low-speed-limit section and a second low-speed-limit section, the first low-speed-limit section and the second low-speed-limit section having a first low speed limit value and a second low speed limit value, respectively, both of which are smaller than the Gao Xiansu value, the high-speed-of-interest section having a length smaller than a threshold length;
an output unit configured to: an output is provided for the vehicle in response to the high speed road segment portion of interest being identified.
According to a second aspect of the present invention, there is provided a vehicle including the driving assistance apparatus described above.
According to a third aspect of the present invention, there is provided a driving assisting method for a vehicle, comprising:
acquiring information about a speed limit section ahead of the vehicle;
Identifying, based on the information, that the speed-limiting road segment includes a high speed-limit-of-interest road segment portion having a high speed limit value, the high speed-limit-of-interest road segment portion being located between a first low speed-limit road segment portion and a second low speed-limit road segment portion, the first low speed-limit road segment portion and the second low speed-limit road segment portion having a first low speed limit value and a second low speed limit value, respectively, the first low speed limit value and the second low speed limit value both being less than the Gao Xiansu value, the high speed-of-interest road segment portion having a length less than a threshold length;
an output is provided for the vehicle in response to the high speed road segment portion of interest being identified.
According to a fourth aspect of the present invention there is provided a computer device comprising a memory and a processor, the memory having stored thereon a computer program which, when executed by the processor, causes the above-described driving assistance method to be performed.
According to a fifth aspect of the present invention, there is provided a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, causes the above-described driving assistance method to be performed.
According to an aspect of the present invention, a short-distance high-speed-limit section portion located between two low-speed-limit section portions is identified based on information on a speed-limit section ahead of a vehicle, and an output for the vehicle is provided in response to the short-distance high-speed-limit section portion being identified. With the present invention, it is possible to recognize a short-distance high-speed limit section in advance and accordingly provide an output to trigger an appropriate operation or response, contributing to improvement in safety and occupant comfort of driving of a vehicle in a case where a section having a low speed limit value and a section having a high speed limit value are frequently alternated.
Drawings
Non-limiting and non-exhaustive embodiments of the present invention are described by way of example with reference to the following drawings,
Wherein:
FIG. 1 is a schematic diagram illustrating one example application scenario in which the present invention is applicable;
fig. 2 is a schematic view showing a driving assisting apparatus for a vehicle according to an embodiment of the invention;
Fig. 3 is a schematic view showing a driving assisting apparatus for a vehicle according to another embodiment of the invention;
Fig. 4 is a flowchart schematically showing a driving assistance method for a vehicle according to an embodiment of the present invention.
Detailed Description
To further clarify the above and other features and advantages of the present invention, a further description of the invention will be rendered by reference to the appended drawings. It should be understood that the specific embodiments presented herein are for purposes of explanation to those skilled in the art and are intended to be illustrative only and not limiting.
Fig. 1 is a schematic diagram showing an example application scenario to which the present invention is applied.
As shown in fig. 1, there is a speed limit section in front of the vehicle V, which includes a first low speed limit section portion having a first low speed limit value SL1, a second low speed limit section portion having a second low speed limit value SL3, and a high speed limit section portion having a high speed limit value SL2 interposed between the first low speed limit section portion and the second low speed limit section portion. The first low limit value SL1 and the second low limit value SL3 are both smaller than Gao Xiansu values SL2. The first low limit value SL1 and the second low limit value SL3 may be the same or different. For example, the high speed limit SL2 may be 120 km/h, the first low speed limit SL1 may be 80 km/h or other speed limit lower than the high speed limit SL2, and the second low speed limit SL3 may be 70 km/h, 80 km/h, 90 km/h or other speed limit lower than the high speed limit SL2. The high speed road section portion has a start position and an end position, and has a length D between the start position and the end position. According to the present invention, when the length D of the high speed limit section part is smaller than a threshold length, the high speed limit section part may be referred to as a "short distance high speed limit section part" or a "high speed limit section of interest". The terms "short-range high-speed road section portion" and "high-speed road section of interest" are used interchangeably herein. For convenience of description, the threshold length may be denoted by D TH hereinafter.
As can be appreciated, for each speed-limiting segment portion, its speed limit value may be indicative of the maximum allowable speed of the vehicle while traveling in that speed-limiting segment portion.
Fig. 2 shows a driving assistance apparatus 100 for a vehicle according to an embodiment of the invention.
As shown in fig. 2, the driving assistance apparatus 100 includes an information acquisition unit 101, an identification unit 102, and an output unit 103. The identification unit 102 is communicatively coupled with the information acquisition unit 101, and the output unit 103 is communicatively coupled with the identification unit 102.
The information acquisition unit 101 may be configured to acquire information about a speed limit section ahead of the vehicle. Here, the information about the speed-limit section ahead of the vehicle may include information about one or more speed-limit section parts existing within a certain distance range ahead of the vehicle (e.g., a distance range of 500 meters, 1000 meters, or other longer or shorter). The information on each speed-limit section part may include, for example, a speed limit value of the speed-limit section part, a start position and an end position of the speed-limit section part, a length of the speed-limit section part, and the like. The information acquisition unit 101 may acquire information about the speed limit section ahead of the vehicle in various possible ways or any suitable combination thereof. For example, the information acquisition unit 101 may include and/or be adapted to be connected to a sensor, such as a camera, mounted at a suitable location on the vehicle (e.g., in front of or on top of the vehicle) to acquire information of an object in front of the vehicle (e.g., a speed limit sign) captured by the camera and based thereon to acquire information about a speed limit section in front of the vehicle. For another example, the information obtaining unit 101 may be adapted to communicate with a source inside and/or outside the vehicle capable of providing information, such as an on-board Global Navigation Satellite System (GNSS), a Highly Automated Driving (HAD) map, an online server, other vehicles and/or available infrastructure, to obtain relevant information therefrom and to obtain information on a speed-limiting road section in front of the vehicle accordingly.
The information acquisition unit 101 may also be configured to acquire some other information as needed. For example, the information acquisition unit 101 may include and/or be adapted to be connected to a sensor, such as a velocimeter, mounted in a suitable location on the vehicle to acquire therefrom the speed of the vehicle or the like.
The identifying unit 102 may be configured to identify that the speed-limit road section includes one high-speed-limit-section-of-interest portion having one high-speed limit value based on the information about the speed-limit road section ahead of the vehicle from the information acquiring unit 101. As described above, the high speed limit segment of interest is located between the first and second low speed limit segment portions having first and second low speed limit values, respectively, that are each less than the Gao Xiansu values, and the high speed limit segment of interest is less than a threshold length.
The high speed road segment of interest may also be referred to as a "short distance high speed road segment". The above threshold length may be determined according to circumstances. For example, the criteria for determining the threshold length may be: if the length of the high speed limit section of interest is smaller than the threshold length, the following situation may occur where the vehicle starts accelerating at the starting position of the high speed limit section of interest, for example from its current speed or from the first low speed limit value SL1 towards the high speed limit value SL 2: the vehicle must be braked and decelerated without having accelerated to the high speed limit SL2 so that the vehicle does not exceed the second low speed limit SL3 when driving into the second low speed limit section.
In connection with the scenario illustrated in fig. 1, in one embodiment, the threshold length D TH may be determined according to the following equation:
DTH＝(SL2*SL2–SL1*SL1)/(2*a_accel)+(SL2*SL2–SL3*SL3)/(2*a_decel)
Where a_acel is a predetermined maximum acceleration and a_descel is a predetermined maximum deceleration.
It should be noted that the above threshold length may be determined in any suitable manner according to circumstances. For example, the threshold length may be a fixed value that is set, or may be calculated and determined using other suitable algorithms in addition to the formulas described above.
The output unit 103 may be configured to provide an output for the vehicle in response to the identification unit 102 identifying the high speed road segment portion of interest. Here, the output provided by the output unit 103 for the vehicle is to be understood broadly to encompass various possible outputs, such as an output relating to control of the vehicle, an output relating to information presentation of the vehicle, an output relating to information transmission of the vehicle, and the like, particularly an output relating to an operation of the vehicle during driving into, during driving out of, and/or during driving out of the high speed section of interest. For example, the operation may be associated with a driving strategy of the vehicle, and/or with other aspects of the vehicle such as information presentation to the driver, alerts, etc.
The output provided may be in various forms, such as: may be a command for triggering some kind of operation or response, such as a command for triggering automatic control of the vehicle (e.g. acceleration control, deceleration control, control of holding speed or a possible combination thereof in a suitable order), a command for cancelling or weakening a visual and/or acoustic warning to the driver in relation to the high speed road section part of interest, a command for triggering a reduction of the level of said visual and/or acoustic warning, etc.; or may be some kind of information or signal for presentation and/or transmission, such as a visual and/or audible alert to the driver of the vehicle indicating that there is a low speed road segment part in front of the high speed road segment part of interest, a signal indicating a recommended maximum speed, maximum acceleration of the vehicle at the high speed road segment part of interest, etc.
For example, in response to the identification unit 102 identifying the high speed road segment portion of interest, the output unit 103 may provide an output to trigger the following operations: preventing or attenuating the presentation of an audible alert and/or visual alert that alerts the driver of the high speed limit value of the high speed road segment portion of interest, such as muting the audible alert or reducing the volume, attenuating the presentation of the visual alert, such as having the visual alert displayed only on a navigational map but not on the vehicle dashboard, etc. In this manner, visual and/or audible alerts to the driver regarding the high speed road segment portion of interest may be eliminated or reduced, thereby avoiding or reducing undesirable emotions, such as annoyance, to the driver and passengers due to such alerts.
For another example, in the case of automatic driving, in response to the recognition unit 102 recognizing the high speed road segment portion of interest, the output unit 103 may provide an output to trigger automatic control of the vehicle. For example, the output may be used in a vehicle's driving assist system to automatically control the increase, decrease, maintenance, or any possible combination thereof in any suitable order of speed of the vehicle by controlling the vehicle's powertrain and brake systems.
Fig. 3 shows a driving assistance apparatus 100' for a vehicle according to another embodiment of the invention.
With respect to the driving assistance apparatus 100 of fig. 2, the driving assistance apparatus 100' further includes a advice determination unit 104. The suggestion determination unit 104 may be communicatively coupled with the identification unit 102 and the output unit 103.
The advice determination unit 104 may be configured to determine a travel advice at the high speed road segment portion of interest for the vehicle based on the length of the identified high speed road segment portion of interest. In this case, the output provided by the output unit 103 may include the travel advice determined by the advice determination unit 104.
In one embodiment, the advice determination unit 104 is configured to calculate a first time required for the vehicle to travel through the high speed road segment part of interest with a first assumed travel strategy. The first hypothetical driving strategy assumes: the vehicle starts accelerating with a predetermined maximum acceleration or decelerating with a predetermined maximum deceleration toward the second low speed limit value at a start position of the high speed limit section of interest until one of the following cases i and ii occurs: i. the vehicle reaching an end position of the high speed road segment portion of interest; the speed of the vehicle reaches the second low speed limit value, wherein the first hypothetical driving strategy assumes: and if the vehicle does not reach the end position when the situation ii occurs, the vehicle runs to the end position at the second low speed limit value. The advice determination unit 104 is further configured to calculate a second time required for the vehicle to travel through the high-speed road segment portion of interest with a second assumed travel strategy. The second assumption driving strategy assumes: the vehicle starts accelerating towards the Gao Xiansu value at a predetermined maximum acceleration at a starting point position of the high-speed road segment portion of interest until one of the following situations iii and iii occurs: the vehicle reaching an end position of the high speed road segment of interest; the speed of the vehicle reaches the Gao Xiansu value, wherein the second hypothetical driving strategy assumes: if the vehicle has not reached the end position at the occurrence of the situation iii, the vehicle starts decelerating towards the second low speed limit value until the end position is reached.
In connection with the scenario of fig. 1, it is assumed that the first low speed limit value SL1 is greater than the second low speed limit value SL3, and the high speed limit section portion having the high speed limit value SL2 is the high speed limit section portion of interest. According to the first hypothetical traveling strategy, the vehicle starts decelerating at a predetermined maximum deceleration at the starting position of the high-speed road segment portion. One possible case is that the speed of the vehicle has not reached the second low speed limit value SL3 at the time of traveling to the end position of the high speed limit section portion; in this case, the first time required for the vehicle to pass through the high speed limit section portion may be calculated from the speed of the vehicle at the start position of the high speed limit section portion, the predetermined maximum deceleration, the length D of the high speed limit section portion. Another possibility is that the vehicle has reached the second low speed limit SL3 before reaching the end position of the high speed limit section part; in this case, according to the first hypothetical traveling strategy, the vehicle travels at a constant speed to the end position of the high speed limit section at the second low speed limit value SL3 after reaching the second low speed limit value SL3, so that the first time required for the vehicle to pass through the high speed limit section can be calculated from the speed of the vehicle at the start position of the high speed limit section, the predetermined maximum deceleration, the length D of the high speed limit section, and the second low speed limit value SL 3.
According to the second hypothetical traveling strategy, the vehicle starts accelerating at a predetermined maximum acceleration at the starting position of the high-speed road section portion. One possible scenario is: the speed of the vehicle when traveling to the end position of the high speed limit section part does not reach the high speed limit value SL2 yet; in this case, the second time required for the vehicle to pass through the high speed limit section portion may be calculated from the speed of the vehicle at the start position of the high speed limit section portion, the predetermined maximum acceleration, the length D of the high speed limit section portion. Another possibility is that the vehicle has reached the high speed limit value SL2 before reaching the end position of the high speed limit section part; in this case, according to the second assumed travel strategy, the vehicle may: 1) After reaching the high limit value SL2, deceleration at a predetermined maximum deceleration is started; or 2) after reaching the high limit SL2, start to decelerate at a further deceleration such that the vehicle speed drops to the second low limit SL3 when reaching the end position. In the case of 1) or 2), the second time required for the vehicle to pass through the high speed limit section portion may be calculated from the speed of the vehicle at the start position of the high speed limit section portion, the predetermined maximum acceleration, the high speed limit value SL2, the deceleration employed (the predetermined maximum deceleration or the additional deceleration), the second low speed limit value SL3, and the length D of the high speed limit section portion.
As described above, the speed of the vehicle at the start position of the high speed limit section portion may be acquired by the information acquisition unit 101 from an on-vehicle sensor such as a velocimeter. The advice determination unit 104 may obtain the speed via the identification unit 102 or directly from the information acquisition unit 101. Or the first low speed limit value SL1 may be taken as the speed of the vehicle at the start position of the high speed limit section portion to simplify the processing.
The advice determination unit 104 is further configured to calculate the difference between the above-mentioned second time and the first time.
In the case where the above-described difference is not greater than a predetermined difference (for example, 3 seconds), the advice determination unit 104 may determine the following travel advice for the vehicle: the vehicle does not need to accelerate or decelerate during the partial travel of the high speed road section of interest, or only needs to accelerate or decelerate as needed to change from the first low speed limit value to the second low speed limit value. For example, in a manual driving mode, if the acceleration of the vehicle exceeds a threshold acceleration, the advice determination unit 104 may provide an output to trigger an audible and/or visual alert to the driver. The alert may be, for example, "speed limit 80 km/h immediately ahead". Please do not accelerate too much. The threshold acceleration may be a predetermined acceleration value such as the predetermined acceleration described above, or may be determined based on, for example, the length of the high speed limit section of interest, the speed of the vehicle at the start position of the high speed limit section, or the first and second low speed limit values. In an autonomous mode (e.g., an unmanned mode), the advice determination unit 104 may provide an output to: enabling the vehicle to run at a constant speed on the interested high speed limit section part, if the first low speed limit value is the same as the second low speed limit value; or accelerating or decelerating the vehicle toward the second low speed limit value SL3 at a first portion of the high speed limit section of interest, which may be a first portion, a middle portion, or a last portion of the high speed limit section of interest, and traveling at a constant speed at a remaining portion of the high speed limit section of interest. The difference being not greater than a predetermined difference may indicate that: the length of the high speed road section of interest is so short that whether the vehicle accelerates as much as possible in the high speed road section of interest has no effect or only an effect of not more than a predetermined difference on the time required for the vehicle to pass through the high speed road section of interest.
In the case where the above difference is greater than a predetermined difference (e.g., 3 seconds), the advice determination unit 104 may calculate an advice maximum speed for the vehicle and provide the vehicle with the following travel advice: the vehicle is recommended to accelerate to the recommended maximum speed in the high speed road segment of interest. The recommended maximum speed is below the high speed limit. For convenience of description, the suggested maximum speed may be denoted by Vmax hereinafter.
In connection with the scenario shown in fig. 1, in one embodiment, the advice determination unit 104 calculates the advice maximum speed Vmax according to the following formula:
Vmax*Vmax–SL1*SL1＝2*a_accel*D1
Vmax*Vmax–SL3*SL3＝2*a_decel*(D-D1)
Wherein D1 is a distance from a start position of the high-speed road section of interest at a position where the vehicle is accelerated to transition to decelerate at the predetermined maximum acceleration to the predetermined maximum deceleration. In this case, according to the first travel advice, the vehicle accelerates at the predetermined maximum acceleration from the start position of the high speed limit section of interest during the travel of the high speed limit section of interest, and decelerates at the predetermined maximum deceleration from a position a distance D1 from the start position.
It should be noted that the suggested maximum speed may be determined in any suitable manner according to circumstances. For example, the suggested maximum speed may be a set speed value, or may be calculated and determined using other suitable algorithms in addition to the above formulas.
In the manual driving mode, the advice determination unit 104 may provide an output to trigger an audible and/or visual alert to the driver if the speed of the vehicle exceeds the advice maximum speed Vmax. The alert may be, for example, "speed limit 80 km/h immediately ahead". Please do not accelerate too much. In an autonomous mode (e.g., an unmanned mode), the advice determination unit 104 may provide an output to accelerate the vehicle at a predetermined maximum acceleration from the start position of the high-speed-limit road segment portion of interest, and to decelerate to the second low-speed limit value at a predetermined maximum deceleration after the distance D1 has elapsed.
The above-described predetermined maximum acceleration and predetermined maximum deceleration may be appropriately determined according to circumstances, and for example, road conditions, vehicle performance, vehicle occupant conditions, and the like may be taken into consideration. For example, the predetermined maximum acceleration and the predetermined maximum deceleration may be a maximum acceleration value and a maximum deceleration value, respectively, in a case where the vehicle occupant feels comfortable when the vehicle is traveling on the road. The predetermined difference may be determined according to circumstances.
Herein, "acceleration" refers to a value of positive acceleration that the vehicle takes when increasing its speed, and "deceleration" refers to an absolute value of negative acceleration (i.e., braking acceleration) that the vehicle takes when decreasing its speed.
Fig. 4 schematically illustrates a driving assistance method 200 for a vehicle according to an embodiment of the invention. The driving assistance method may be implemented using the driving assistance apparatus of the invention as described above.
In step S201, information about a speed limit section ahead of the vehicle is acquired.
After step S201, the process proceeds to step S202.
In step S202, the speed-limiting section is identified to include a high speed-limiting section of interest having a high speed limit value based on the information, the high speed-limiting section of interest being located between a first low speed-limiting section and a second low speed-limiting section, the first low speed-limiting section and the second low speed-limiting section having a first low speed limit value and a second low speed limit value, respectively, both of which are less than the Gao Xiansu value, the high speed-limiting section of interest having a length less than a threshold length.
After step S202, the process proceeds to step S203.
In step S203, an output for the vehicle is provided in response to the high speed road segment portion of interest being identified.
In one embodiment, the threshold length is determined according to the following formula:
DTH＝(SL2*SL2–SL1*SL1)/(2*a_accel)+(SL2*SL2–SL3*SL3)/(2*a_decel)
wherein D TH is the threshold length, SL1 is the first low-limit value, SL3 is the second low-limit value, SL2 is the Gao Xiansu value, a_acel is a predetermined maximum acceleration, and a_decl is a predetermined maximum deceleration.
The driving assistance method of the invention may further optionally include: a travel advice at the high speed road segment portion of interest is determined for the vehicle based on the length of the high speed road segment portion of interest. In this case, the output provided includes the travel advice.
In one embodiment, determining the travel advice includes:
Calculating a first time required for the vehicle to travel through the high speed road segment portion of interest with a first hypothetical travel strategy, wherein the first hypothetical travel strategy assumes: the vehicle starts accelerating with the predetermined maximum acceleration or decelerating with the predetermined maximum deceleration toward the second low speed limit value at the start position of the high speed limit section of interest until one of the following cases i and ii occurs: i. the vehicle reaching an end position of the high speed road segment portion of interest; the speed of the vehicle reaches the second low speed limit value, wherein the first hypothetical driving strategy assumes: if the vehicle does not reach the end position when the situation ii occurs, the vehicle runs to the end position at the second low speed limit value;
Calculating a second time required for the vehicle to travel through the high speed road segment portion of interest with a second hypothetical travel strategy, wherein the second hypothetical travel strategy assumes: the vehicle starts accelerating with the predetermined maximum acceleration towards the Gao Xiansu value at the starting point position of the high-speed stretch-of-interest section until one of the following situations iii and iii occurs: the vehicle reaching an end position of the high speed road segment of interest; the speed of the vehicle reaches the Gao Xiansu value, wherein the second hypothetical driving strategy assumes: if the vehicle has not reached the end position at the occurrence of the situation iii, the vehicle starts decelerating towards the second low speed limit value until reaching the end position;
Calculating a difference between the second time and the first time;
In the event that the difference is greater than a predetermined difference, a first travel recommendation for the vehicle at the high speed road segment portion of interest is determined, the first travel recommendation indicating a recommended maximum speed for the vehicle during travel of the high speed road segment portion of interest, the recommended maximum speed being below the high speed limit value.
Determining the travel advice may optionally further include: in the case where the difference is not greater than the predetermined difference, a second travel advice at the high-speed-limit-section-of-interest portion is determined for the vehicle, the second travel advice indicating that the vehicle does not need to accelerate or decelerate or that only acceleration or deceleration required to change from the first low-speed-limit value to the second low-speed-limit value is required during travel of the high-speed-section-of-interest portion.
In one embodiment, the suggested maximum speed is determined according to the following formula:
Vmax*Vmax–SL1*SL1＝2*a_accel*D1
Vmax*Vmax–SL3*SL3＝2*a_decel*(D-D1)
Where Vmax is the recommended maximum speed, SL1 is the first low speed limit, SL3 is the second low speed limit, a_acel is a predetermined maximum acceleration, a_excel is a predetermined maximum deceleration, D is the length of the high speed road segment portion of interest, and D1 is the distance of the vehicle from the start position of the high speed segment portion of interest from the position where the vehicle accelerates to decelerate at the predetermined maximum acceleration to the position where the vehicle decelerates at the predetermined maximum deceleration. In this case, according to the first travel advice, the vehicle accelerates with the predetermined maximum acceleration from the start position and decelerates with the predetermined maximum deceleration from a position a distance D1 from the start position during the partial travel of the high-speed limit section of interest.
Each of the above steps may be performed by a respective unit of the driving assistance device of the invention, as described above in connection with fig. 1,2 and 3. In addition, the operations and details described above in connection with the units of the driving assistance apparatus of the invention may be included or embodied in the driving assistance method of the invention.
It should be understood that the various elements of the steering assist device of the present invention may be implemented in whole or in part in software, hardware, firmware, or a combination thereof. The units may each be embedded in the processor of the computer device in hardware or firmware or separate from the processor, or may be stored in the memory of the computer device in software for the processor to call to perform the operations of the units. Each of the units may be implemented as a separate component or module, or two or more units may be implemented as a single component or module.
It will be appreciated by persons skilled in the art that the schematic diagrams of the driving assistance apparatus shown in fig. 2 and 3 are merely exemplary explanatory block diagrams of partial structures associated with aspects of the present invention, and do not constitute limitations on computer devices, processors or computer programs embodying aspects of the present invention. A particular computer device, processor, or computer program may include more or fewer components or modules than those shown in the figures, or may combine or split certain components or modules, or may have a different arrangement of components or modules.
In one embodiment, a computer device is provided that includes a memory and a processor, the memory having stored thereon computer instructions executable by the processor, which when executed by the processor, instruct the processor to perform the steps of the assisted driving method of the present invention. The computer device may be broadly a server, an in-vehicle terminal, or any other electronic device having the necessary computing and/or processing capabilities. In one embodiment, the computer device may include a processor, memory, network interface, communication interface, etc. connected by a system bus. The processor of the computer device may be used to provide the necessary computing, processing and/or control capabilities. The memory of the computer device may include a non-volatile storage medium and an internal memory. The non-volatile storage medium may have an operating system, computer programs, etc. stored therein or thereon. The internal memory may provide an environment for the operation of the operating system and computer programs in the non-volatile storage media. The network interface and communication interface of the computer device may be used to connect and communicate with external devices via a network. The computer program, when executed by a processor, performs the steps of the driving assistance method of the invention.
The invention may be implemented as a computer readable storage medium having stored thereon a computer program which when executed by a processor causes the steps of the method of the invention to be performed. In one embodiment, the computer program is distributed over a plurality of computer devices or processors coupled by a network such that the computer program is stored, accessed, and executed by one or more computer devices or processors in a distributed fashion. A single method step/operation, or two or more method steps/operations, may be performed by a single computer device or processor, or by two or more computer devices or processors. One or more method steps/operations may be performed by one or more computer devices or processors, and one or more other method steps/operations may be performed by one or more other computer devices or processors. One or more computer devices or processors may perform a single method step/operation or two or more method steps/operations.
It will be appreciated by those of ordinary skill in the art that all or part of the steps of the assisted driving method of the present invention may be accomplished by a computer program, such as a computer device or processor, which may be stored in a non-transitory computer readable storage medium, which when executed causes the steps of the assisted driving method of the present invention to be performed. Any reference herein to memory, storage, database, or other medium may include non-volatile and/or volatile memory, as the case may be. Examples of nonvolatile memory include Read Only Memory (ROM), programmable ROM (PROM), electrically Programmable ROM (EPROM), electrically Erasable Programmable ROM (EEPROM), flash memory, magnetic tape, floppy disk, magneto-optical data storage, hard disk, solid state disk, and the like. Examples of volatile memory include Random Access Memory (RAM), external cache memory, and the like.
The technical features described above may be arbitrarily combined. Although not all possible combinations of features are described, any combination of features should be considered to be covered by the description provided that such combinations are not inconsistent.
While the invention has been described in conjunction with embodiments, it will be understood by those skilled in the art that the foregoing description and drawings are illustrative only and that the invention is not limited to the disclosed embodiments. Various modifications and variations are possible without departing from the spirit of the invention.
Claims (13)
1. A driving assist apparatus for a vehicle, comprising:
an information acquisition unit configured to acquire information on a speed limit section ahead of the vehicle;
an identification unit configured to identify, based on the information, that the speed-limit section includes a high-speed-limit-section-of-interest section having a high speed limit value, the high-speed-limit-section-of-interest section being located between a first low-speed-limit section and a second low-speed-limit section, the first low-speed-limit section and the second low-speed-limit section having a first low speed limit value and a second low speed limit value, respectively, both of which are smaller than the Gao Xiansu value, the high-speed-of-interest section having a length smaller than a threshold length;
An output unit configured to: providing an output for the vehicle in response to the high speed road segment portion of interest being identified; and
A advice determination unit configured to determine a travel advice on the high-speed limit section portion of interest for the vehicle based on a length of the high-speed limit section portion of interest,
Wherein the output includes the travel advice.
2. The driving assistance apparatus according to claim 1, wherein the threshold length is determined according to the following formula:
DTH＝(SL2*SL2–SL1*SL1)/(2*a_accel)+(SL2*SL2–SL3*SL3)/(2*a_decel)
wherein D TH is the threshold length, SL1 is the first low-limit value, SL3 is the second low-limit value, SL2 is the Gao Xiansu value, a_acel is a predetermined maximum acceleration, and a_decl is a predetermined maximum deceleration.
3. The driving assistance apparatus according to claim 1, wherein the advice determination unit is further configured to:
Calculating a first time required for the vehicle to travel through the high speed road segment portion of interest with a first hypothetical travel strategy, wherein the first hypothetical travel strategy assumes: the vehicle starts accelerating with a predetermined maximum acceleration or decelerating with a predetermined maximum deceleration toward the second low speed limit value at a start position of the high speed limit section of interest until one of the following cases i and ii occurs: i. the vehicle reaching an end position of the high speed road segment portion of interest; the speed of the vehicle reaches the second low speed limit value, wherein the first hypothetical driving strategy assumes: if the vehicle does not reach the end position when the situation ii occurs, the vehicle runs to the end position at the second low speed limit value;
Calculating a second time required for the vehicle to travel through the high speed road segment portion of interest with a second hypothetical travel strategy, wherein the second hypothetical travel strategy assumes: the vehicle starts accelerating with the predetermined maximum acceleration towards the Gao Xiansu value at the starting point position of the high-speed stretch-of-interest section until one of the following situations iii and iii occurs: the vehicle reaching an end position of the high speed road segment of interest; the speed of the vehicle reaches the Gao Xiansu value, wherein the second hypothetical driving strategy assumes: if the vehicle has not reached the end position at the occurrence of the situation iii, the vehicle starts decelerating towards the second low speed limit value until reaching the end position;
Calculating a difference between the second time and the first time;
In the event that the difference is greater than a predetermined difference, a first travel recommendation for the vehicle at the high speed road segment portion of interest is determined, the first travel recommendation indicating a recommended maximum speed for the vehicle during travel of the high speed road segment portion of interest, the recommended maximum speed being below the high speed limit value.
4. A driving assistance apparatus according to claim 3, wherein the suggested maximum speed is determined according to the following formula:
Vmax*Vmax–SL1*SL1＝2*a_accel*D1
Vmax*Vmax–SL3*SL3＝2*a_decel*(D-D1)
Where Vmax is the recommended maximum speed, D is the length of the high-speed road segment of interest, D1 is the distance from the origin position of the transition position where the vehicle transitions from accelerating at the predetermined maximum acceleration to decelerating at the predetermined maximum deceleration,
Wherein, according to the first travel advice, the vehicle accelerates at the predetermined maximum acceleration from the start position and decelerates at the predetermined maximum deceleration from a transition position of the distance D1 from the start position during the partial travel of the high-speed limit section of interest.
5. The driving assistance apparatus according to claim 3, wherein the advice determination unit is further configured to: in the case where the difference is not greater than the predetermined difference, a second travel advice at the high-speed-limit-section-of-interest portion is determined for the vehicle, the second travel advice indicating that the vehicle does not need to accelerate or decelerate or that only acceleration or deceleration required to change from the first low-speed-limit value to the second low-speed-limit value is required during travel of the high-speed-section-of-interest portion.
6. A vehicle comprising the driving assistance apparatus according to any one of claims 1 to 5.
7. A method of assisted driving for a vehicle, comprising:
acquiring information about a speed limit section ahead of the vehicle;
Identifying, based on the information, that the speed-limiting road segment includes a high speed-limit-of-interest road segment portion having a high speed limit value, the high speed-limit-of-interest road segment portion being located between a first low speed-limit road segment portion and a second low speed-limit road segment portion, the first low speed-limit road segment portion and the second low speed-limit road segment portion having a first low speed limit value and a second low speed limit value, respectively, the first low speed limit value and the second low speed limit value both being less than the Gao Xiansu value, the high speed-of-interest road segment portion having a length less than a threshold length;
providing an output for the vehicle in response to the high speed road segment portion of interest being identified; and
Determining a travel advice for the vehicle at the high speed road segment of interest based on the length of the high speed road segment of interest,
Wherein the output includes the travel advice.
8. The driving assistance method according to claim 7, wherein the threshold length is determined according to the following formula:
DTH＝(SL2*SL2–SL1*SL1)/(2*a_accel)+(SL2*SL2–SL3*SL3)/(2*a_decel)
wherein D TH is the threshold length, SL1 is the first low-limit value, SL3 is the second low-limit value, SL2 is the Gao Xiansu value, a_acel is a predetermined maximum acceleration, and a_decl is a predetermined maximum deceleration.
9. The driving assist method according to claim 7, wherein determining a travel advice on the high-speed-limit section of interest for the vehicle based on a length of the high-speed-limit section of interest includes:
Calculating a first time required for the vehicle to travel through the high speed road segment portion of interest with a first hypothetical travel strategy, wherein the first hypothetical travel strategy assumes: the vehicle starts accelerating with a predetermined maximum acceleration or decelerating with a predetermined maximum deceleration toward the second low speed limit value at a start position of the high speed limit section of interest until one of the following cases i and ii occurs: i. the vehicle reaching an end position of the high speed road segment portion of interest; the speed of the vehicle reaches the second low speed limit value, wherein the first hypothetical driving strategy assumes: if the vehicle does not reach the end position when the situation ii occurs, the vehicle runs to the end position at the second low speed limit value;
Calculating a second time required for the vehicle to travel through the high speed road segment portion of interest with a second hypothetical travel strategy, wherein the second hypothetical travel strategy assumes: the vehicle starts accelerating with the predetermined maximum acceleration towards the Gao Xiansu value at the starting point position of the high-speed stretch-of-interest section until one of the following situations iii and iii occurs: the vehicle reaching an end position of the high speed road segment of interest; the speed of the vehicle reaches the Gao Xiansu value, wherein the second hypothetical driving strategy assumes: if the vehicle has not reached the end position at the occurrence of the situation iii, the vehicle starts decelerating towards the second low speed limit value until reaching the end position;
Calculating a difference between the second time and the first time;
In the event that the difference is greater than a predetermined difference, a first travel recommendation for the vehicle at the high speed road segment portion of interest is determined, the first travel recommendation indicating a recommended maximum speed for the vehicle during travel of the high speed road segment portion of interest, the recommended maximum speed being below the high speed limit value.
10. The driving assistance method according to claim 9, wherein the suggested maximum speed is determined according to the following formula:
Vmax*Vmax–SL1*SL1＝2*a_accel*D1
Vmax*Vmax–SL3*SL3＝2*a_decel*(D-D1)
Where Vmax is the recommended maximum speed, D is the length of the high-speed road segment of interest, D1 is the distance from the origin position of the transition position where the vehicle transitions from accelerating at the predetermined maximum acceleration to decelerating at the predetermined maximum deceleration,
Wherein, according to the first travel advice, the vehicle accelerates at the predetermined maximum acceleration from the start position and decelerates at the predetermined maximum deceleration from a transition position of the distance D1 from the start position during the partial travel of the high-speed limit section of interest.
11. The driving assist method according to claim 9, wherein determining a travel advice on the high-speed-limit section of interest for the vehicle based on the length of the high-speed-limit section of interest further comprises: in the case where the difference is not greater than the predetermined difference, a second travel advice at the high-speed-limit-section-of-interest portion is determined for the vehicle, the second travel advice indicating that the vehicle does not need to accelerate or decelerate or that only acceleration or deceleration required to change from the first low-speed-limit value to the second low-speed-limit value is required during travel of the high-speed-section-of-interest portion.
12. A computer device comprising a memory and a processor, the memory having stored thereon a computer program which, when executed by the processor, causes the driving assistance method of any one of claims 7 to 11 to be performed.
13. A non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, causes the driving assistance method of any one of claims 7 to 11 to be performed.
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