CN111824144B - Speed limiting method and device for vehicle, electronic equipment and storage medium - Google Patents
Speed limiting method and device for vehicle, electronic equipment and storage medium Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/14—Adaptive cruise control
- B60W30/143—Speed control
- B60W30/146—Speed limiting
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/06—Direction of travel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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Abstract
The application provides a speed limiting method of a vehicle, which comprises the following steps: preprocessing the course angle to obtain a corrected course angle; the heading angle is an inferior angle and a flat angle between the current driving direction of the vehicle and the true north; the course angle is a positive angle along the clockwise direction and a negative angle along the anticlockwise direction; jumping does not exist in the corrected course angle corresponding to the preprocessed running track point; extracting corrected course angles corresponding to a first preset number of continuous running track points; accumulating the absolute value of the difference between two adjacent corrected course angles in the first preset number of corrected course angles to obtain a road bending coefficient; and acquiring the current road speed limit according to the corresponding relation between the road speed limit and the road bending coefficient which is constructed in advance. By using the method, the continuous vehicle speed limit value can be obtained, and the safety and the comfort of the vehicle are ensured. The application also provides a speed limiting device of the vehicle, electronic equipment and a storage medium.
Description
Technical Field
The present disclosure relates to the field of vehicle control technologies, and in particular, to a method and an apparatus for limiting a speed of a vehicle, an electronic device, and a storage medium.
Background
The automatic driving technology is an important technology in the field of motor vehicles at present and is also a popular research direction of various manufacturers at present. The automatic driving technology mainly depends on the cooperative cooperation of artificial intelligence, visual calculation, radar, a monitoring device, a global positioning system and the like, so that the vehicle-mounted computer can automatically and safely operate the motor vehicle without any active operation of human beings.
In the design of the automatic driving algorithm, a road is usually divided into a straight road and a curved road, different fixed speed limits are respectively given to the straight road and the curved road, when a vehicle is judged to enter the curved road from the straight road, the speed limit corresponding to the straight road is replaced by the speed limit corresponding to the curved road, when the vehicle is judged to enter the straight road from the curved road, the speed limit corresponding to the curved road is replaced by the speed limit corresponding to the straight road, however, speed limit jump often occurs at the starting point or the ending point of the curved road, namely, the vehicle is subjected to rapid deceleration at the starting point of the curved road and rapid acceleration at the ending point of the curved road, and riding comfort is seriously influenced.
In order to solve the above problems, in the prior art, first, GPS information (usually including longitude, latitude, and heading angle) of a road is acquired, then, a curvature radius of the current road is calculated, and a speed limit curve of a vehicle is determined by combining speed limit standards under different curvature radii.
Disclosure of Invention
In order to solve the technical problems in the prior art, the application provides a speed limiting method and device for a vehicle, an electronic device and a storage medium, which can obtain continuous vehicle speed limiting values and ensure the safety and comfort of the vehicle.
The application provides a speed limiting method of a vehicle, wherein the vehicle acquires a driving track point and a course angle corresponding to the driving track point in real time through a Global Navigation Satellite System (GNSS), and the method comprises the following steps:
preprocessing the course angle to obtain a corrected course angle; the heading angle is an inferior angle and a flat angle which are included between the current driving direction of the vehicle and the true north; the course angle is a positive angle along the clockwise direction and a negative angle along the anticlockwise direction; jumping does not exist in the corrected course angle corresponding to the preprocessed running track point;
extracting corrected course angles corresponding to a first preset number of continuous running track points;
accumulating the absolute value of the difference between two adjacent corrected course angles in the first preset number of corrected course angles to obtain a road bending coefficient;
and acquiring the current road speed limit according to the corresponding relation between the road speed limit and the road bending coefficient which is constructed in advance.
Optionally, the preprocessing includes:
judging whether the course angle jumps or not;
when the course angle jumps, the course angle is subjected to preset processing to obtain the corrected course angle;
and when the course angle has no jump, directly taking the course angle as the corrected course angle.
Optionally, the determining whether the heading angle jumps includes:
sequentially judging whether the absolute value of the difference between the course angles corresponding to two adjacent running track points is greater than a first preset threshold value or not;
and if so, determining that the course angle has jump.
Optionally, the preset processing includes:
acquiring a difference value between the course angle before jumping and the course angle after jumping;
when the difference is larger than zero, all course angles after jumping are increased by 360 degrees, and all course angles before jumping are kept unchanged;
and when the difference is less than zero, subtracting 360 degrees from all the course angles after jumping, and keeping all the course angles before jumping unchanged.
Optionally, the preset processing includes:
acquiring a difference value between the course angle before jumping and the course angle after jumping;
when the difference is larger than zero, subtracting 360 degrees from all course angles before jumping, and keeping all course angles after jumping unchanged;
and when the difference is less than zero, increasing all course angles before jumping by 360 degrees, and keeping all course angles after jumping unchanged.
Optionally, the preset processing includes:
acquiring a difference value between the course angle before jumping and the course angle after jumping;
when the difference is larger than zero, all course angles after jumping are increased by 360 degrees, and all course angles before jumping are kept unchanged;
and when the difference is less than zero, increasing all course angles before jumping by 360 degrees, and keeping all course angles after jumping unchanged.
Optionally, the preset processing includes:
acquiring a difference value between the course angle before jumping and the course angle after jumping;
when the difference is less than zero, subtracting 360 degrees from all course angles before jumping, and keeping all course angles after jumping unchanged;
and when the difference is larger than zero, subtracting 360 degrees from all the course angles after jumping, and keeping all the course angles before jumping unchanged.
Optionally, the correspondence between the road speed limit and the road curvature coefficient includes:
the road speed limit is in functional relation with the road curvature coefficient, and the road speed limit is reduced along with the increase of the road curvature coefficient.
The embodiment of the present application further provides a speed limiting device of a vehicle, the device includes: the device comprises a preprocessing module, an extraction module, a first acquisition module and a second acquisition module;
the preprocessing module is used for preprocessing the course angle to obtain a corrected course angle; the heading angle is an inferior angle and a flat angle which are included between the current driving direction of the vehicle and the true north; the course angle is a positive angle along the clockwise direction and a negative angle along the anticlockwise direction; jumping does not exist in the corrected course angle corresponding to the preprocessed running track point;
the extraction module is used for extracting the corrected course angles corresponding to the first preset number of continuous running track points;
the first obtaining module is used for accumulating the absolute value of the difference between two adjacent corrected course angles in the first preset number of corrected course angles to obtain a road bending coefficient;
and the second acquisition module is used for acquiring the current road speed limit according to the corresponding relation between the road speed limit and the road bending coefficient which is constructed in advance.
Optionally, the preprocessing module includes: a judgment submodule and a preprocessing submodule;
the judgment submodule is used for judging whether the course angle jumps or not;
the preprocessing submodule is used for presetting the course angle to acquire the corrected course angle when the course angle jumps; and when the course angle has no jump, directly taking the course angle as the corrected course angle.
Optionally, the judgment sub-module is specifically configured to:
sequentially judging whether the absolute value of the difference between the course angles corresponding to two adjacent running track points is greater than a first preset threshold value or not;
and if so, determining that the course angle has jump.
Optionally, the preprocessing sub-module includes: the system comprises a first acquisition submodule and a first processing submodule;
the first obtaining submodule is used for obtaining the difference value between the course angle before jumping and the course angle after jumping;
the first processing submodule is used for increasing all course angles after jumping by 360 degrees and keeping all course angles before jumping unchanged when the difference value is larger than zero; and when the difference is less than zero, subtracting 360 degrees from all the course angles after jumping, and keeping all the course angles before jumping unchanged.
Optionally, the preprocessing sub-module includes: a second acquisition submodule and a second processing submodule;
the second obtaining submodule is used for obtaining the difference value between the course angle before jumping and the course angle after jumping;
the second processing submodule is used for subtracting 360 degrees from all course angles before jumping when the difference value is larger than zero, and keeping all course angles after jumping unchanged; and when the difference is less than zero, increasing all course angles before jumping by 360 degrees, and keeping all course angles after jumping unchanged.
Optionally, the preprocessing sub-module includes: a third acquisition submodule and a third processing submodule;
the third obtaining submodule is used for obtaining the difference value between the course angle before jumping and the course angle after jumping;
the third processing submodule is used for increasing all course angles after jumping by 360 degrees and keeping all course angles before jumping unchanged when the difference value is larger than zero; and when the difference is less than zero, increasing all course angles before jumping by 360 degrees, and keeping all course angles after jumping unchanged.
Optionally, the preprocessing sub-module includes: a fourth acquisition submodule and a fourth processing submodule;
the fourth obtaining submodule is used for obtaining the difference value between the course angle before jumping and the course angle after jumping;
the fourth processing submodule is used for subtracting 360 degrees from all course angles before jumping when the difference value is less than zero, and keeping all course angles after jumping unchanged; and when the difference is larger than zero, subtracting 360 degrees from all the course angles after jumping, and keeping all the course angles before jumping unchanged.
The embodiment of the application also provides electronic equipment, wherein the electronic equipment is used for running a program, and the program is used for executing the speed limiting method of the vehicle when running.
An embodiment of the present application also provides a storage medium having a program stored thereon, where the program is executed by an electronic device to implement any one of the speed limiting methods for a vehicle described above.
Compared with the prior art, the method has at least the following advantages:
the application provides a speed-limiting method of a vehicle, which obtains a road bending coefficient by summing absolute values of differences of course angles corresponding to continuous driving track points of the vehicle, reflects the bending degree of a road by utilizing the road bending coefficient, because the heading angle of the vehicle is an inferior angle and a flat angle between the current running direction of the vehicle and the positive north, the heading angle is a positive angle along the clockwise direction and a negative angle along the counterclockwise direction, therefore, when the vehicle passes through a curve, the course angle of the vehicle jumps when passing through 180 degrees or-180 degrees, so that the acquired road bending coefficient is larger, therefore, when the course angle jumps, the course angle of the vehicle needs to be adjusted to make the course angle continuous, preprocessing the course angle to obtain a corrected course angle, wherein no jump exists in the corrected course angle corresponding to the preprocessed running track point; and then extracting the corrected course angles corresponding to a first preset number of continuous driving track points, accumulating the absolute value of the difference between two adjacent corrected course angles in the first preset number of corrected course angles to obtain a road bending coefficient, and obtaining the current road speed limit according to the corresponding relation between the road speed limit and the road bending coefficient, wherein the larger the road bending coefficient is, the larger the bending degree of the current road is, and the smaller the corresponding road speed limit is, so that the continuous vehicle speed limit value can be obtained by constructing the corresponding relation between the road speed limit and the road bending coefficient in advance, and the safety and the comfort of the vehicle passing through the curve are ensured.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments described in the present application, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a flow chart of a method for limiting speed of a vehicle according to an embodiment of the present disclosure;
fig. 2 is a first scenario diagram provided in the first embodiment of the present application;
fig. 3 is a schematic view of a scenario two provided in the first embodiment of the present application;
FIG. 4 is a schematic diagram of a road track provided in an embodiment of the present application;
FIG. 5 is a schematic diagram illustrating a corresponding relationship between a vehicle track point and a heading angle according to an embodiment of the present application;
FIG. 6 is a schematic view of a corrected heading angle corresponding to FIG. 5 according to an embodiment of the present application;
FIG. 7 is a schematic diagram of a speed limit curve corresponding to FIG. 4 according to an embodiment of the present application;
fig. 8 is a schematic view of a vehicle speed limiting device according to a second embodiment of the present application.
Detailed Description
Because different fixed speed limits are generally respectively given to a straight road and a curved road in the design of an automatic driving algorithm at present, when a vehicle is judged to enter the curved road from the straight road, the speed limit corresponding to the straight road is replaced by the speed limit corresponding to the curved road, and when the vehicle is judged to enter the straight road from the curved road, the speed limit corresponding to the curved road is replaced by the speed limit corresponding to the straight road, so that the speed limit at the starting point or the ending point of the curved road jumps, and the riding comfort is seriously influenced.
In order to solve the problems, the application provides a speed-limiting method of a vehicle, which combines the actual characteristics of a road, obtains a road bending coefficient by summing the absolute values of the difference of the corresponding course angles of the continuous driving track points of the vehicle, reflects the bending degree of the road by using the road bending coefficient, and can obtain the continuous road speed-limiting value by using the pre-constructed relationship between the road bending coefficient and the road speed-limiting value.
In order to make the technical solutions of the present application better understood, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
The first embodiment is as follows:
the embodiment of the application provides a speed limiting method for a vehicle, which is specifically described below with reference to the accompanying drawings.
Referring to fig. 1, the figure is a flowchart of a speed limiting method of a vehicle according to an embodiment of the present application.
The method comprises the following steps:
s101: and preprocessing the course angle to obtain a corrected course angle.
The vehicle can obtain the current driving track point and the heading angle corresponding to the driving track point in real time through a Global Navigation Satellite System (GNSS).
The heading angle is an inferior angle and a flat angle between the current driving direction of the vehicle and the positive north, that is, the absolute value of the heading angle is less than or equal to 180 degrees, the heading angle is a positive angle along the clockwise direction, and is a negative angle along the counterclockwise direction, referring to the scene schematic diagram shown in fig. 2, the vehicle drives in a curve shown in the figure, when the vehicle turns along the arrow direction, the heading angle of the vehicle jumps from-180 degrees to 180 degrees, referring to the scene schematic diagram shown in fig. 3, when the vehicle turns along the arrow direction, the heading angle of the vehicle jumps from 180 degrees to-180 degrees.
Referring to fig. 4, the figure is a schematic diagram of a road track provided in the first embodiment of the present application.
When the vehicle starts from the starting point in the figure and runs along the track, the corresponding relation between the vehicle track point and the heading angle is as shown in fig. 5, and the heading angle corresponding to the vehicle track point jumps from 180 degrees to-180 degrees in the process that the vehicle runs through the curve A, namely the corresponding heading angle jumps when the number of the vehicle track points in fig. 5 is 1000.
In order to eliminate jump between course angles, the method of the application preprocesses the course angles to obtain corrected course angles, and jump does not exist in the corrected course angles corresponding to the preprocessed running track points.
Wherein the pre-treatment may comprise the steps of:
s101 a: and judging whether the course angle has jump or not.
In a possible implementation manner, whether the absolute value of the difference between the course angles corresponding to two adjacent driving track points is greater than a first preset threshold value or not is sequentially judged; and if so, determining that the course angle has jump.
When the absolute value of the difference between the corresponding course angles of two adjacent driving track points is larger than a first preset threshold value, the course angle is considered to jump at the moment, if the jump of the course angle occurs, the track points of the vehicle at the moment before and after the jump are just obtained, then the course angle of the vehicle jumps from 180 degrees to-180 degrees or from-180 degrees to 180 degrees, the absolute value of the difference between the course angles before and after the jump is 360 degrees, obviously the jump is not caused by the instantaneous direction change of the vehicle, and the course angle change is obvious when the vehicle is in sharp turning, the first predetermined threshold value is not preferably set small, so that said first predetermined threshold value may be set at an angle close to 360 deg. and smaller than 360 deg., for example, the heading angle of the jump can be set to 300 degrees or 330 degrees, and the heading angle of the jump can be accurately screened out.
S101 b: when the course angle jumps, the course angle is subjected to preset processing to obtain the corrected course angle;
and when the course angle has no jump, directly taking the course angle as the corrected course angle.
The purpose of the preprocessing is to eliminate the jump between the course angles and to make the jump course angles continuous, and in a possible implementation, the preprocessing comprises:
and acquiring a difference value between the course angle before jumping and the course angle after jumping, wherein the difference value is the course angle before jumping minus the course angle after jumping.
When the difference is larger than zero, all course angles after jumping are increased by 360 degrees, and all course angles before jumping are kept unchanged;
and when the difference is less than zero, subtracting 360 degrees from all the course angles after jumping, and keeping all the course angles before jumping unchanged.
In another possible implementation manner, the preset processing includes:
acquiring a difference value between the course angle before jumping and the course angle after jumping;
when the difference is larger than zero, subtracting 360 degrees from all course angles before jumping, and keeping all course angles after jumping unchanged;
and when the difference is less than zero, increasing all course angles before jumping by 360 degrees, and keeping all course angles after jumping unchanged.
In yet another possible implementation manner, the preset processing includes:
acquiring a difference value between the course angle before jumping and the course angle after jumping;
when the difference is larger than zero, all course angles after jumping are increased by 360 degrees, and all course angles before jumping are kept unchanged;
and when the difference is less than zero, increasing all course angles before jumping by 360 degrees, and keeping all course angles after jumping unchanged.
In yet another possible implementation manner, the preset processing includes:
acquiring a difference value between the course angle before jumping and the course angle after jumping;
when the difference is less than zero, subtracting 360 degrees from all course angles before jumping, and keeping all course angles after jumping unchanged;
and when the difference is larger than zero, subtracting 360 degrees from all the course angles after jumping, and keeping all the course angles before jumping unchanged.
Referring to fig. 6, the figure is a schematic view of the corrected course angle obtained by preprocessing the course angle corresponding to the vehicle track point in fig. 5.
In fig. 5, the difference between the course angle before the jump occurs and the course angle after the jump occurs is greater than zero, so that all the course angles after the jump occurs can be increased by 360 degrees, and all the course angles before the jump occurs can be kept unchanged, i.e., the continuous course angle schematic diagram shown in fig. 6 is obtained.
S102: and extracting the corrected course angles corresponding to the first preset number of continuous running track points.
Jumping does not exist between the extracted continuous corrected course angles with the first preset number, and the first preset number is not specifically limited in the application.
S103: and accumulating the absolute value of the difference between two adjacent corrected course angles in the first preset number of corrected course angles to obtain the road bending coefficient.
Taking the first preset number as 11 as an example, the following concrete description obtains the corrected course angles corresponding to the continuous 11 driving track points each time, and the corrected course angles are respectively: hm、Hm+1、Hm+2、Hm+3、Hm+4、Hm+5、Hm+6、Hm+7、Hm+8、Hm+9、Hm+10。
Calculating the absolute value of the difference between the corrected course angles of two adjacent points, and summing the absolute values, as follows:
HTotal＝|Hm-Hm+1|+|Hm+1-Hm+2|+|Hm+2-Hm+3|+|Hm+3-Hm+4|+|Hm+4-Hm+5|+
|Hm+5-Hm+6|+|Hm+6-Hm+7|+|Hm+7-Hm+8|+|Hm+8-Hm+9|+|Hm+9-Hm+10| (1)
h in formula (1)TotalNamely, the road curvature coefficient is larger, which indicates that the change of the current heading angle is faster, i.e. the degree of curvature of the road is larger, and the speed limit of the corresponding road should be lower.
S104: and acquiring the current road speed limit according to the corresponding relation between the road speed limit and the road bending coefficient which is constructed in advance.
The road speed limit may be reduced with an increase in the road curvature coefficient by pre-constructing a functional relationship between the road speed limit and the road curvature coefficient to obtain a continuous road speed limit value.
The following is a detailed description with reference to examples.
The functional relation between the road speed limit and the road curvature coefficient is constructed in advance as follows:
vlimit＝-a×tan-1(b×HTotal-c)+d (2)
v in formula (2)limitFor limiting the speed of the road, a, b, c and d are four positive constant coefficients,may be determined from simulations.
When a is 3, b is 0.15, c is 2 and d is 5.0, the obtained speed limit curve is as shown in fig. 7, and it can be seen from fig. 7 that when the vehicle enters the curve, the road speed limit is gradually reduced, and when the vehicle exits the curve, the road speed limit is gradually increased, and the road speed limit is continuously changed without sudden change.
It can be understood that the road speed limit and the road curvature coefficient may also adopt other corresponding relationships, the above example only provides one possible implementation manner, and obviously, other possible implementation manners are also provided, which are not described herein again.
Meanwhile, the sequence of the above steps in the embodiment of the present application does not constitute a specific limitation to the method of the present application, and a person skilled in the art may modify the above steps to obtain different implementation manners according to the above description, for example, S102 may be modified to "extract the course angles corresponding to the first preset number of consecutive travel track points" and advance the implementation sequence to the front of the original S101, that is, the first preset number of course angles are selected first, and then the first preset number of course angles are preprocessed.
The embodiment of the application provides a speed limiting method of a vehicle, which comprises the steps of summing absolute values of differences of course angles corresponding to continuous traveling track points of the vehicle to obtain a road bending coefficient, reflecting the bending degree of the road by using the road bending coefficient, preprocessing the course angles to obtain corrected course angles, wherein jumping does not exist in the corrected course angles corresponding to the traveling track points after preprocessing; and then extracting the corrected course angles corresponding to a first preset number of continuous driving track points, accumulating the absolute value of the difference between two adjacent corrected course angles in the first preset number of corrected course angles to obtain a road bending coefficient, and obtaining the current road speed limit according to the corresponding relation between the road speed limit and the road bending coefficient, wherein the larger the road bending coefficient is, the larger the bending degree of the current road is, and the smaller the corresponding road speed limit is, so that the continuous vehicle speed limit value can be obtained by constructing the corresponding relation between the road speed limit and the road bending coefficient in advance, and the safety and the comfort of the vehicle passing through the curve are ensured.
Example two:
based on the speed limiting method for the vehicle provided by the embodiment, the second embodiment of the application further provides a speed limiting device for the vehicle, which is specifically described below with reference to the accompanying drawings.
Referring to fig. 8, the figure is a schematic view of a vehicle speed limiting device according to a second embodiment of the present application.
The device of the embodiment of the application comprises: a preprocessing module 201, an extraction module 202, a first acquisition module 203 and a second acquisition module 204.
The preprocessing module 201 is used for preprocessing the course angle to obtain a corrected course angle.
The course angle is an inferior angle and a straight angle which are included between the current running direction of the vehicle and the positive north direction, the course angle is a positive angle along the clockwise direction and is a negative angle along the counterclockwise direction, and no jump exists in the corrected course angle corresponding to the running track point after the pretreatment.
The extracting module 202 is configured to extract corrected heading angles corresponding to a first preset number of consecutive driving trajectory points.
The first obtaining module 203 is configured to accumulate absolute values of differences between two adjacent corrected course angles in the first preset number of corrected course angles to obtain a road curvature coefficient.
The second obtaining module 204 is configured to obtain the current road speed limit according to a pre-configured corresponding relationship between the road speed limit and the road curvature coefficient.
Further, the preprocessing module 201 includes: a judgment submodule and a preprocessing submodule;
and the judgment submodule is used for judging whether the course angle has jump or not.
The preprocessing submodule is used for presetting the course angle to acquire the corrected course angle when the course angle jumps; and when the course angle has no jump, directly taking the course angle as the corrected course angle.
Further, the judgment sub-module is specifically configured to:
sequentially judging whether the absolute value of the difference between the course angles corresponding to two adjacent running track points is greater than a first preset threshold value or not;
and if so, determining that the course angle has jump.
Further, in a possible implementation manner, the preprocessing sub-module includes: the device comprises a first acquisition submodule and a first processing submodule.
The first obtaining submodule is used for obtaining the difference value between the course angle before jumping and the course angle after jumping.
The first processing submodule is used for increasing all course angles after jumping by 360 degrees and keeping all course angles before jumping unchanged when the difference value is larger than zero; and when the difference is less than zero, subtracting 360 degrees from all the course angles after jumping, and keeping all the course angles before jumping unchanged.
In another possible implementation manner, the preprocessing sub-module includes: a second acquisition submodule and a second processing submodule.
And the second obtaining submodule is used for obtaining the difference value between the course angle before jumping and the course angle after jumping.
The second processing submodule is used for subtracting 360 degrees from all course angles before jumping when the difference value is larger than zero, and keeping all course angles after jumping unchanged; and when the difference is less than zero, increasing all course angles before jumping by 360 degrees, and keeping all course angles after jumping unchanged.
In yet another possible implementation manner, the preprocessing sub-module includes: a third acquisition submodule and a third processing submodule.
And the third obtaining submodule is used for obtaining the difference value between the course angle before jumping and the course angle after jumping.
The third processing submodule is used for increasing all course angles after jumping by 360 degrees and keeping all course angles before jumping unchanged when the difference value is larger than zero; and when the difference is less than zero, increasing all course angles before jumping by 360 degrees, and keeping all course angles after jumping unchanged.
In yet another possible implementation manner, the preprocessing sub-module includes: a fourth acquisition submodule and a fourth processing submodule.
And the fourth obtaining submodule is used for obtaining the difference value between the course angle before jumping and the course angle after jumping.
The fourth processing submodule is used for subtracting 360 degrees from all course angles before jumping when the difference value is less than zero, and keeping all course angles after jumping unchanged; and when the difference is larger than zero, subtracting 360 degrees from all the course angles after jumping, and keeping all the course angles before jumping unchanged.
It can be understood that the vehicle speed limiting device can be installed on a vehicle or arranged on a remote terminal, and the remote terminal can transmit the current speed limit of the vehicle to the vehicle through a network.
The embodiment of the application provides a speed limiting device of a vehicle, which is characterized in that absolute values of differences of course angles corresponding to continuous traveling track points of the vehicle are summed to obtain a road bending coefficient, the road bending coefficient is used for reflecting the bending degree of the road, firstly, a preprocessing module is used for preprocessing the course angles to obtain corrected course angles, and the preprocessed traveling track points do not have jump in the corrected course angles; then, a first preset number of correction course angles corresponding to continuous driving track points are extracted through an extraction module, absolute values of differences between two adjacent correction course angles in the first preset number of correction course angles are accumulated through a first acquisition module to acquire a road bending coefficient, a current road speed limit is acquired through a second acquisition module according to a corresponding relation between a pre-constructed road speed limit and the road bending coefficient, the larger the road bending coefficient is, the larger the degree of bending of the current road is, the smaller the corresponding road speed limit is, therefore, by constructing the corresponding relation between the road speed limit and the road bending coefficient in advance, continuous vehicle speed limit values can be acquired, and the safety and the comfort of a vehicle passing through a curve are ensured.
The speed limiting device of the vehicle comprises a processor and a memory, wherein the preprocessing module, the extracting module, the first acquiring module, the second acquiring module and the like are stored in the memory as program modules, and the processor executes the program units stored in the memory to realize corresponding functions.
The processor comprises a kernel, and the kernel calls the corresponding program module from the memory. The kernel can be set to be one or more than one, and the current speed limit of the vehicle can be acquired and output by adjusting kernel parameters.
The memory may include volatile memory in a computer readable medium, Random Access Memory (RAM) and/or nonvolatile memory such as Read Only Memory (ROM) or flash memory (flash RAM), and the memory includes at least one memory chip.
Embodiments of the present application also provide a storage medium on which a program may be stored, the program implementing a method of speed limiting of a vehicle when executed by an electronic device.
Accordingly, embodiments of the present application also provide a computer program product, which, when executed on a data processing device, is adapted to perform a procedure for initializing the following method steps:
preprocessing the course angle to obtain a corrected course angle; the heading angle is an inferior angle between the current driving direction of the vehicle and the true north; the course angle is a positive angle along the clockwise direction and a negative angle along the anticlockwise direction; jumping does not exist in the corrected course angle corresponding to the preprocessed running track point;
extracting corrected course angles corresponding to a first preset number of continuous running track points;
accumulating the absolute value of the difference between two adjacent corrected course angles in the first preset number of corrected course angles to obtain a road bending coefficient;
and acquiring the current road speed limit according to the corresponding relation between the road speed limit and the road bending coefficient which is constructed in advance.
Further, an embodiment of the present application further provides an electronic device, where the electronic device includes a processor, a memory, and a program stored in the memory and executable on the processor, and the processor implements the following steps when executing the program:
preprocessing the course angle to obtain a corrected course angle; the heading angle is an inferior angle between the current driving direction of the vehicle and the true north; the course angle is a positive angle along the clockwise direction and a negative angle along the anticlockwise direction; jumping does not exist in the corrected course angle corresponding to the preprocessed running track point;
extracting corrected course angles corresponding to a first preset number of continuous running track points;
accumulating the absolute value of the difference between two adjacent corrected course angles in the first preset number of corrected course angles to obtain a road bending coefficient;
and acquiring the current road speed limit according to the corresponding relation between the road speed limit and the road bending coefficient which is constructed in advance.
The Electronic device in the present application may be separately installed in a vehicle, may be integrated in an ECU (Electronic Control Unit) of the vehicle, and may also be used as a remote terminal to send a processing result to the vehicle through a network.
It will be appreciated that the program may be a computer program product as described above.
It should be understood that in the present application, "at least one" means one or more, "a plurality" means two or more. "and/or" for describing an association relationship of associated objects, indicating that there may be three relationships, e.g., "a and/or B" may indicate: only A, only B and both A and B are present, wherein A and B may be singular or plural. The character "/" generally indicates that the former and latter associated objects are in an "or" relationship. "at least one of the following" or similar expressions refer to any combination of these items, including any combination of single item(s) or plural items. For example, at least one (one) of a, b, or c, may represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", wherein a, b, c may be single or plural.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for the apparatus embodiment, since it is substantially similar to the method embodiment, it is relatively simple to describe, and reference may be made to some descriptions of the method embodiment for relevant points. The above-described apparatus embodiments are merely illustrative, and the units and modules described as separate components may or may not be physically separate. In addition, some or all of the units and modules may be selected according to actual needs to achieve the purpose of the solution of the embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
The foregoing is directed to embodiments of the present application and it is noted that numerous modifications and adaptations may be made by those skilled in the art without departing from the principles of the present application and are intended to be within the scope of the present application.
Claims (17)
1. The speed limiting method of the vehicle is characterized in that the vehicle obtains a driving track point and a course angle corresponding to the driving track point in real time through a Global Navigation Satellite System (GNSS), and the method comprises the following steps:
preprocessing the course angle to obtain a corrected course angle; the heading angle is an inferior angle between the current driving direction of the vehicle and the true north; the course angle is a positive angle along the clockwise direction and a negative angle along the anticlockwise direction; jumping does not exist in the corrected course angle corresponding to the preprocessed running track point;
extracting corrected course angles corresponding to a first preset number of continuous running track points;
accumulating the absolute value of the difference between two adjacent corrected course angles in the first preset number of corrected course angles to obtain a road bending coefficient;
and acquiring the current road speed limit according to the corresponding relation between the road speed limit and the road bending coefficient which is constructed in advance.
2. The speed limit method of a vehicle according to claim 1, characterized in that the preprocessing includes:
judging whether the course angle jumps or not;
when the course angle jumps, the course angle is subjected to preset processing to obtain the corrected course angle;
and when the course angle has no jump, directly taking the course angle as the corrected course angle.
3. The method for limiting the speed of a vehicle according to claim 2, wherein the determining whether there is a jump in the heading angle comprises:
sequentially judging whether the absolute value of the difference between the course angles corresponding to two adjacent running track points is greater than a first preset threshold value or not;
and if so, determining that the course angle has jump.
4. The speed limiting method of a vehicle according to claim 2, wherein the preset processing includes:
acquiring a difference value between the course angle before jumping and the course angle after jumping;
when the difference is larger than zero, all course angles after jumping are increased by 360 degrees, and all course angles before jumping are kept unchanged;
and when the difference is less than zero, subtracting 360 degrees from all the course angles after jumping, and keeping all the course angles before jumping unchanged.
5. The speed limiting method of a vehicle according to claim 2, wherein the preset processing includes:
acquiring a difference value between the course angle before jumping and the course angle after jumping;
when the difference is larger than zero, subtracting 360 degrees from all course angles before jumping, and keeping all course angles after jumping unchanged;
and when the difference is less than zero, increasing all course angles before jumping by 360 degrees, and keeping all course angles after jumping unchanged.
6. The speed limiting method of a vehicle according to claim 2, wherein the preset processing includes:
acquiring a difference value between the course angle before jumping and the course angle after jumping;
when the difference is larger than zero, all course angles after jumping are increased by 360 degrees, and all course angles before jumping are kept unchanged;
and when the difference is less than zero, increasing all course angles before jumping by 360 degrees, and keeping all course angles after jumping unchanged.
7. The speed limiting method of a vehicle according to claim 2, wherein the preset processing includes:
acquiring a difference value between the course angle before jumping and the course angle after jumping;
when the difference is less than zero, subtracting 360 degrees from all course angles before jumping, and keeping all course angles after jumping unchanged;
and when the difference is larger than zero, subtracting 360 degrees from all the course angles after jumping, and keeping all the course angles before jumping unchanged.
8. The speed limiting method of a vehicle according to claim 1, wherein the correspondence relationship between the road speed limit and the road curvature coefficient includes:
the road speed limit is in functional relation with the road curvature coefficient, and the road speed limit is reduced along with the increase of the road curvature coefficient.
9. The utility model provides a speed limiter of vehicle, its characterized in that, the vehicle passes through global navigation satellite system GNSS and acquires in real time the track point of traveling with the course angle that the track point of traveling corresponds, the device includes: the device comprises a preprocessing module, an extraction module, a first acquisition module and a second acquisition module;
the preprocessing module is used for preprocessing the course angle to obtain a corrected course angle; the heading angle is an inferior angle and a flat angle which are included between the current driving direction of the vehicle and the true north; the course angle is a positive angle along the clockwise direction and a negative angle along the anticlockwise direction; jumping does not exist in the corrected course angle corresponding to the preprocessed running track point;
the extraction module is used for extracting the corrected course angles corresponding to the first preset number of continuous running track points;
the first obtaining module is used for accumulating the absolute value of the difference between two adjacent corrected course angles in the first preset number of corrected course angles to obtain a road bending coefficient;
and the second acquisition module is used for acquiring the current road speed limit according to the corresponding relation between the road speed limit and the road bending coefficient which is constructed in advance.
10. The speed limiter of vehicle according to claim 9, wherein the preprocessing module includes: a judgment submodule and a preprocessing submodule;
the judgment submodule is used for judging whether the course angle jumps or not;
the preprocessing submodule is used for presetting the course angle to acquire the corrected course angle when the course angle jumps; and when the course angle has no jump, directly taking the course angle as the corrected course angle.
11. The speed limiting device of a vehicle according to claim 10, wherein the judgment sub-module is specifically configured to:
sequentially judging whether the absolute value of the difference between the course angles corresponding to two adjacent running track points is greater than a first preset threshold value or not;
and if so, determining that the course angle has jump.
12. The speed limiter of vehicle according to claim 10, wherein the preprocessing sub-module includes: the system comprises a first acquisition submodule and a first processing submodule;
the first obtaining submodule is used for obtaining the difference value between the course angle before jumping and the course angle after jumping;
the first processing submodule is used for increasing all course angles after jumping by 360 degrees and keeping all course angles before jumping unchanged when the difference value is larger than zero; and when the difference is less than zero, subtracting 360 degrees from all the course angles after jumping, and keeping all the course angles before jumping unchanged.
13. The speed limiter of vehicle according to claim 10, wherein the preprocessing sub-module includes: a second acquisition submodule and a second processing submodule;
the second obtaining submodule is used for obtaining the difference value between the course angle before jumping and the course angle after jumping;
the second processing submodule is used for subtracting 360 degrees from all course angles before jumping when the difference value is larger than zero, and keeping all course angles after jumping unchanged; and when the difference is less than zero, increasing all course angles before jumping by 360 degrees, and keeping all course angles after jumping unchanged.
14. The speed limiter of vehicle according to claim 10, wherein the preprocessing sub-module includes: a third acquisition submodule and a third processing submodule;
the third obtaining submodule is used for obtaining the difference value between the course angle before jumping and the course angle after jumping;
the third processing submodule is used for increasing all course angles after jumping by 360 degrees and keeping all course angles before jumping unchanged when the difference value is larger than zero; and when the difference is less than zero, increasing all course angles before jumping by 360 degrees, and keeping all course angles after jumping unchanged.
15. The speed limiter of vehicle according to claim 10, wherein the preprocessing sub-module includes: a fourth acquisition submodule and a fourth processing submodule;
the fourth obtaining submodule is used for obtaining the difference value between the course angle before jumping and the course angle after jumping;
the fourth processing submodule is used for subtracting 360 degrees from all course angles before jumping when the difference value is less than zero, and keeping all course angles after jumping unchanged; and when the difference is larger than zero, subtracting 360 degrees from all the course angles after jumping, and keeping all the course angles before jumping unchanged.
16. An electronic device, characterized in that the electronic device is configured to execute a program, wherein the program executes the speed limiting method of the vehicle according to any one of claims 1 to 8.
17. A storage medium, characterized in that it stores thereon a program that, when executed by an electronic device, implements a speed limiting method for a vehicle according to any one of claims 1 to 8.
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