Control method, device, electronic device and medium for triggering emergency braking function

Abstract

The disclosed embodiments disclose a control method, device, electronic device and medium for triggering an emergency braking function, wherein the method includes: determining a main collision target and lane line information based on visual perception results, wherein the main collision target is an object with a collision risk with the current vehicle; determining a triggering requirement of an emergency braking function corresponding to the main collision target based on lane line information and visual perception results; and controlling the suppression of the triggering of the emergency braking function in response to the triggering requirement of the emergency braking function being a suppression trigger. The disclosed embodiments can prevent some targets that actually do not have a collision risk from triggering the emergency braking function, effectively improve the accuracy of the main target, thereby improving the accuracy and effectiveness of the triggering of the emergency braking function, and solve the problem that the poor accuracy of the main target in the prior art leads to unnecessary triggering of the emergency braking function.

Description

Technical Field

[0001] The present disclosure relates to computer vision technology, and in particular to a control method, device, electronic device and medium for triggering an emergency braking function. Background Art

[0002] The automatic emergency braking system plays an important role in vehicle driving safety. When a target with a greater potential threat to the vehicle is identified, the emergency braking function of the automatic emergency braking system can be triggered. The execution of the automatic emergency braking is controlled by performing risk assessment on the target. For example, when the risk of collision between the target and the vehicle reaches a point where the driver may not be able to avoid the collision, the automatic emergency braking action is performed to avoid the collision. In the prior art, after the main target with a potential collision risk is determined, the emergency braking function is triggered and the subsequent risk assessment process is entered. This method will cause the target that may not actually need automatic emergency braking to enter the risk assessment process. Therefore, the accuracy of the main target determined by the prior method is poor, which is easy to cause unnecessary triggering of the emergency braking function. Summary of the invention

[0003] In order to solve the technical problems such as poor accuracy of the main target determined above, the present disclosure is proposed. The embodiments of the present disclosure provide a control method, device, electronic device and medium for triggering an emergency braking function.

[0004] According to one aspect of an embodiment of the present disclosure, a control method for triggering an emergency braking function is provided, including: determining a main collision target and lane line information based on a visual perception result, wherein the main collision target is an object with a collision risk with a current vehicle; determining a trigger requirement of an emergency braking function corresponding to the main collision target based on the lane line information and the visual perception result; and in response to the trigger requirement of the emergency braking function being a suppression trigger, controlling the suppression of the triggering of the emergency braking function.

[0005] According to another aspect of an embodiment of the present disclosure, a control device for triggering an emergency braking function is provided, including: a first processing module, for determining a main collision target and lane line information based on visual perception results, wherein the main collision target is an object with a collision risk with a current vehicle; a second processing module, for determining a trigger requirement of an emergency braking function corresponding to the main collision target based on the lane line information and the visual perception results; and a third processing module, for controlling the suppression of the triggering of the emergency braking function in response to the trigger requirement of the emergency braking function being a suppression trigger.

[0006] According to another aspect of an embodiment of the present disclosure, a computer-readable storage medium is provided, wherein the storage medium stores a computer program, and the computer program is used to execute the control method for triggering the emergency braking function described in any of the above embodiments of the present disclosure.

[0007] According to another aspect of an embodiment of the present disclosure, an electronic device is provided, comprising: a processor; a memory for storing executable instructions of the processor; the processor is configured to read the executable instructions from the memory and execute the instructions to implement the control method for triggering the emergency braking function as described in any of the above embodiments of the present disclosure.

[0008] Based on the control method, device, electronic device and medium for triggering the emergency braking function provided by the above-mentioned embodiments of the present disclosure, after determining the main collision target, it is possible to combine the lane line information and the visual perception results to comprehensively determine whether the emergency braking function needs to be triggered for the main collision target. When it is determined that it is not necessary to trigger, the triggering of the emergency braking function can be controlled to be suppressed, thereby predicting the behavior of the main collision target in combination with the environmental information, effectively improving the accuracy of the targets entering the subsequent risk assessment process, and avoiding unnecessary risk assessment.

[0009] The technical solution of the present disclosure is further described in detail below through the accompanying drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] The above and other purposes, features and advantages of the present disclosure will become more apparent by describing the embodiments of the present disclosure in more detail in conjunction with the accompanying drawings. The accompanying drawings are used to provide a further understanding of the embodiments of the present disclosure and constitute a part of the specification. Together with the embodiments of the present disclosure, they are used to explain the present disclosure and do not constitute a limitation of the present disclosure. In the drawings, the same reference numerals generally represent the same components or steps.

[0011] Figure 1 This is an exemplary application scenario of the control method for triggering the emergency braking function provided by the present disclosure;

[0012] Figure 2 is a flow chart of a control method for triggering an emergency braking function provided by an exemplary embodiment of the present disclosure;

[0013] Figure 3 is a flowchart of step 202 provided by an exemplary embodiment of the present disclosure;

[0014] Figure 4 is a flow chart of a control method for triggering an emergency braking function provided by another exemplary embodiment of the present disclosure;

[0015] Figure 5 is a schematic diagram of a situation where a first target exists provided by an exemplary embodiment of the present disclosure;

[0016] Figure 6 is a flowchart of step 202 provided by another exemplary embodiment of the present disclosure;

[0017] Figure 7 is a schematic diagram of a situation where there is no first target but there is a curb provided by an exemplary embodiment of the present disclosure;

[0018] Figure 8 is a flowchart of step 2027 provided by an exemplary embodiment of the present disclosure;

[0019] Fig. 9 is a flowchart of step 2025 provided by an exemplary embodiment of the present disclosure;

[0020] Fig.10 is a schematic diagram of a first angle provided by an exemplary embodiment of the present disclosure;

[0021] Fig.11 is a schematic diagram of a process for determining a primary collision target provided by an exemplary embodiment of the present disclosure;

[0022] Fig.12 is a flowchart of step 2012 provided by an exemplary embodiment of the present disclosure;

[0023] Fig.13 is a structural schematic diagram of a control device for triggering an emergency braking function provided by an exemplary embodiment of the present disclosure;

[0024] Fig.14 is a structural schematic diagram of a second processing module 502 provided by an exemplary embodiment of the present disclosure;

[0025] Fig.15 is a structural schematic diagram of a control device for triggering an emergency braking function provided by an exemplary embodiment of the present disclosure;

[0026] Fig.16 is a structural schematic diagram of a second processing module 502 provided by another exemplary embodiment of the present disclosure;

[0027] Fig.17 is a structural diagram of a fifth determining unit 5025 provided by an exemplary embodiment of the present disclosure;

[0028] Fig.18 It is a structural schematic diagram of an application embodiment of the electronic device disclosed in the present invention. DETAILED DESCRIPTION

[0029] Below, the exemplary embodiments according to the present disclosure will be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present disclosure, rather than all the embodiments of the present disclosure, and it should be understood that the present disclosure is not limited to the exemplary embodiments described here.

[0030] It should be noted that the relative arrangement of components and steps, the numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present disclosure unless specifically stated otherwise.

[0031] Those skilled in the art can understand that the terms "first" and "second" in the embodiments of the present disclosure are only used to distinguish different steps, devices or modules, etc., and neither represent any specific technical meaning nor indicate the necessary logical order between them.

[0032] It should also be understood that in the embodiments of the present disclosure, “plurality” may refer to two or more than two, and “at least one” may refer to one, two, or more than two.

[0033] It should also be understood that any component, data or structure mentioned in the embodiments of the present disclosure can generally be understood as one or more, unless explicitly limited or otherwise indicated in the context.

[0034] In addition, the term "and / or" in the present disclosure is only a description of the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in the present disclosure generally indicates that the associated objects before and after are in an "or" relationship.

[0035] It should also be understood that the description of the various embodiments in the present disclosure focuses on the differences between the various embodiments, and the same or similar aspects thereof can be referenced to each other, and for the sake of brevity, they will not be described one by one.

[0036] At the same time, it should be understood that for the convenience of description, the sizes of the various parts shown in the drawings are not drawn according to the actual proportional relationship.

[0037] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the present disclosure, its application, or uses.

[0038] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment should be considered as part of the specification.

[0039] It should be noted that like reference numerals and letters refer to similar items in the following figures, and therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0040] The embodiments of the present disclosure can be applied to electronic devices such as terminal devices, computer systems, servers, etc., which can operate with many other general or special computing system environments or configurations. Examples of well-known terminal devices, computing systems, environments and / or configurations suitable for use with electronic devices such as terminal devices, computer systems, servers, etc. include, but are not limited to: personal computer systems, server computer systems, thin clients, thick clients, handheld or laptop devices, microprocessor-based systems, set-top boxes, programmable consumer electronics, network personal computers, small computer systems, large computer systems, and distributed cloud computing technology environments including any of the above systems, etc.

[0041] Electronic devices such as terminal devices, computer systems, servers, etc. can be described in the general context of computer system executable instructions (such as program modules) executed by computer systems. Generally, program modules can include routines, programs, object programs, components, logic, data structures, etc., which perform specific tasks or implement specific abstract data types. Computer systems / servers can be implemented in a distributed cloud computing environment, where tasks are performed by remote processing devices linked through a communication network. In a distributed cloud computing environment, program modules can be located on local or remote computing system storage media including storage devices.

[0042] SUMMARY OF THE DISCLOSURE

[0043] In the process of realizing the present disclosure, the inventor discovered that the automatic emergency braking system plays an important role in vehicle driving safety. When a target with a greater potential threat to the vehicle is identified, the emergency braking function of the automatic emergency braking system can be triggered. The execution of the automatic emergency braking is controlled by performing risk assessment on the target. For example, when the risk of collision between the target and the vehicle reaches a situation where the collision may not be avoided manually, the automatic emergency braking action is performed to avoid the collision. In the prior art, after the main target with potential collision risk is determined, the emergency braking function is triggered and the subsequent risk assessment process is entered. This existing method will cause the target that may not actually need automatic emergency braking to enter the risk assessment process. Therefore, the accuracy of the main target determined by the existing method is poor, which is easy to cause unnecessary triggering of the emergency braking function.

[0044] Exemplary Overview

[0045] Figure 1It is an exemplary application scenario of the control method for triggering the emergency braking function provided by the present invention. Among them, x0y is an exemplary vehicle coordinate system. During the driving process of the vehicle, the surrounding environment of the current vehicle can be perceived by the visual sensor arranged on the current vehicle. By using the control method for triggering the emergency braking function of the present invention, the dangerous targets around the current vehicle can be determined based on visual perception. The most dangerous main collision target can be determined by combining the motion state of each target and the motion state of the current vehicle. The lane line information around the current vehicle can be determined based on the visual perception result, and then the collision risk of the main target can be further judged based on the lane line information and the visual perception result. It is determined whether the emergency braking function does need to be triggered for the main collision target. When it is determined that the emergency braking function does not need to be triggered, the triggering of the emergency braking function for the main collision target can be suppressed. For example, the triggering can be delayed or prohibited. The specific setting can be based on actual needs. Figure 1 There are targets 1 and 2 around the current vehicle. Since target 1 has a tendency to cross, it is preliminarily determined that target 1 has a greater collision risk. Therefore, target 1 can be used as the main collision target. However, combined with the lane line information, it is found that there is another lane on the right side of the current vehicle. Then it can be further determined whether target 1 is going to enter the same-direction lane on the right side of the current vehicle. If so, the collision risk of target 1 can be eliminated, so that the triggering of the emergency braking function for target 1 can be temporarily suppressed. Subsequently, target 1 can continue to be used as one of the targets for determining the main collision target, and the above process is repeated. Or if it can be determined that target 1 will not cause a collision with the current vehicle, the triggering of the emergency braking function for target 1 can be prohibited. The specific setting can be based on actual needs. The present disclosure further judges the collision risk of the main collision target in combination with the lane line information, so that some targets that actually do not have a collision risk can be excluded from triggering the emergency braking function, effectively improving the accuracy of the main target, thereby improving the accuracy and effectiveness of the triggering of the emergency braking function.

[0046] Exemplary Methods

[0047] Figure 2 1 is a flow chart of a control method for triggering an emergency braking function provided by an exemplary embodiment of the present disclosure. This embodiment can be applied to electronic devices, such as a vehicle-mounted computing platform, such as Figure 2 As shown, the following steps are included:

[0048] Step 201 : determining a primary collision target and lane line information based on visual perception results. The primary collision target is an object that has a collision risk with the current vehicle.

[0049] Among them, the main collision target can be other vehicles, pedestrians or other obstacles on the road. The visual perception result can be based on the visual information collected by the visual sensor (such as a camera) set on the current vehicle, and the perception is obtained by using a preset perception algorithm or a pre-trained perception model. The specific perception algorithm and perception model can be set according to actual needs, and the present disclosure does not limit it. For example, the obstacle target on the road can be obtained through the corresponding target detection model. Specifically, for example, the detection results of multiple targets can be obtained through multi-target detection model detection. The multiple targets can include vehicles, pedestrians and other targets, which can be set according to actual needs. The motion state of each target can also be determined by the principle of visual ranging, and then the main collision target can be determined based on the detection results of each target and the motion state of each target. For lane line information, it can be obtained by using a pre-acquired lane line detection algorithm or model detection. The specific principles will not be repeated.

[0050] Step 202: Determine the triggering requirement of the emergency braking function corresponding to the main collision target based on the lane line information and the visual perception result.

[0051] The triggering requirements of the emergency braking function may include triggering and inhibiting triggering. In practical applications, inhibiting triggering may also include delayed triggering (temporary inhibition) and prohibited triggering (complete inhibition), etc., which can be set according to actual needs. By combining lane line information and visual perception results, it is comprehensively judged whether the emergency braking function needs to be triggered for the main collision target, thereby avoiding the triggering of some unnecessary emergency braking functions and improving the accuracy of the main collision target that needs to trigger the emergency braking function.

[0052] For example, when the main collision target is a target with a tendency to cross on the right side in front of the current vehicle, the lane line information and visual perception results are combined to determine that there is another lane on the right side of the current vehicle, and there is another target traveling in the same direction on the right lane, and the collision risk of the other target with the main collision target is higher than that of the current vehicle, then the current vehicle does not need to trigger the emergency braking function for the main collision target temporarily. Alternatively, it is also possible to combine the lane line information and the right side curb information to determine that the main collision target is going to enter the same direction lane on the right side of the current vehicle, and will not cross the lane where the current vehicle is located. Then, it is possible to further combine the curve movement of the main collision target and the movement of the current vehicle to determine whether the current vehicle and the main collision target have a track intersection at the collision time. If there is no track intersection, it can be determined that the main collision target will not collide with the current vehicle, and the triggering of the emergency braking function for the main collision target can be suppressed. For safety reasons, the main collision target can be used as one of the targets for determining the main collision target in the future, so as to continuously monitor the collision risk of each target until the main collision target completely eliminates the collision risk or disappears within the current visual range. The specific setting can be based on actual needs.

[0053] Step 203 : In response to the triggering requirement of the emergency braking function being to suppress the triggering, controlling to suppress the triggering of the emergency braking function.

[0054] When it is determined that the trigger requirement of the emergency braking function for the main collision target is a suppressed trigger, it means that the main collision target will not actually collide with the current vehicle, or it is temporarily determined that it will not collide with the current vehicle. Therefore, the triggering of the emergency braking function for the main collision target can be suppressed. In practical applications, the suppressed trigger can be set to include temporary suppression and complete suppression, etc., which can be set according to actual needs, and the present disclosure does not limit it. For example, when it is temporarily determined that the main collision target is unlikely to collide with a high probability, since there is still a certain degree of uncertainty, the triggering of the emergency braking function can be delayed first, and the motion state of the main collision target will continue to be monitored subsequently. When it is determined that the collision risk is eliminated, the triggering of the emergency braking function for the main collision target can be completely suppressed.

[0055] The control method for triggering the emergency braking function provided in the present embodiment can determine the main collision target of the current vehicle based on visual perception, and can determine the lane line information around the current vehicle based on the visual perception result, and then further judge the collision risk of the main target based on the lane line information and the visual perception result, so as to determine whether it is indeed necessary to trigger the emergency braking function for the main collision target. When it is determined that the emergency braking function does not need to be triggered, the triggering of the emergency braking function for the main collision target can be suppressed, so as to exclude some targets that actually have no collision risk from triggering the emergency braking function, effectively improve the accuracy of the main target, thereby improving the accuracy and effectiveness of the triggering of the emergency braking function, and solving the problem of poor accuracy of the main target in the prior art leading to unnecessary triggering of the emergency braking function.

[0056] Figure 3 It is a flowchart of step 202 provided by an exemplary embodiment of the present disclosure.

[0057] In an optional example, step 202 may specifically include the following steps:

[0058] Step 2021: Determine whether there is a first target between the current vehicle and the main collision target based on the lane line information and the visual perception result.

[0059] Among them, the first target can be other vehicles or other moving objects, where vehicles can include large vehicles, small passenger cars, bicycles, electric vehicles, tricycles and other objects, and other moving objects can be pedestrians, which can be set according to actual needs.

[0060] In an optional example, it can be determined whether there are other lanes between the current vehicle and the main collision target based on the lane line information, and whether there is a first target on other lanes between the current vehicle and the main collision target in combination with the positions of each target and the lane position obtained from the visual perception result.

[0061] Step 2022: In response to the presence of a first target between the current vehicle and the primary collision target, a first collision time between the current vehicle and the primary collision target and a second collision time between the first target and the primary collision target are determined based on the visual perception result.

[0062] Among them, the first collision time refers to the time when the current vehicle and the main collision target may collide, which is determined based on the movement of the current vehicle and the movement of the main collision target, that is, the current vehicle and the main collision target will collide at the moment of the first collision time from the current moment, and the second collision time is similar to the first collision time, which will not be repeated here. If there is a first target between the current vehicle and the main collision target, the first target may collide with the main collision target first, so it will relatively reduce the risk of relieving the collision between the current vehicle and the main collision target, and the emergency braking function for the main collision target may not be triggered temporarily. Therefore, it is necessary to determine the first collision time between the current vehicle and the main collision target, and the second collision time between the first target and the main collision target. The collision time can be determined in any feasible manner, such as calculation based on a uniform motion model, calculation based on a uniformly variable motion model, etc., which is not limited in the present disclosure. Specifically, for example, the type (such as a truck, a small car, a pedestrian, an electric vehicle, a bicycle, etc.), position, speed, motion curvature, direction, motion state (such as static, dynamic, dynamic to static, etc.) and other motion information of the main collision target can be determined based on the visual perception results, and then based on the motion information of the current vehicle, the motion information of the main collision target and the corresponding uniform motion model or uniformly variable motion model, the time when the current vehicle collides with the main collision target is determined as the first collision time. The second collision time can be determined based on the motion information of the first target determined by the visual perception results and the motion information of the main collision target, and the specific principle will not be repeated.

[0063] Exemplarily, when the main collision target is an object with a tendency to cross, the second collision time T2 is calculated based on the uniform motion model, as shown below:

[0064] T2=(PLgt obj1 -PLgt obj2 ) / (VLgt obj2 -VLgt obj1 )

[0065] Among them, PLgt obj1 Indicates the longitudinal position coordinate of the main collision target, PLgt obj2Indicates the longitudinal position coordinate of the first target, VLgt obj2 Indicates the longitudinal velocity of the first target, VLgt obj1 Indicates the longitudinal velocity of the primary collision target. PLgt obj1 and PLgt obj2 is the coordinate in the vehicle coordinate system.

[0066] Step 2023: Determine the triggering requirement of the emergency braking function corresponding to the main collision target based on the first collision time and the second collision time.

[0067] Among them, the magnitude of the first collision time and the second collision time characterizes the collision order of the current vehicle and the first target with the main collision target. When the first collision time is greater than the second collision time, it means that the first target will collide with the main collision target before the current vehicle. On the contrary, when the first collision time is less than the second collision time, it means that the current vehicle will collide with the main collision target before the first target. When the first target collides with the main collision target first, it can be determined that the triggering requirement of the emergency braking function for the main collision target is to suppress the triggering, and the triggering of the emergency braking function can be suppressed, without entering the main collision target into the risk assessment process, avoiding unnecessary triggering of the emergency braking function.

[0068] Figure 4 It is a flowchart of a control method for triggering an emergency braking function provided by another exemplary embodiment of the present disclosure.

[0069] In an optional example, determining the triggering requirement of the emergency braking function corresponding to the main collision target based on the first collision time and the second collision time in step 2023 includes:

[0070] Step 20231: In response to the first collision time being greater than the second collision time, determining that the triggering requirement of the emergency braking function corresponding to the main collision target is a suppression trigger.

[0071] In this optional example, when the first collision time is greater than the second collision time, it can be determined that the first target will collide with the main collision target before the current vehicle, and triggering of the emergency braking function of the current vehicle for the main collision target can be suppressed.

[0072] For example, Figure 5It is a schematic diagram of a situation in which a first target exists, provided by an exemplary embodiment of the present disclosure. The first target is in the lane to the right of the current vehicle (the lane between the lane where the current vehicle is located and the main collision target). There is also a risk of collision between the first target and the main collision target, and there is also a risk of collision between the current vehicle and the main collision target. When the first collision time is greater than the second collision time, it means that the current vehicle needs a longer time to collide with the main collision target, while the first target needs a shorter time to collide with the main collision target. Therefore, the first target will collide with the main collision target first. This factor will cause the relevant personnel on the first target or the relevant personnel on the main collision target to take corresponding avoidance measures, which may alleviate or eliminate the collision between the current vehicle and the main collision target, and thus the triggering of the emergency braking function of the current vehicle for the main collision target can be suppressed.

[0073] In an optional example, determining the triggering requirement of the emergency braking function corresponding to the primary collision target based on the first collision time and the second collision time in step 2023 further includes:

[0074] Step 20232: In response to the first collision time being less than or equal to the second collision time, determining that the triggering requirement of the emergency braking function corresponding to the main collision target is triggered.

[0075] In this optional example, when the first collision time is less than or equal to the second collision time, it can be determined that the current vehicle will collide with the main collision target before the first target. Therefore, the main collision target has a greater collision risk to the current vehicle, and the emergency braking function for the main collision target can be triggered to ensure the driving safety of the current vehicle. After the emergency braking function is triggered, the subsequent risk assessment process is entered for the main collision target, and it is determined in real time whether automatic emergency braking needs to be performed. When automatic emergency braking needs to be performed, automatic emergency braking is performed in time to avoid the sending of collisions and ensure the driving safety of the vehicle.

[0076] Accordingly, the method of the present disclosure further includes:

[0077] Step 204 : in response to the triggering requirement of the emergency braking function being triggered, controlling the emergency braking function to be triggered.

[0078] After the emergency braking function is triggered, the main collision target is put into the risk assessment process to determine in real time whether automatic emergency braking is needed. When automatic emergency braking is needed, it is performed in time to avoid collision and ensure vehicle driving safety.

[0079] Step 205: Determine the target deceleration of the current vehicle based on the first collision time.

[0080] Wherein, the target deceleration refers to the deceleration that the current vehicle needs to brake to avoid collision, such as -2m / s (meters per second), -3m / s, -4m / s, etc. When the target deceleration is large (such as -2m / s), it is believed that the driver can manually brake to avoid collision, so a prompt message can be output to prompt the driver that there is a dangerous target that needs braking. When the driver does not take braking measures due to some factors, the determined target deceleration will continue to decrease, such as from -2m / s to -3m / s, and then decrease, and so on. When the deceleration is reduced to a certain threshold (such as -8m / s), it may be that manual braking can no longer avoid collision, then automatic emergency braking can be performed, thereby urgently avoiding the occurrence of collision and ensuring the safety of the current vehicle. The determination method of the target deceleration can adopt any feasible method, and can be specifically determined according to the first collision time combined with the current speed of the current vehicle, so that the current vehicle can avoid collision with the main collision target within the first collision time.

[0081] In step 206 , in response to the target deceleration being less than a preset deceleration threshold, the control performs emergency braking.

[0082] The preset deceleration threshold can be set according to actual needs, and the present disclosure does not limit it, and the specific principle will not be repeated. When the target deceleration is less than the preset deceleration threshold, manual braking may not be able to avoid the collision. Therefore, it is necessary to implement emergency braking of the current vehicle through automatic emergency braking to avoid the collision between the current vehicle and the main collision target and ensure the safety of the vehicle.

[0083] In an optional example, in response to the first collision time being less than or equal to the second collision time in step 20232, after determining that the triggering requirement of the emergency braking function corresponding to the primary collision target is triggered, the method of the present disclosure further includes:

[0084] Step 207, controlling the output of collision warning prompt information.

[0085] Among them, the collision warning prompt information is used to remind the driver that there is a risk of collision, so that the driver can pay attention to the risk in time and take avoidance measures to avoid the collision. The collision warning prompt information can be output in any feasible way, such as through the vehicle display screen combined with the voice broadcast device. The relative position of the main collision target and the current vehicle can be displayed on the display screen, and the voice broadcast device broadcasts the prompt information. The content of the specific prompt information can be set according to actual needs, such as "There is a crossing vehicle in front of the right, please pay attention to avoid it", which is not limited in this disclosure. By outputting the collision warning prompt information, the driver can be reminded to pay attention to the danger in time and take avoidance measures in time, thereby avoiding collision accidents and further improving vehicle safety.

[0086] Figure 6It is a flowchart diagram of step 202 provided by another exemplary embodiment of the present disclosure.

[0087] In an optional example, the main collision target is an object with a tendency to cross; step 202 of determining the triggering requirement of the emergency braking function corresponding to the main collision target based on the lane line information and the visual perception result also includes:

[0088] Step 2024, in response to the absence of the first target between the current vehicle and the main collision target, and based on the lane line information, determining that there is a first lane between the current vehicle and the main collision target, based on the visual perception result, determining whether there is a curb on the main collision target side of the current vehicle.

[0089] Among them, the target's traversing movement trend can be determined based on the target's movement information, such as based on the target's lateral speed and longitudinal speed. When the target's lateral speed is greater than the first speed threshold and the longitudinal speed is less than the second speed threshold, it can be determined that the target has a traversing movement trend. If other targets around the current vehicle are all traveling on the same lane, the collision risk is small or there is no collision risk. There is a target that has a tendency to cross from one side of the current vehicle to the other side, and the collision risk is large. This target can be used as the main collision target, so as to obtain the main collision target with a traversing trend. If there is no first target between the current vehicle and the main collision target, the current vehicle has a greater collision risk with the main collision target, and there is still a first lane between the current vehicle and the main collision target, then the main collision target may be about to enter the first lane. Therefore, in order to further determine the collision risk of the main collision target, it can be further judged in combination with the roadside situation. Whether there is a roadside can be obtained through visual perception, and the specific principle will not be repeated. The first lane can be determined based on the relative position of the lane line information and the vehicle. The number of first lanes can be at least one, which is not specifically limited.

[0090] Step 2025: In response to the presence of a curb on the primary collision target side of the current vehicle, a first lateral position of the primary collision target when reaching a first collision time is determined based on the visual perception result.

[0091] If there is a curb on the side where the main collision target of the current vehicle is located, and there is a first lane in the same direction between the current vehicle and the curb, and there is no first target between the current vehicle and the main collision target on the first lane, then the main collision target may only enter the first lane in the same direction, and will not cross the lane where the current vehicle is located. It can be considered that the main collision target will subsequently perform a curved motion. As long as it is determined whether the curved motion of the main collision target intersects with the trajectory of the current vehicle in the lateral direction, it can be determined whether the current vehicle will collide with the main collision target. Therefore, the possible first lateral position of the main collision target when it reaches the first collision time can be determined based on the visual perception result to determine whether there will be a trajectory intersection with the current vehicle. The first lateral position refers to the position of the main collision target in the lateral direction relative to the current vehicle. The first lateral position can be determined based on the curved motion of the main collision target and the first collision time.

[0092] Step 2026: Determine a second lateral position of the current vehicle when it reaches the first collision time based on the motion information of the current vehicle.

[0093] Among them, the motion information of the current vehicle can be obtained from the relevant sensors of the current vehicle, and the motion information of the current vehicle may include information such as speed, position, heading angle, curvature, motion state, etc., which can be set according to actual needs. Based on the motion information of the current vehicle, the driving trajectory of the current vehicle can be predicted, so as to determine the second lateral position of the current vehicle when it reaches the first collision time. The second lateral position is similar to the first lateral position, and is also relative to the current lateral direction of the current vehicle. The first lateral position and the second lateral position are in the same coordinate system to facilitate subsequent processing. For example, the first lateral position and the second lateral position are unified in a curvilinear coordinate system (such as a Frenet coordinate system), which can be set according to actual needs, and the present disclosure does not limit it.

[0094] Step 2027: Determine a track intersection state between the current vehicle and the primary collision target based on the first lateral position and the second lateral position.

[0095] Among them, the first lateral position and the second lateral position respectively represent the lateral positions of the main collision target and the current vehicle when reaching the first collision time. Through the relative position relationship of the two lateral positions, combined with the lateral parameters of the current vehicle body and the parameters of the main collision target in the lateral direction, the trajectory intersection state of the current vehicle and the main collision target can be determined. The trajectory intersection state includes two states: intersection and non-intersection. Intersection means that at the first collision time, the current vehicle and the main collision target will intersect, that is, a collision will occur, and non-intersection means that the two will not collide.

[0096] Step 2028 , in response to the track intersection state being intersection, determining that the triggering requirement of the emergency braking function corresponding to the primary collision target is triggered.

[0097] When it is determined that the trajectory intersection state of the current vehicle and the main collision target is an intersection, it means that the two are likely to collide. Therefore, the trigger requirement of the emergency braking function corresponding to the main collision target is determined to be triggered, so that the main collision target enters the subsequent risk assessment process to avoid collision.

[0098] Step 2029 , in response to the track intersection state being no intersection, determining that the triggering requirement of the emergency braking function corresponding to the primary collision target is suppression triggering.

[0099] When it is determined that the trajectory intersection state of the current vehicle and the main collision target is not intersecting, it means that the two will not collide, and therefore, triggering the emergency braking function corresponding to the main collision target can be suppressed.

[0100] For example, Figure 7 It is a schematic diagram of a situation where there is no first target but there is a curb provided by an exemplary embodiment of the present disclosure. The first lateral position of the main collision target when it reaches the first collision time is represented by the predicted position of its center point (black dot), and the second lateral position of the current vehicle when it reaches the second collision time is represented by the predicted position of its rear axle center (gray dot). Based on the first lateral position and the second lateral position, combined with the body width of the current vehicle and the lateral parameters of the main collision target, it can be determined whether the driving trajectory of the current vehicle and the main collision target intersect.

[0101] The present disclosure targets a main collision target with a tendency to cross, and further determines whether the current vehicle will collide with the main collision target in combination with the curb information, so as to avoid triggering the emergency braking function of the main collision target that enters the lane between the current vehicle and the main collision target from the roadside, thereby improving the accuracy and effectiveness of triggering the emergency braking function.

[0102] Figure 8 It is a flowchart of step 2027 provided by an exemplary embodiment of the present disclosure.

[0103] In an optional example, determining the track intersection state between the current vehicle and the primary collision target based on the first lateral position and the second lateral position in step 2027 includes:

[0104] Step 20271, determining an overlap value based on the first lateral position, the second lateral position, the vehicle width of the current vehicle, and the first width of the primary collision target.

[0105] Among them, the vehicle width of the current vehicle is obtained and stored in advance, and can be directly obtained from the corresponding storage area when needed. The first width of the main collision target can be obtained based on visual perception. For example, based on the width of the main collision target in the visual image and the conversion relationship between the image coordinate system and the vehicle coordinate system, the first width of the main collision target can be determined. The specific principle will not be repeated here.

[0106] Exemplarily, the first lateral position is represented as PLat1, the second lateral position is represented as PLat2, the first width of the main collision target is represented as W1, and the vehicle width of the current vehicle is represented as W2, then the overlap value S is represented as follows:

[0107] S=(PLat1-PLat2)-0.5×(W1+W2)

[0108] Among them, PLat1 and PLat2 are coordinates in the curvilinear coordinate system.

[0109] Step 20272, in response to the overlap value being less than zero, determining that the track intersection state is intersection.

[0110] Among them, the overlap value is less than 0, which means that the current vehicle and the main collision target trajectory intersect in the lateral direction, that is, the lateral distance between the lateral center of the current vehicle and the center of the main collision target is less than half of the sum of the current vehicle's own width and the first width of the main collision target. Therefore, the trajectory intersection state is determined to be intersection.

[0111] Step 20273, in response to the overlap value being greater than or equal to zero, determining that the track intersection state is not crossed.

[0112] Among them, the overlap value is greater than or equal to zero, indicating that the current vehicle and the main collision target trajectory do not intersect in the lateral direction, so the trajectory intersection state is determined to be non-intersecting.

[0113] The present disclosure can clarify whether the trajectories of the current vehicle and the main collision target intersect when reaching the first collision time by determining the overlap value, thereby determining whether the current vehicle and the main collision target will collide, and then determining whether to trigger the emergency braking function for the main collision target, which can further effectively avoid the triggering of unnecessary emergency braking function.

[0114] Fig. 9 It is a flowchart of step 2025 provided by an exemplary embodiment of the present disclosure.

[0115] In an optional example, in response to the presence of a curb on the primary collision target side of the current vehicle, determining a first lateral position of the primary collision target when reaching the first collision time based on the visual perception result in step 2025 includes:

[0116] Step 20251, based on the visual perception result, determine the motion information of the main collision target.

[0117] The motion information of the main collision target includes speed, position, direction, curvature, motion state (dynamic, static, transition from dynamic to static) and other information.

[0118] Step 20252: Based on the motion information of the main collision target, determine a first rotational travel distance of the main collision target when it reaches a first collision time, and a first angle between the curvature radius of the main collision target and the longitudinal direction of the current vehicle.

[0119] Among them, the longitudinal direction of the current vehicle refers to the longitudinal axis direction of the vehicle coordinate system of the current vehicle. The radius of curvature R of the motion of the main collision target is the inverse of the curvature k of the main collision target, that is, R=1 / k. The curvature of the main collision target can be obtained based on the visual perception result. According to the motion information of the main collision target and the first collision time, the straight-line driving distance of the main collision target can be determined by using the uniform acceleration equation, and the straight-line driving distance is multiplied by the curvature to obtain the first rotational driving distance of the main collision target. The first angle crvtAg can be obtained by compensating 90 degrees through the orientation angle of the main collision target. The orientation angle of the main collision target can be determined by the lateral speed and longitudinal speed of the main collision target, or it can be directly obtained through visual perception. It can be set according to actual needs, and the present disclosure is not limited.

[0120] For example, Fig.10 is a schematic diagram of a first angle provided by an exemplary embodiment of the present disclosure. The radius of curvature of the main collision target is R, and the first angle between the radius of curvature of the main collision target and the longitudinal direction of the current vehicle is crvtAg.

[0121] In practical applications, in order to facilitate curve-related calculations, relevant data in the vehicle coordinate system can be converted to the curve coordinate system. For example, the motion information of the main collision target obtained based on the visual perception results is converted to the curve coordinate system for subsequent calculation of the first lateral position. The specific settings can be based on actual needs and are not limited in this disclosure.

[0122] Step 20253, based on the radius of curvature and the first angle, determine the horizontal coordinate and the vertical coordinate of the rotation center point of the main collision target.

[0123] The rotation center point of the main collision target is the geometric center of the main collision target. For example, if a rectangle is used to represent the vehicle, the center of the rectangle is the rotation center point of the main collision target.

[0124] Exemplarily, the radius of curvature of the main collision target is R, and the first angle between the radius of curvature of the main collision target and the longitudinal direction of the current vehicle is crvtAg, then the abscissa centPLat and the ordinate centPLgt of the rotation center point of the main collision target are expressed as follows:

[0125] centPLgt=cos(crvtAg)×R+PLgt 0

[0126] centPLat=sin(crvtAg)×R+PLat 0

[0127] Among them, PLgt 0 Indicates the current longitudinal coordinate of the main collision target, PLat 0 Indicates the current lateral coordinate of the main collision target, PLgt 0 and PLAt 0 is the coordinate in the vehicle coordinate system. The obtained abscissa centPLat and ordinate centPLgt of the rotation center point of the main collision target are the coordinates in the curvilinear coordinate system. The above formula converts the position coordinates of the main collision target from the vehicle coordinate system to the curvilinear coordinate system for the subsequent determination of the first lateral position.

[0128] Step 20254: Determine a first lateral position of the main collision target when it reaches the first collision time based on the first driving distance, the horizontal coordinate and the vertical coordinate of the rotation center point.

[0129] Exemplarily, the first rotational travel distance of the main collision target when reaching the first collision time can be expressed as dist_rot. The horizontal coordinate and the vertical coordinate of the rotation center point are expressed as above, and the first lateral position is expressed as follows:

[0130] PLat1=(PLat 0 -centPLat)×cos(dist_rot)+(PLgt 0 -centPLgt)×sin(dist_rot)+centPLat

[0131] Among them, PLgt 0 Indicates the current longitudinal coordinate of the main collision target, PLat 0 Indicates the current horizontal coordinate of the main collision target.

[0132] The first longitudinal position of the main collision target when reaching the first collision time can also be determined, which is expressed as follows:

[0133] PLgt1=(PLgt 0 -centPLgt)×cos(dist_rot)-(PLat0 -centPLat)×sin(dist_rot)+centPLgt

[0134] In actual applications, if the first lateral position is a coordinate position in a curved coordinate system, the second lateral position of the current vehicle in the curved coordinate system can be determined, or the first lateral position in the curved coordinate system is converted to the vehicle coordinate system to determine the second lateral position corresponding to the current vehicle in the vehicle coordinate system. The specific setting can be based on actual needs and is not limited in the present disclosure.

[0135] In an optional example, when it is determined that there is no first target on the lane between the current vehicle and the main collision target, and there is a curb on the main collision target side of the current vehicle, it can be determined whether the main collision target will enter a curved motion state in combination with the current curvature of the main collision target. For example, when the curvature of the main collision target is greater than the curvature threshold, it is determined that the main collision target will subsequently enter a curved motion, and then the first lateral position of the main collision target when it reaches the first collision time is determined. Based on the first lateral position of the main collision target and the second lateral position of the current vehicle, it is determined whether the emergency braking function needs to be triggered. Otherwise, excluding the main collision target being in a stationary state and a curved motion state, it can be determined that the subsequent motion of the main collision target is a linear motion, then there is a risk of collision between the current vehicle and the main collision target, and the emergency braking function for the main collision target needs to be triggered. Among them, the curvature threshold can be set according to actual needs. For example, when it is determined that there is no first target on the lane between the current vehicle and the main collision target, and there is a curb on the main collision target side of the current vehicle, the curvature threshold can be lowered, so that the main collision target is easier to enter the curved trajectory prediction, and it is preferentially judged that it has an avoidance action, thereby avoiding the false triggering of the emergency braking function.

[0136] Fig.11 It is a schematic diagram of a process of determining a primary collision target provided by an exemplary embodiment of the present disclosure.

[0137] In an optional example, determining a primary collision target based on a visual perception result includes:

[0138] Step 2011, based on the visual perception result, determine the target information corresponding to each target within the visual range.

[0139] The target information includes target type, speed, position, orientation angle, curvature, motion state and other information, which can be set according to actual needs.

[0140] Step 2012: determining a primary collision target based on target information corresponding to each target.

[0141] Based on the target information corresponding to each target, the motion information of each target can be determined, and then based on the motion characteristics of each target combined with the motion characteristics of the current vehicle, it can be determined whether each target has a collision risk with the current vehicle and the magnitude of the risk. The magnitude of the collision risk of each target can be evaluated by integrating multiple factors, such as the longitudinal deceleration, lateral deceleration, lateral position, etc. of the avoidance target, which can be set according to actual needs and is not limited by this disclosure. Based on the collision risk of each target, the target with the greatest collision risk is determined as the main collision target.

[0142] Fig.12 It is a flowchart of step 2012 provided by an exemplary embodiment of the present disclosure.

[0143] In an optional example, determining the main collision target based on target information corresponding to each target in step 2012 includes:

[0144] Step 20121, based on the target information corresponding to each target, determine the lateral speed and longitudinal speed corresponding to each target.

[0145] Since the collision risk of the crossing target to the current vehicle is relatively large during the vehicle driving process, and the risk of the vehicle driving in the same direction is relatively small, the target with the crossing tendency can be determined based on the target information corresponding to each target. Specifically, the lateral speed and longitudinal speed corresponding to each target can be determined first for determining the crossing tendency. The lateral speed refers to the speed in the lateral direction relative to the current vehicle, and the longitudinal speed refers to the speed in the longitudinal direction relative to the current vehicle.

[0146] Step 20122: A target whose lateral speed is greater than a first speed threshold and whose longitudinal speed is less than a second speed threshold is regarded as a main collision target with a traversing tendency.

[0147] The first speed threshold and the second speed threshold can be set according to actual needs. The principle is that when the lateral speed is large and the longitudinal speed is small, it means that the lateral movement of the target relative to the current vehicle is the main movement. Therefore, generally speaking, the first speed threshold is greater than the second speed threshold. There is no specific limitation. When the lateral speed of a target is greater than the first speed threshold and the longitudinal speed is less than the second speed threshold, it is determined that the lateral movement of the target is large and it is regarded as a main collision target with a tendency to cross.

[0148] In practical applications, at least one main collision target can be determined based on the degree of collision risk of each target. As long as there are targets with a greater collision risk with the current vehicle within the current visual range, they can be determined through certain judgment rules to have a collision risk and need to trigger the emergency braking function. They can all be used as main collision targets to enter the subsequent risk assessment process, which can be set according to actual needs. Of course, for targets that require other obstacle avoidance measures, other control methods can be used at the same time. For example, for targets that can be avoided by changing lanes, corresponding lane change control can be performed. This is not limited in the present disclosure. The present disclosure controls the triggering of the emergency braking function.

[0149] In an optional example, when there are no other lanes between the main collision target and the current vehicle, the triggering requirement of the emergency braking function of the main collision target can be directly determined as a trigger, thereby entering the subsequent risk assessment process, outputting the corresponding collision warning prompt information, and timely emergency braking when automatic emergency braking is required to avoid collision accidents and improve safety. Or when there are no other lanes between the main collision target and the current vehicle, after determining the curved motion of the main collision target, avoidance can be performed through other control methods. For example, if the current vehicle is in the rightmost lane, the main collision target is a vehicle with a tendency to cross in front of the right side, and there is a curb, and it is determined that the main collision target will enter the lane where the current vehicle is located through curved motion, it can be determined by judging whether there is a lane on the left side of the current vehicle and there are no other risk targets in the left lane. If so, it can change lanes to the left to avoid collision, without specific limitation.

[0150] Any of the control methods for triggering an emergency braking function provided in the embodiments of the present disclosure may be executed by any appropriate device with data processing capabilities, including but not limited to: a terminal device and a server, etc. Alternatively, any of the control methods for triggering an emergency braking function provided in the embodiments of the present disclosure may be executed by a processor, such as the processor executing any of the control methods for triggering an emergency braking function mentioned in the embodiments of the present disclosure by calling corresponding instructions stored in a memory. This will not be described in detail below.

[0151] Exemplary Devices

[0152] Fig.13 is a schematic diagram of the structure of a control device for triggering an emergency braking function provided by an exemplary embodiment of the present disclosure. The device of this embodiment can be used to implement the corresponding method embodiment of the present disclosure, such as Fig.13 The device shown includes: a first processing module 501 , a second processing module 502 and a third processing module 503 .

[0153] The first processing module 501 is used to determine the main collision target and lane line information based on the visual perception result, and the main collision target is an object with a collision risk with the current vehicle; the second processing module 502 is used to determine the trigger requirement of the emergency braking function corresponding to the main collision target based on the lane line information and visual perception result determined by the first processing module 501; the third processing module 503 is used to control the suppression of the triggering of the emergency braking function in response to the trigger requirement of the emergency braking function determined by the second processing module 502 as suppression triggering.

[0154] In an alternative example, Fig.14 1 is a schematic diagram of the structure of a second processing module 502 provided by an exemplary embodiment of the present disclosure. In this example, the second processing module 502 includes: a first determining unit 5021 , a second determining unit 5022 and a third determining unit 5023 .

[0155] The first determination unit 5021 is used to determine whether there is a first target between the current vehicle and the main collision target based on lane line information and visual perception results; the second determination unit 5022 is used to determine the first collision time between the current vehicle and the main collision target, and the second collision time between the first target and the main collision target based on the visual perception results in response to the presence of the first target between the current vehicle and the main collision target; the third determination unit 5023 is used to determine the triggering requirement of the emergency braking function corresponding to the main collision target based on the first collision time and the second collision time.

[0156] Fig.15 It is a structural schematic diagram of a control device for triggering an emergency braking function provided by an exemplary embodiment of the present disclosure.

[0157] In an optional example, the third determining unit 5023 includes:

[0158] The first determining subunit 50231 is configured to determine, in response to the first collision time being greater than the second collision time, that the triggering requirement of the emergency braking function corresponding to the main collision target is a suppression trigger.

[0159] In an optional example, the third determining unit 5023 further includes:

[0160] The second determining subunit 50232 is configured to determine that the triggering requirement of the emergency braking function corresponding to the main collision target is triggered in response to the first collision time being less than or equal to the second collision time.

[0161] Correspondingly, the apparatus of the present disclosure further includes: a first control module 504 , a first determination module 505 , and a second control module 506 .

[0162] The first control module 504 is used to control the triggering of the emergency braking function in response to the triggering requirement of the emergency braking function; the first determination module 505 is used to determine the target deceleration of the current vehicle based on the first collision time; the second control module 506 is used to control the execution of emergency braking in response to the target deceleration being less than a preset deceleration threshold.

[0163] In an optional example, the apparatus of the present disclosure further includes: a third control module 507, configured to control the output of collision warning prompt information.

[0164] Fig.16 is a structural diagram of a second processing module 502 provided by another exemplary embodiment of the present disclosure.

[0165] In an optional example, the main collision target is an object with a tendency to move across; the second processing module 502 also includes: a fourth determination unit 5024, a fifth determination unit 5025, a sixth determination unit 5026, a seventh determination unit 5027, an eighth determination unit 5028 and a ninth determination unit 5029.

[0166] The fourth determination unit 5024 is used to determine whether there is a curb on the main collision target side of the current vehicle based on the visual perception result in response to the presence of the first target between the current vehicle and the main collision target and the presence of the first lane between the current vehicle and the main collision target based on the lane line information; the fifth determination unit 5025 is used to determine the first lateral position of the main collision target when it reaches the first collision time based on the visual perception result in response to the presence of the curb on the main collision target side of the current vehicle; the sixth determination unit 5026 is used to determine the second lateral position of the current vehicle when it reaches the first collision time based on the motion information of the current vehicle; the seventh determination unit 5027 is used to determine the track intersection state between the current vehicle and the main collision target based on the first lateral position and the second lateral position; the eighth determination unit 5028 is used to determine that the trigger requirement of the emergency braking function corresponding to the main collision target is triggered in response to the track intersection state being intersection; the ninth determination unit 5029 is used to determine that the trigger requirement of the emergency braking function corresponding to the main collision target is suppressed trigger in response to the track intersection state being non-intersection.

[0167] In an optional example, the seventh determination unit 5027 is specifically used to: determine the overlap value based on the first lateral position, the second lateral position, the vehicle width of the current vehicle, and the first width of the main collision target; in response to the overlap value being less than zero, determine that the trajectory intersection state is intersection; in response to the overlap value being greater than or equal to zero, determine that the trajectory intersection state is non-intersection.

[0168] In an alternative example, Fig.171 is a schematic diagram of the structure of a fifth determining unit 5025 provided by an exemplary embodiment of the present disclosure. In this example, the fifth determining unit 5025 includes: a first processing subunit 50251, a second processing subunit 50252, a third processing subunit 50253 and a fourth processing subunit 50254.

[0169] The first processing sub-unit 50251 is used to determine the motion information of the main collision target based on the visual perception result; the second processing sub-unit 50252 is used to determine the first rotational driving distance of the main collision target when it reaches the first collision time, and the first angle between the curvature radius of the main collision target movement and the longitudinal direction of the current vehicle based on the motion information of the main collision target; the third processing sub-unit 50253 is used to determine the horizontal coordinate and the vertical coordinate of the rotation center point of the main collision target based on the curvature radius and the first angle; the fourth processing sub-unit 50254 is used to determine the first lateral position of the main collision target when it reaches the first collision time based on the first driving distance, the horizontal coordinate and the vertical coordinate of the rotation center point.

[0170] In an optional example, the first processing module 501 includes: a first processing unit 5011 and a second processing unit 5012 .

[0171] The first processing unit 5011 is used to determine the target information corresponding to each target in the visual range based on the visual perception result; the second processing unit 5012 is used to determine the main collision target based on the target information corresponding to each target.

[0172] In an optional example, the second processing unit 5012 is specifically used to: determine the lateral speed and longitudinal speed corresponding to each target based on the target information corresponding to each target; and treat the target whose lateral speed is greater than the first speed threshold and the longitudinal speed is less than the second speed threshold as the main collision target with a lateral trend.

[0173] Exemplary Electronic Devices

[0174] The embodiment of the present disclosure also provides an electronic device, including: a memory for storing a computer program;

[0175] The processor is used to execute the computer program stored in the memory, and when the computer program is executed, the control method for triggering the emergency braking function described in any of the above embodiments of the present disclosure is implemented.

[0176] Fig.18 FIG. 1 is a schematic diagram of a structure of an application embodiment of the electronic device disclosed in the present invention. In this embodiment, the electronic device 10 includes one or more processors 11 and a memory 12.

[0177] The processor 11 may be a central processing unit (CPU) or other forms of processing units having data processing capabilities and / or instruction execution capabilities, and may control other components in the electronic device 10 to perform desired functions.

[0178] The memory 12 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, a random access memory (RAM) and / or a cache memory (cache), etc. The non-volatile memory may include, for example, a read-only memory (ROM), a hard disk, a flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 11 may run the program instructions to implement the methods of the various embodiments of the present disclosure described above and / or other desired functions. Various contents such as input signals, signal components, noise components, etc. may also be stored in the computer-readable storage medium.

[0179] In one example, the electronic device 10 may further include: an input device 13 and an output device 14, and these components are interconnected via a bus system and / or other forms of connection mechanisms (not shown).

[0180] For example, the input device 13 may be the microphone or microphone array mentioned above, which is used to capture the input signal of the sound source.

[0181] In addition, the input device 13 may also include, for example, a keyboard, a mouse, and the like.

[0182] The output device 14 can output various information to the outside, including the determined distance information, direction information, etc. The output device 14 can include, for example, a display, a speaker, a printer, a communication network and a remote output device connected thereto, and the like.

[0183] Of course, to simplify, Fig.18 Only some of the components related to the present disclosure in the electronic device 10 are shown, and components such as a bus, an input / output interface, etc. are omitted. In addition, according to specific application situations, the electronic device 10 may also include any other appropriate components.

[0184] Exemplary computer program products and computer-readable storage media

[0185] In addition to the above-mentioned methods and devices, an embodiment of the present disclosure may also be a computer program product, which includes computer program instructions, which, when executed by a processor, enable the processor to execute the steps of the method according to various embodiments of the present disclosure described in the above-mentioned "Exemplary Method" section of this specification.

[0186] The computer program product may be written in any combination of one or more programming languages ​​to write program code for performing the operations of the disclosed embodiments, including object-oriented programming languages ​​such as Java, C++, etc., and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user computing device, partially on the user device, as a separate software package, partially on the user computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0187] In addition, an embodiment of the present disclosure may also be a computer-readable storage medium having computer program instructions stored thereon, which, when executed by a processor, enable the processor to execute the steps of the method according to various embodiments of the present disclosure described in the above “Exemplary Method” section of this specification.

[0188] The computer readable storage medium can adopt any combination of one or more readable media. The readable medium can be a readable signal medium or a readable storage medium. The readable storage medium can include, for example, but is not limited to, a system, device or device of electricity, magnetism, light, electromagnetic, infrared, or semiconductor, or any combination of the above. More specific examples (non-exhaustive list) of readable storage media include: an electrical connection with one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0189] The basic principles of the present disclosure are described above in conjunction with specific embodiments. However, it should be noted that the advantages, strengths, effects, etc. mentioned in the present disclosure are only examples and not limitations, and it cannot be considered that these advantages, strengths, effects, etc. are required by each embodiment of the present disclosure. In addition, the specific details disclosed above are only for the purpose of illustration and ease of understanding, and are not limitations. The above details do not limit the present disclosure to the necessity of adopting the above specific details to be implemented.

[0190] Each embodiment in this specification is described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the embodiments can be referred to each other. For the system embodiment, since it basically corresponds to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0191] The block diagrams of the devices, apparatuses, equipment, and systems involved in this disclosure are only illustrative examples and are not intended to require or imply that they must be connected, arranged, and configured in the manner shown in the block diagrams. As will be appreciated by those skilled in the art, these devices, apparatuses, equipment, and systems can be connected, arranged, and configured in any manner. Words such as "including," "comprising," "having," and the like are open words, referring to "including but not limited to," and can be used interchangeably therewith. The words "or" and "and" used herein refer to the words "and / or," and can be used interchangeably therewith, unless the context clearly indicates otherwise. The word "such as" used herein refers to the phrase "such as but not limited to," and can be used interchangeably therewith.

[0192] The method and apparatus of the present disclosure may be implemented in many ways. For example, the method and apparatus of the present disclosure may be implemented by software, hardware, firmware, or any combination of software, hardware, and firmware. The above order of steps for the method is for illustration only, and the steps of the method of the present disclosure are not limited to the order specifically described above, unless otherwise specifically stated. In addition, in some embodiments, the present disclosure may also be implemented as a program recorded in a recording medium, which includes machine-readable instructions for implementing the method according to the present disclosure. Therefore, the present disclosure also covers a recording medium storing a program for executing the method according to the present disclosure.

[0193] It should also be noted that in the apparatus, device and method of the present disclosure, each component or each step can be decomposed and / or recombined. Such decomposition and / or recombination should be regarded as equivalent solutions of the present disclosure.

[0194] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present disclosure. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects without departing from the scope of the present disclosure. Therefore, the present disclosure is not intended to be limited to the aspects shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

[0195] The above description has been given for the purpose of illustration and description. In addition, this description is not intended to limit the embodiments of the present disclosure to the forms disclosed herein. Although multiple example aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, changes, additions and sub-combinations thereof.

Claims

1. A control method for triggering an emergency braking function, comprising: Based on the visual perception result, determining the main collision target and lane line information, wherein the main collision target is an object with a collision risk with the current vehicle; Determining a triggering requirement of an emergency braking function corresponding to the main collision target based on the lane line information and the visual perception result; In response to the triggering requirement of the emergency braking function being to suppress triggering, controlling to suppress the triggering of the emergency braking function; Wherein, determining the triggering requirement of the emergency braking function corresponding to the main collision target based on the lane line information and the visual perception result includes: Based on the lane line information and the visual perception result, determining whether there is a first target between the current vehicle and the main collision target; In response to the presence of the first target between the current vehicle and the primary collision target, determining a first collision time between the current vehicle and the primary collision target and a second collision time between the first target and the primary collision target based on the visual perception result; A triggering requirement of an emergency braking function corresponding to the main collision target is determined based on the first collision time and the second collision time.

2. The method according to claim 1, wherein: The determining, based on the first collision time and the second collision time, a triggering requirement of an emergency braking function corresponding to the main collision target includes: In response to the first collision time being greater than the second collision time, determining that the triggering requirement of the emergency braking function corresponding to the main collision target is a suppression trigger.

3. The method according to claim 2, wherein: The determining, based on the first collision time and the second collision time, a triggering requirement of the emergency braking function corresponding to the main collision target further includes: In response to the first collision time being less than or equal to the second collision time, determining that a triggering requirement of an emergency braking function corresponding to the main collision target is triggered; The method further comprises: In response to the triggering requirement of the emergency braking function being triggered, controlling triggering of the emergency braking function; determining a target deceleration of the current vehicle based on the first collision time; In response to the target deceleration being less than a preset deceleration threshold, control performs emergency braking.

4. The method according to claim 3, wherein: After determining that the triggering requirement of the emergency braking function corresponding to the main collision target is triggered in response to the first collision time being less than or equal to the second collision time, the method further includes: Control the output of collision warning prompt information.

5. The method according to claim 1, wherein: The main collision target is an object with a tendency to cross; and the triggering requirement of the emergency braking function corresponding to the main collision target is determined based on the lane line information and the visual perception result, further comprising: In response to the first target not existing between the current vehicle and the primary collision target, and determining based on the lane line information that a first lane exists between the current vehicle and the primary collision target, determining based on the visual perception result whether there is a curb on the primary collision target side of the current vehicle; In response to a curb existing on the primary collision target side of the current vehicle, determining a first lateral position of the primary collision target when reaching the first collision time based on the visual perception result; Determining a second lateral position of the current vehicle when the current vehicle reaches the first collision time based on the motion information of the current vehicle; determining a track intersection state between the current vehicle and the primary collision target based on the first lateral position and the second lateral position; In response to the track intersection state being an intersection, determining that a trigger requirement of an emergency braking function corresponding to the primary collision target is a trigger; In response to the track intersection state being no intersection, determining that the triggering requirement of the emergency braking function corresponding to the main collision target is inhibiting triggering.

6. The method according to claim 5, wherein: The determining, based on the first lateral position and the second lateral position, a track intersection state between the current vehicle and the primary collision target includes: determining an overlap value based on the first lateral position, the second lateral position, a vehicle width of the current vehicle, and a first width of the primary collision target; In response to the overlap value being less than zero, determining the track intersection state to be intersection; In response to the overlap value being greater than or equal to zero, the track crossing state is determined to be uncrossed.

7. The method according to claim 5, wherein: The determining, based on the visual perception result, a first lateral position of the main collision target when reaching the first collision time includes: Based on the visual perception result, determining the motion information of the main collision target; Based on the motion information of the main collision target, determining a first rotational travel distance of the main collision target when reaching the first collision time, and a first angle between a radius of curvature of the main collision target and a longitudinal direction of the current vehicle; Determining the horizontal coordinate and the vertical coordinate of the rotation center point of the main collision target based on the curvature radius and the first angle; The first lateral position of the main collision target when reaching the first collision time is determined based on the first travel distance, the abscissa and the ordinate of the rotation center point.

8. The method according to claim 1, wherein: Based on the visual perception results, the main collision target is determined, including: Based on the visual perception result, determining target information corresponding to each target within the visual range; The main collision target is determined based on the target information respectively corresponding to each of the targets.

9. The method according to claim 8, wherein: The determining the main collision target based on the target information respectively corresponding to each of the targets includes: Determine the lateral speed and the longitudinal speed corresponding to each of the targets based on the target information corresponding to each of the targets; The target whose lateral speed is greater than a first speed threshold and whose longitudinal speed is less than a second speed threshold is regarded as the main collision target with a traversing tendency.

10. A control device for triggering an emergency braking function, comprising: A first processing module is used to determine a main collision target and lane line information based on the visual perception result, wherein the main collision target is an object with a collision risk with the current vehicle; A second processing module, configured to determine a triggering requirement of an emergency braking function corresponding to the main collision target based on the lane line information and the visual perception result; a third processing module, configured to control the suppression of the triggering of the emergency braking function in response to the triggering requirement of the emergency braking function being the suppression of the triggering; Wherein, the second processing module includes: A first determination unit, configured to determine whether there is a first target between the current vehicle and the main collision target based on the lane line information and the visual perception result; a second determining unit, configured to determine, in response to the presence of the first target between the current vehicle and the primary collision target, a first collision time between the current vehicle and the primary collision target and a second collision time between the first target and the primary collision target based on the visual perception result; A third determining unit is configured to determine a triggering requirement of an emergency braking function corresponding to the main collision target based on the first collision time and the second collision time.

11. A computer-readable storage medium storing a computer program, wherein the computer program is used to execute the control method for triggering an emergency braking function as claimed in any one of claims 1 to 9.

12. An electronic device, comprising: processor; a memory for storing instructions executable by the processor; The processor is used to read the executable instructions from the memory and execute the instructions to implement the control method for triggering the emergency braking function as described in any one of claims 1 to 9.

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