Pedestrian avoidance method and device for safety and efficiency

Abstract

The present invention discloses a pedestrian avoidance method and device for safety and efficiency. The method includes: sensing whether there is an obstacle in front of the vehicle; if there is, sensing the distance between the vehicle and the monitored vehicle located at the rear of the vehicle; if the distance is less than the distance threshold, controlling the vehicle to decelerate uniformly to stop at different braking decelerations; obtaining the driving information of the monitored vehicle during the vehicle's operation at different braking decelerations; determining the rear-end collision risk rate of the vehicle and the vehicle's impact rate on traffic based on the driving information of the monitored vehicle; determining the vehicle's avoidance decision based on the rear-end collision risk rate of the vehicle and the vehicle's impact rate on traffic. The present invention solves the technical problem of low efficiency of vehicles in avoiding collisions with pedestrians during driving.

Description

Technical Field

[0001] The present invention relates to the field of vehicles, and in particular to a pedestrian avoidance method and device oriented to safety and efficiency. Background Art

[0002] Currently, when a vehicle avoids collision with pedestrians during driving, it usually uses a forward collision warning system or an automatic braking system to sense pedestrians in front of the vehicle and perform emergency braking to avoid collision with pedestrians. However, the above technologies are only aimed at avoiding collision with pedestrians. When there are pedestrians in front of the vehicle and vehicles coming from behind, emergency braking may not be able to avoid collision with pedestrians, and the vehicle will be rear-ended by the vehicle behind, causing a traffic accident.

[0003] Currently, no effective solution has been proposed to address the problem of low efficiency of vehicles in avoiding collisions with pedestrians while driving. Summary of the invention

[0004] The embodiments of the present invention provide a pedestrian avoidance method and device oriented to safety and efficiency, so as to at least solve the technical problem of low efficiency in avoiding collision with pedestrians during driving of a vehicle.

[0005] According to one aspect of an embodiment of the present invention, a pedestrian avoidance method for safety and efficiency is provided, wherein the method comprises: sensing whether there is an obstacle in front of a vehicle; if so, sensing the distance between the vehicle and a vehicle to be monitored located at the rear of the vehicle; if the distance is less than a distance threshold, controlling the vehicle to decelerate uniformly to a stop at different braking decelerations; while the vehicle is running at different braking decelerations, obtaining driving information of the vehicle to be monitored, wherein the driving information of the vehicle to be monitored comprises at least: a braking deceleration of the vehicle to be monitored corresponding to a braking deceleration different from that of the vehicle; determining the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic based on the driving information of the vehicle to be monitored; and determining the vehicle avoidance decision based on the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic.

[0006] Optionally, the method further includes: if the interval is greater than a distance threshold, determining that the vehicle has no risk of being rear-ended by the vehicle to be monitored.

[0007] Optionally, sensing whether there is an obstacle in front of the vehicle includes: acquiring real-time information of the vehicle and the obstacle, wherein the obstacle is a pedestrian in front of the vehicle, the real-time information of the vehicle is the vehicle's speed, acceleration, and yaw angular velocity, and the real-time information of the pedestrian is the pedestrian's longitudinal distance, lateral distance, longitudinal moving speed, and lateral moving speed; based on the real-time information of the vehicle and the obstacle, sensing whether there is a pedestrian in front of the vehicle.

[0008] Optionally, if present, sensing the distance between the vehicle and the vehicle to be monitored located at the rear of the vehicle, including: if there is a pedestrian in front of the vehicle, determining whether the pedestrian collides with the vehicle; when the pedestrian collides with the vehicle, determining the braking deceleration of the vehicle so that the vehicle travels according to the braking deceleration to avoid a collision between the vehicle and the pedestrian; when the pedestrian does not collide with the vehicle, sensing the distance between the vehicle and the vehicle to be monitored located at the rear of the vehicle.

[0009] Optionally, when the vehicle is running at different braking decelerations, the driving information of the vehicle to be monitored is obtained, including: when the vehicle is running at different braking decelerations, when the vehicle to be monitored decelerates to the same speed as the vehicle and the distance between the vehicle to be monitored and the vehicle is a distance threshold, the driving information of the vehicle to be monitored is obtained.

[0010] Optionally, based on the driving information of the vehicle to be monitored, the rear-end collision risk rate of the vehicle is determined, including: when the braking deceleration of the vehicle to be monitored is the braking deceleration threshold, determining the rear-end collision risk rate of the vehicle as the rear-end collision risk rate threshold; when the braking deceleration of the vehicle to be monitored is less than the braking deceleration threshold, determining the rear-end collision risk rate of the vehicle as the rear-end collision risk rate threshold; when the braking deceleration of the vehicle to be monitored is greater than the braking deceleration threshold, determining the rear-end collision risk rate of the vehicle based on the braking deceleration of the vehicle to be monitored.

[0011] Optionally, based on the driving information of the vehicle to be monitored, the impact rate of the vehicle on the traffic is determined, including: based on the different braking decelerations of the vehicles, determining different rear-end collision risk rates of the vehicles corresponding to the different braking decelerations of the vehicles; selecting the lowest rear-end collision risk rate from the different rear-end collision risk rates of the vehicles, and determining the braking deceleration of the vehicle corresponding to the lowest rear-end collision risk rate; linearly processing the average speed of the vehicle and the braking deceleration of the vehicle corresponding to the lowest rear-end collision risk rate to obtain the impact rate of the vehicle on the traffic.

[0012] Optionally, based on the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic, the vehicle's avoidance decision is determined, including: when the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic are both less than a fixed threshold, determining that the vehicle slows down and gives way; when the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic are not both less than the fixed threshold, determining that the vehicle passes at a constant speed.

[0013] Optionally, after determining the avoidance decision of the vehicle, the method further includes: outputting the avoidance decision of the vehicle to a front windshield holographic projection instrument.

[0014] According to another aspect of an embodiment of the present invention, a pedestrian avoidance device for safety and efficiency is also provided, including: a perception unit, used to sense whether there is an obstacle in front of the vehicle; a sensing unit, used to sense the distance between the vehicle and a monitored vehicle located at the rear of the vehicle if there is an obstacle; a control unit, used to control the vehicle to decelerate uniformly to a stop at different braking decelerations if the distance is less than a distance threshold; an acquisition unit, used to acquire the driving information of the monitored vehicle when the vehicle is running at different braking decelerations, wherein the driving information of the monitored vehicle includes at least: the braking deceleration of the monitored vehicle corresponding to a braking deceleration different from that of the vehicle; a first determination unit, used to determine the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic based on the vehicle's driving information; and a second determination unit, used to determine the vehicle's avoidance decision based on the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic.

[0015] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium includes a stored program, wherein when the program is executed, the device where the computer-readable storage medium is located is controlled to execute the method for determining the fault tolerance time interval of a vehicle according to an embodiment of the present invention.

[0016] According to another aspect of an embodiment of the present invention, a processor is provided, wherein the processor is used to run a program, wherein when the program is run, the pedestrian avoidance method for safety and efficiency according to an embodiment of the present invention is executed.

[0017] According to another aspect of an embodiment of the present invention, a vehicle is provided. The vehicle is used to execute the pedestrian avoidance method for safety and efficiency according to an embodiment of the present invention.

[0018] In an embodiment of the present invention, it is sensed whether there is an obstacle in front of the vehicle; if so, the distance between the vehicle and the vehicle to be monitored located at the rear of the vehicle is sensed; if the distance is less than a distance threshold, the vehicle is controlled to decelerate uniformly to a stop at different braking decelerations; while the vehicle is running at different braking decelerations, the driving information of the vehicle to be monitored is obtained, wherein the driving information of the vehicle to be monitored includes at least: the braking deceleration of the vehicle to be monitored corresponding to a braking deceleration different from that of the vehicle; based on the driving information of the vehicle to be monitored, the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic are determined; based on the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic, the avoidance decision of the vehicle is determined. That is to say, the embodiment of the present invention first senses whether there is an obstacle in front of the vehicle; when there is an obstacle, senses the distance between the vehicle and the monitored vehicle located at the rear of the vehicle; when the distance is less than the distance threshold, controls the vehicle to decelerate uniformly to a stop at different braking decelerations; secondly, while the vehicle is running at different braking decelerations, obtains the driving information of the monitored vehicle, and finally determines the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic based on the driving information of the monitored vehicle, and determines the vehicle's avoidance decision based on the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic, thereby achieving the purpose of not colliding with the obstacle in front of the vehicle and being rear-ended by the rear vehicle and ensuring smooth traffic when there is an obstacle in front of the vehicle and a monitored vehicle behind it, solving the technical problem of low efficiency of avoiding collision with pedestrians during driving, and achieving the technical effect of improving the efficiency of avoiding collision with pedestrians during driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0020] Figure 1 is a flow chart of a pedestrian avoidance method for safety and efficiency according to an embodiment of the present invention;

[0021] Figure 2 is a schematic diagram of a pedestrian avoidance decision-making auxiliary driving system for safety and efficiency according to an embodiment of the present invention;

[0022] Figure 3 is another operation flow chart of a pedestrian avoidance decision-making auxiliary driving system for safety and efficiency according to an embodiment of the present invention;

[0023] Figure 4 Schematic diagram of a pedestrian avoidance device for safety and efficiency according to an embodiment of the present invention. DETAILED DESCRIPTION

[0024] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only embodiments of a part of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0025] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that such use can be interchangeable where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0026] Example 1

[0027] According to an embodiment of the present invention, a pedestrian avoidance method for safety and efficiency is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in an order different from that shown here.

[0028] Figure 1 is a flow chart of a pedestrian avoidance method for safety and efficiency according to an embodiment of the present invention. Figure 1 As shown, the method may include the following steps:

[0029] Step S101, sensing whether there is an obstacle in front of the vehicle.

[0030] In the technical solution provided in the above step S101 of the present invention, the forward visual perception system in the vehicle senses whether there is an obstacle in front of the vehicle, wherein the obstacle may be a pedestrian walking in front of the vehicle.

[0031] Step S102 : if present, sense the distance between the vehicle and the vehicle to be monitored located behind the vehicle.

[0032] In the technical solution provided in the above step S102 of the present invention, when there is a pedestrian walking in front of the vehicle and the rearward millimeter-wave radar of the vehicle senses that there is a vehicle to be monitored at the rear of the vehicle, the rearward millimeter-wave radar senses the distance between the vehicle and the vehicle to be monitored located at the rear of the vehicle.

[0033] Step S103: If the distance is less than the distance threshold, the vehicle is controlled to decelerate uniformly at different braking deceleration rates until it stops.

[0034] In the technical solution provided in the above step S103 of the present invention, when the distance between the vehicle and the monitored vehicle behind the vehicle is less than the distance threshold, the vehicle is at risk of being rear-ended by the monitored vehicle, that is, the vehicle runs to a stop at different decelerations.

[0035] For example, when the distance between the vehicle and the monitored vehicle behind the vehicle is less than 1 meter, the vehicle is at risk of being rear-ended by the monitored vehicle, i.e., the vehicle is braking at a deceleration of -0.2 m / s. 2 The vehicle decelerates evenly until it stops, with a braking deceleration of -0.4m / s 2 The vehicle decelerates evenly until it stops, with a braking deceleration of -0.6m / s 2 The vehicle is decelerating evenly until it stops. When the vehicle is decelerating evenly, the braking deceleration is 0.2m / s. 2 is the step length until the braking deceleration reaches -4m / s 2 .

[0036] Step S104, when the vehicle is running at different braking decelerations, the driving information of the vehicle to be monitored is obtained, wherein the driving information of the vehicle to be monitored at least includes: the braking deceleration of the vehicle to be monitored corresponding to the braking deceleration different from the vehicle.

[0037] In the technical solution provided in the above step S104 of the present invention, when the vehicle is running at different braking decelerations, the braking deceleration of the vehicle to be monitored corresponding to the different braking decelerations of the vehicle is obtained.

[0038] For example, when the vehicle is braking at a deceleration of -0.2m / s 2 During uniform deceleration, the braking deceleration of the monitored vehicle is -0.3m / s 2 When the vehicle brakes at a deceleration of -0.4m / s 2 During uniform deceleration, the braking deceleration of the monitored vehicle is -0.5m / s 2 When the vehicle brakes at a deceleration of -0.6m / s 2 During uniform deceleration, the braking deceleration of the monitored vehicle is -0.7m / s 2 , and so on, until the vehicle brakes at a deceleration of -4m / s 2During uniform deceleration, the braking deceleration of the monitored vehicle is -5m / s 2 , which is only used as an example here and is not specifically limited.

[0039] Step S105, based on the driving information of the vehicle to be monitored, determining the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic.

[0040] In the technical solution provided in the above step S105 of the present invention, the rear-end collision risk rate of the vehicle is the risk of the vehicle being rear-ended by the monitored vehicle when the vehicle is running at a braking deceleration and the monitored vehicle is running at the braking deceleration corresponding to the vehicle; the impact rate of the vehicle on traffic is that the deceleration of the vehicle will cause the deceleration of the monitored vehicle, affecting the upstream traffic efficiency; a linear operation is performed on the braking deceleration of the monitored vehicle to obtain the rear-end collision risk rate of the vehicle; the lowest rear-end collision risk rate of the vehicle is determined according to different braking accelerations of the monitored vehicle, and the impact rate of the vehicle on traffic is determined according to the lowest rear-end collision risk rate of the vehicle and the average speed of the vehicle over a period of time.

[0041] For example, when the vehicle decelerates, the monitored vehicle decelerates at a braking deceleration corresponding to the braking deceleration of the vehicle, when the braking deceleration of the monitored vehicle reaches -4m / s 2 When the vehicle is rear-ended by the monitored vehicle, the risk rate is 1. When the braking deceleration of the monitored vehicle is less than -4m / s 2 The risk rate of a vehicle being rear-ended by a monitored vehicle is 1. When the braking deceleration of the monitored vehicle is greater than -4 m / s 2 , the risk rate of a vehicle being rear-ended by the vehicle to be monitored is negative one-fourth of the braking acceleration of the vehicle to be detected.

[0042] Step S106, determining the vehicle's avoidance decision based on the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic.

[0043] In the technical solution provided in the above step S106 of the present invention, if the vehicle's avoidance decision is that there is a collision between the vehicle and the pedestrian, the vehicle needs to slow down and give way; if there is no collision between the vehicle and the pedestrian and there is a vehicle to be monitored behind the vehicle, when the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic are both lower than the threshold, the vehicle slows down and gives way; when the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic are not both lower than the threshold, the vehicle pays attention to passing at a constant speed.

[0044] For example, when there is a collision between a vehicle and a pedestrian, the vehicle slows down and avoids the collision by braking acceleration and deceleration; when there is no collision between the vehicle and the pedestrian and there is a vehicle to be monitored behind the vehicle, when the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic are both lower than 0.4, the vehicle slows down and gives way; when the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic are not both lower than 0.4, the vehicle passes at a constant speed.

[0045] In the above steps S101 to S106 of the present application, in an embodiment of the present invention, first, it is sensed whether there is an obstacle in front of the vehicle; when there is an obstacle, the distance between the vehicle and the monitored vehicle located at the rear of the vehicle is sensed; when the distance is less than the distance threshold, the vehicle is controlled to decelerate uniformly to a stop at different braking decelerations; secondly, while the vehicle is running at different braking decelerations, the driving information of the monitored vehicle is obtained, and finally, based on the driving information of the monitored vehicle, the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic are determined, and based on the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic, the vehicle's avoidance decision is determined, thereby achieving the purpose of when there is an obstacle in front of the vehicle and a monitored vehicle behind it, the vehicle's driving strategy ensures that the vehicle does not collide with the obstacle in front, is not rear-ended by the rear vehicle, and traffic is smooth, solves the technical problem of low efficiency of avoiding collision with pedestrians during driving, and achieves the technical effect of improving the efficiency of avoiding collision with pedestrians during driving.

[0046] The above method of this embodiment is further introduced below.

[0047] As an optional embodiment, the method further includes: if the distance is greater than a distance threshold, determining that the vehicle has no risk of being rear-ended by the monitored vehicle.

[0048] In this embodiment, the distance threshold is the minimum safety distance between the vehicle and the vehicle to be monitored. When the distance between the vehicle and the vehicle to be monitored is greater than the minimum safety distance threshold, the vehicle has no risk of being rear-ended by the vehicle to be monitored.

[0049] For example, when the vehicle is braking at the maximum deceleration of -4m / s 2 After decelerating to a stop, the monitored vehicle begins to brake at the maximum deceleration of -4m / s 2 When the vehicle decelerates to a stop and the time it takes for the monitored vehicle to decelerate to a stop is greater than 5 seconds, and when the distance between the vehicle and the monitored vehicle is greater than the minimum safety distance of 1 meter, there is no risk of the vehicle being rear-ended by the monitored vehicle.

[0050] As an optional implementation method, step 101, sensing whether there is an obstacle in front of the vehicle, includes: acquiring real-time information of the vehicle and the obstacle, wherein the obstacle is a pedestrian in front of the vehicle, the real-time information of the vehicle is the vehicle's speed, acceleration, and yaw angular velocity, and the real-time information of the pedestrian is the pedestrian's longitudinal distance, lateral distance, longitudinal moving speed, and lateral moving speed; based on the real-time information of the vehicle and the obstacle, sensing whether there is a pedestrian in front of the vehicle.

[0051] In this embodiment, the information of pedestrians in front of the vehicle is obtained from the forward visual perception subsystem, where pedestrians are divided into three categories: pedestrians crossing, pedestrians moving longitudinally, and pedestrians stationary. The pedestrian information includes the longitudinal distance of pedestrians, the lateral distance of pedestrians, the longitudinal moving speed of pedestrians, and the lateral moving speed of pedestrians; the rear vehicle information is obtained from the rear millimeter wave radar subsystem, including the speed of the rear vehicle, the acceleration of the rear vehicle, and the longitudinal distance of the rear vehicle; the speed of the vehicle, the acceleration of the vehicle, and the yaw angular velocity are obtained from the vehicle bus. When the forward visual perception subsystem of the vehicle obtains the information of pedestrians in front of the vehicle, the pedestrian is the pedestrian closest to the vehicle within a width of 8 meters centered on the center line of the vehicle within 100 meters in front of the vehicle, and it is determined that there is a pedestrian in front of the vehicle.

[0052] As an optional embodiment, step 102, if any, senses the distance between the vehicle and the vehicle to be monitored located at the rear of the vehicle, including: if there is a pedestrian in front of the vehicle, determining whether the pedestrian collides with the vehicle; when the pedestrian collides with the vehicle, determining the braking deceleration of the vehicle so that the vehicle travels according to the braking deceleration to avoid a collision between the vehicle and the pedestrian; when the pedestrian does not collide with the vehicle, sensing the distance between the vehicle and the vehicle to be monitored located at the rear of the vehicle.

[0053] In this embodiment, when there is a pedestrian in front of the vehicle, the type of the pedestrian is determined, and whether the pedestrian and the vehicle will collide is determined based on the type of the pedestrian and the driving information of the vehicle and the pedestrian; when the vehicle collides with the pedestrian, if it is determined that the pedestrian is crossing from the left side, the vehicle's braking deceleration is applied to the pedestrian crossing from the left side to avoid a collision between the vehicle and the pedestrian crossing from the left side; when the vehicle collides with the pedestrian, if it is determined that the pedestrian is crossing from the right side, the vehicle's braking deceleration is applied to the pedestrian crossing from the right side to avoid a collision between the vehicle and the pedestrian crossing from the right side; when the vehicle collides with the pedestrian, if it is determined that the pedestrian is walking longitudinally, the vehicle's braking deceleration is applied to the pedestrian walking longitudinally to avoid a collision between the vehicle and the pedestrian.

[0054] As an optional implementation method, step 104, obtaining the driving information of the vehicle to be monitored when the vehicle is running at different braking decelerations, includes: when the vehicle to be monitored decelerates to the same speed as the vehicle and the distance between the vehicle to be monitored and the vehicle is at a distance threshold, obtaining the driving information of the vehicle to be monitored.

[0055] In this embodiment, when the vehicle is running at different braking decelerations, when the vehicle is running at a braking deceleration, the monitored vehicle reacts for 1 second and then the monitored vehicle starts to decelerate until the monitored vehicle decelerates to the same speed as the vehicle and the distance between the monitored vehicle and the vehicle is a distance threshold, thereby obtaining a braking deceleration corresponding to the braking deceleration of the monitored vehicle and the vehicle.

[0056] As an optional implementation method, step 105 determines the rear-end collision risk rate of the vehicle based on the driving information of the vehicle to be monitored, including: when the braking deceleration of the vehicle to be monitored is the braking deceleration threshold, determining the rear-end collision risk rate of the vehicle as the rear-end collision risk rate threshold; when the braking deceleration of the vehicle to be monitored is less than the braking deceleration threshold, determining the rear-end collision risk rate of the vehicle as the rear-end collision risk rate threshold; when the braking deceleration of the vehicle to be monitored is greater than the braking deceleration threshold, determining the rear-end collision risk rate of the vehicle based on the braking deceleration of the vehicle to be monitored.

[0057] For example, the rear-end collision risk rate is normalized to 1, when the braking deceleration of the monitored vehicle reaches -4m / s 2 When the vehicle's rear-end collision risk rate is set to 1; when the braking deceleration of the monitored vehicle is less than -4m / s 2 When the vehicle's rear-end collision risk rate is 1, when the braking deceleration of the monitored vehicle is greater than -4m / s 2 When , the rear-end collision risk rate of the vehicle is negative one-fourth of the braking deceleration of the monitored vehicle.

[0058] As an optional implementation method, step 105 determines the impact rate of the vehicle on traffic based on the driving information of the vehicle to be monitored, including: determining different rear-end collision risk rates of the vehicle corresponding to the different braking decelerations of the vehicle based on the different braking decelerations of the vehicle; selecting the lowest rear-end collision risk rate from the different rear-end collision risk rates of the vehicle, and determining the braking deceleration of the vehicle corresponding to the lowest rear-end collision risk rate; linearly processing the average vehicle speed and the braking deceleration of the vehicle corresponding to the lowest rear-end collision risk rate to obtain the impact rate of the vehicle on traffic.

[0059] In this embodiment, the rear-end collision risk rate is normalized according to the braking deceleration of the vehicle, and one braking deceleration corresponds to one rear-end collision risk rate, that is, different braking decelerations of the vehicle correspond to different rear-end collision risk rates of the vehicle, and the lowest rear-end collision risk rate is selected from the different rear-end collision risk rates of the vehicle; the average vehicle speed within a fixed time and the braking deceleration of the vehicle corresponding to the lowest rear-end collision risk rate of the vehicle are linearly calculated to obtain the impact rate of the vehicle on traffic.

[0060] For example, when the vehicle is braking at a deceleration of -0.2m / s 2 During uniform deceleration, the braking deceleration of the monitored vehicle is -0.3m / s 2 , the rear-end collision risk rate of the vehicle is 0.075; when the vehicle brakes at a deceleration of -0.4m / s 2 During uniform deceleration, the braking deceleration of the monitored vehicle is -0.5m / s 2 , the rear-end collision risk rate of the vehicle is 1; when the vehicle brakes at a deceleration of -0.6m / s 2 During uniform deceleration, the braking deceleration of the monitored vehicle is -0.7m / s2 , the rear-end collision risk rate of the vehicle is 1; the lowest rear-end collision risk rate is 0.075 selected from the above three rear-end collision risk rates. The rear-end collision risk rate of 0.075 corresponds to a vehicle braking deceleration of -0.2m / s 2 , determine the vehicle at -0.2m / s 2 Slow down. The average speed of the vehicle within 5 minutes is 20km / h. According to 20km / h and -0.2m / s 2 The impact rate of vehicles on traffic is obtained to be 0.32.

[0061] As an optional implementation method, step 106 determines the vehicle's avoidance decision based on the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic, including: when the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic are both less than a fixed threshold, determining that the vehicle slows down and gives way; when the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic are not both less than the fixed threshold, determining that the vehicle passes at a constant speed.

[0062] In this embodiment, when the rear-end collision risk rate and the vehicle's impact rate on traffic are both less than 0.4, the vehicle slows down and gives way; when the rear-end collision risk rate and the vehicle's impact rate on traffic are not both less than 0.4, the vehicle passes at a constant speed.

[0063] As an optional embodiment, after determining the avoidance decision of the vehicle, the method further includes: outputting the avoidance decision of the vehicle to a front windshield holographic projection instrument.

[0064] In this embodiment, the vehicle avoidance decision is output, wherein the vehicle avoidance decision includes: the vehicle can pass at a constant speed, the vehicle decelerates to avoid, and guides the vehicle's deceleration intensity.

[0065] This embodiment first senses whether there is an obstacle in front of the vehicle; when there is an obstacle, it senses the distance between the vehicle and the monitored vehicle located at the rear of the vehicle; when the distance is less than the distance threshold, the vehicle is controlled to decelerate uniformly to a stop at different braking decelerations; when the distance is greater than the distance threshold, the vehicle has no risk of being rear-ended by the monitored vehicle. Secondly, while the vehicle is running at different braking decelerations, the driving information of the monitored vehicle is obtained, and finally, based on the driving information of the monitored vehicle, the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic are determined, and based on the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic, the vehicle's avoidance decision is determined, thereby achieving the purpose of when there is an obstacle in front of the vehicle and a monitored vehicle behind it, the vehicle's driving strategy ensures that the vehicle does not collide with the obstacle in front, is not rear-ended by the rear vehicle, and ensures smooth traffic, solves the technical problem of low efficiency of avoiding pedestrians during driving, and achieves the technical effect of improving the efficiency of avoiding pedestrians during driving.

[0066] Example 2

[0067] The technical solution of the embodiment of the present invention is illustrated below in conjunction with preferred implementation modes.

[0068] Pedestrians, as a vulnerable group in road traffic, have become the most serious victims in human-vehicle collision accidents. Currently, there are various advanced driving assistance systems that assist drivers in avoiding collisions with pedestrians in front through early warning or active control. For example, the forward collision warning system can sense pedestrians in front through sensors such as machine vision and millimeter-wave radar, and provide early warnings to the driver if it is determined that there is a risk of collision with the vehicle. The automatic emergency braking system also senses pedestrians in front through sensors such as machine vision and millimeter-wave radar, and actively takes emergency braking to avoid collisions with pedestrians when it is determined that it is difficult for the driver to avoid collisions with pedestrians. There are also some systems such as night vision systems that can identify pedestrians in front at night through infrared remote sensing and other methods, and give prompts to the driver.

[0069] However, the above existing technologies only aim to avoid collisions. In emergency situations, they provide warnings and emergency braking assistance to the driver, or always provide information about pedestrians ahead for the driver to make decisions. No relevant advanced driving assistance system has been found to provide pedestrian avoidance decisions to the driver in response to the scene where pedestrians appear ahead, taking into account the prevention of rear-end collisions, the impact on rear traffic efficiency, and the safety of pedestrians, so as to allow the driver to determine the traffic strategy in advance, thereby achieving the effects of avoiding collisions with pedestrians, preventing rear-end collisions, and minimizing the impact on upstream traffic. In an emergency, being forced to brake suddenly may not only fail to avoid collisions with pedestrians, but may also easily cause the vehicle to be rear-ended by vehicles coming from behind, thereby causing secondary accidents. In addition, improper braking and deceleration will cause serious traffic congestion.

[0070] In order to overcome the above problems, the embodiment of the present invention proposes a pedestrian avoidance decision-making assistance driving system and method for safety and efficiency. In view of the pedestrian situation ahead during driving, the three factors of pedestrian collision avoidance, rear-end collision prevention, and impact on upstream traffic are comprehensively considered to provide the driver with pedestrian avoidance decision assistance, prompting the driver to slow down or stop to give way, avoid sudden braking or large braking before collision, and reduce the risk of the vehicle being rear-ended by the rear vehicle and causing upstream traffic congestion; build a pedestrian avoidance decision-making assistance driving system for safety and efficiency, such as Figure 2 As shown, Figure 2Schematic diagram of a pedestrian avoidance decision-making assisted driving system for safety and efficiency. The system is mainly composed of a rearward millimeter-wave radar subsystem 201, a forward visual perception subsystem 202, a vehicle bus 203, a domain controller 204, a human-machine interaction interface 205, and a front windshield holographic projector 206. The rearward millimeter-wave radar subsystem 201 identifies and selects the vehicle immediately behind the vehicle, and sends the rear vehicle motion state information to the domain controller 204, wherein the rear vehicle motion state information includes the rear vehicle speed, the rear vehicle longitudinal distance, and the rear vehicle acceleration; the forward visual perception subsystem 202 identifies and selects the pedestrian in front of the vehicle, and sends the pedestrian longitudinal distance, lateral distance, longitudinal moving speed, lateral acceleration, and other information to the domain controller 204. Moving speed; the domain controller 204 can obtain the vehicle speed, acceleration, and yaw angular velocity of the vehicle in real time from the vehicle bus 203; the domain controller 204 summarizes the status information of the front and rear targets and the vehicle of the rear millimeter-wave radar subsystem 201, the forward visual perception subsystem 202 and the vehicle bus 203, and receives the driver's on or off setting of the system from the human-computer interaction interface 205. If the system is turned on, the decision iteration is performed in real time, and the pedestrian avoidance decision is output. The decision results include slow passage, slow down to give way (bypass), recommended deceleration, and recommended target speed. If the system is turned off, the system does not run; the front windshield holographic projector 206 is used to display system-related information to the driver in real time, including decision results, real-time vehicle speed, and real-time acceleration.

[0071] The embodiment of the present invention proposes a pedestrian avoidance decision-making auxiliary driving system oriented to safety and efficiency. Figure 3 1 is a flow chart of an operation method of a pedestrian avoidance decision-making assistance driving system for safety and efficiency according to an embodiment of the invention. Figure 3 As shown, the method may include the following steps:

[0072] Step 301, obtaining real-time information.

[0073] The forward visual perception subsystem 201 obtains the pedestrian information in front, and sets the screening rule of the forward visual perception subsystem 202 for screening pedestrians as the pedestrian closest to the vehicle within a width of 8 meters centered on the center line of the vehicle within 100 meters in front of the vehicle. Pedestrians are divided into three categories, namely, pedestrians crossing, pedestrians moving longitudinally, and pedestrians at rest. The pedestrian information includes the longitudinal distance of the pedestrian, the lateral distance of the pedestrian, the longitudinal moving speed of the pedestrian, and the lateral moving speed of the pedestrian; the rear vehicle information is obtained from the rear millimeter-wave radar subsystem 201, including the speed of the rear vehicle, the acceleration of the rear vehicle, and the longitudinal distance of the rear vehicle; the speed of the vehicle, the acceleration of the vehicle, and the yaw angular velocity are obtained from the vehicle bus 203.

[0074] Step 302, determine whether there is a target pedestrian.

[0075] For the vehicle driving straight on a straight or slightly curved urban road, the speed range is 10km / h-80km / h. The vehicle speed v is known. host , yaw angular velocity θ h , then the current vehicle driving radius r can be estimated h =v host / θ h , if r h <250m or v host <10km / h or v host >80km / h, it is considered that the current operating condition exceeds the system range and the process returns to step 301; otherwise, it continues to determine whether there is a target pedestrian. If the forward visual perception subsystem does not output the filtered pedestrian information, it is considered that there is no pedestrian ahead and the process returns to step 301; if the forward visual perception subsystem outputs the filtered pedestrian information, the process proceeds to step 303.

[0076] Step 303: predicting a collision between a person and a vehicle.

[0077] The longitudinal distance x of the pedestrian is known. p , pedestrian lateral distance y p , pedestrian longitudinal speed v px , pedestrian lateral speed v py , vehicle width w host . The lateral distance is biased to the left, the lateral speed is positive when it is to the left, and negative when it is to the left. The longitudinal speed is positive when it is forward, and negative when it is to the left. First, determine the type of pedestrian. If |v py |>0.5m / s, it is a pedestrian crossing; if |v py |≤0.5m / s and |v px |>0.5m / s, it is a vertically moving pedestrian; if |v px |≤0.5m / s and |v py |≤0.5m / s, then it is a stationary pedestrian; secondly, determine whether the pedestrian collides with the vehicle; calculate the time t when the vehicle and the pedestrian reach the same longitudinal position along the current direction of the vehicle. xhp As follows: t xhp =d xhp / (v host -v px ); calculate the lateral displacement of the pedestrian during this period of time as follows: s py =v py t xhp , then the distance between the pedestrian and the centerline of the vehicle can be obtained as follows: d yhp =d 0_yhp -s py , where d 0_yph The lateral distance between the vehicle and the pedestrian at the initial moment; if |d yhp |≤0.55w host, the system believes that the vehicle will collide with the pedestrian in front at the current speed, otherwise there is no collision; if it is determined that there is a collision between the pedestrian and the vehicle, the process proceeds to step 304, otherwise it directly proceeds to step 305.

[0078] Step 304, estimating the lower limit of the braking intensity.

[0079] After determining that there is a collision between the vehicle and the pedestrian, calculate the braking deceleration of the vehicle to start uniform deceleration in order to avoid a collision with the pedestrian. That is, when the vehicle and the pedestrian reach the same longitudinal position along the road direction, the pedestrian crossing the road is no longer within the width of the vehicle, or the pedestrian walking longitudinally is at the same speed as the vehicle.

[0080] For pedestrians crossing the road, solving the following set of equations can obtain the braking deceleration for pedestrians crossing the road:

[0081] When pedestrians cross from the left:

[0082]

[0083] When pedestrians cross from the right:

[0084]

[0085] For longitudinal pedestrians, solving the equations gives the braking deceleration for longitudinal pedestrians:

[0086]

[0087] Among them, t xhpb The duration that the vehicle is in the deceleration process.

[0088] Step 305 , assessing the risk of the vehicle being rear-ended and the impact of the vehicle on traffic efficiency.

[0089] Set the rear vehicle braking reaction time t br is 1s, the minimum safe distance between workshops is d s The maximum braking intensity of the rear vehicle is set to -4m / s 2 .

[0090] If the vehicle is traveling in the current state, it will collide with the pedestrian. Then the current distance to collision time t is known. xhp , using minimum braking intensity a h The time to reach the pedestrian position is t xhpb In this case, the vehicle must give way to pedestrians. If the vehicle does not collide with pedestrians in its current state, it is necessary to evaluate the risk of rear-end collision and the impact on traffic efficiency by slowing down and giving way.

[0091] This system is different from the automatic emergency braking system. When it recognizes pedestrians, it will start to give evasive suggestions to the driver to avoid emergency braking. The maximum braking intensity set by the system for the vehicle to avoid pedestrians is -4m / s 2 .

[0092] The system determines that the vehicle has no risk of rear-end collision when: the rear-facing millimeter-wave radar does not screen out the rear vehicle; there is a vehicle behind, but the distance between the vehicle and the rear vehicle meets the following distance conditions:

[0093]

[0094] The above formula means that after the vehicle decelerates to a stop with the maximum braking intensity of -4m / s2, the vehicle behind it starts to brake with the maximum braking intensity of -4m / s2. 2 Slow down to stop, the minimum safe distance between the vehicle and the vehicle is 1m, and the time it takes for the vehicle behind to slow down to stop is more than 5s. bhs is the distance threshold for no rear-end collision risk when there is a rear vehicle. If the distance is not less than this, the vehicle has no rear-end collision risk, i.e., p bc =0.

[0095] If there is a vehicle behind, and the distance between the vehicles is d bh <d bhs , then there is a risk of rear-end collision for this car. To evaluate the risk of rear-end collision, let this car have a h Slow down, take a h The feasible values ​​are {-0.2, -0.4, -0.6, -0.8, ..., -4}, with a speed of 0.2 m / s 2 is the step length. Assume that the movement process of the vehicle and the following vehicle is that when the vehicle starts to decelerate, the driver of the following vehicle starts to brake after the reaction time, with a total delay of 1s, and decelerates to the same speed as the front vehicle and the distance between vehicles is the minimum safe distance of 1m. Traverse the feasible deceleration of the vehicle and solve the following equations to obtain the braking intensity a required by the following vehicle corresponding to the deceleration of the vehicle b .

[0096]

[0097] In the above formula, t b is the time it takes for the vehicle to decelerate until the speed of the front and rear vehicles is the same, v b is the speed of the following vehicle, a b is the deceleration of the following vehicle, d bh The distance between the vehicle and the following vehicle.

[0098] Normalize the rear-end collision risk and set the rear vehicle braking intensity to -4m / s 2 The risk of rear-end collision of the vehicle at this time is set to 1, and the a obtained by solving the above formula is bIf it is less than -4, the risk is considered to be 1, and if it is greater than -4, the risk of the car being rear-ended is p bc =-0.25a b In summary, the risk of rear-end collision under all feasible deceleration intensities of the vehicle can be obtained.

[0099] Furthermore, the impact of vehicle deceleration on traffic efficiency is evaluated. t Based on the historical data of the vehicle's speed within 5 minutes, we can get its average speed as v ha , according to the average vehicle speed, the current road congestion situation J can be evaluated, as shown in the formula J = v ha / 70, the higher the J value, the smoother the road. The vehicle's deceleration will cause the vehicle behind to decelerate, which will affect the upstream traffic efficiency. Especially in congestion, the vehicle's deceleration will aggravate the congestion. The deceleration intensity of the vehicle is normalized by dividing it by -4, and the following formula represents the impact of the vehicle's deceleration on traffic efficiency.

[0100]

[0101] In the above formula, e t The higher the value, the greater the impact of the vehicle on traffic efficiency.

[0102] Step 306, determine the pedestrian avoidance decision.

[0103] According to the evaluation result of step 305, a pedestrian avoidance decision is made. If there is a collision between the vehicle and the pedestrian, it is necessary to decelerate to avoid the collision, and the deceleration intensity is the minimum braking intensity solved in step 304; if there is no collision between the vehicle and the pedestrian, but according to traffic rules, the vehicle should actively give way to pedestrians crossing the road during driving, but considering the impact of rear-end collision and traffic efficiency, it is necessary to decide whether to slow down and give way. According to the series of rear-end collision risk values ​​p corresponding to the deceleration intensity of the vehicle solved in step 305 b c. Select the vehicle deceleration intensity a that corresponds to the lowest risk of rear-end collision h , and use this vehicle deceleration intensity to calculate the impact on traffic efficiency t , if p bc and e t If both are lower than 0.4, the driver is advised to use a h Slow down and give way, otherwise it is recommended that the driver drive at a constant speed and pay attention.

[0104] Step 307: output decision information.

[0105] The decision result of step 306 is displayed on the front windshield through the front windshield holographic projection instrument, and the avoidance decision information includes: can pass at a constant speed, please slow down to avoid, guide deceleration intensity, and current vehicle deceleration.

[0106] In this embodiment, pedestrian information in front of the vehicle, vehicle information behind the vehicle and vehicle information are obtained to determine whether there is a target pedestrian in front of the vehicle. When there is a target pedestrian in front of the vehicle, it is determined whether the vehicle and the pedestrian will collide. When the vehicle and the pedestrian will collide, the lower limit of the braking intensity of the vehicle is estimated to avoid collision between the vehicle and the pedestrian. When the vehicle and the pedestrian will not collide, when there is a rear vehicle behind the vehicle, the vehicle decelerates at a braking deceleration, and when the deceleration of the rear vehicle is the same as the vehicle speed and the distance between the vehicle and the rear vehicle is the minimum distance threshold, the braking deceleration of the rear vehicle corresponding to the vehicle braking deceleration is obtained, the rear-end collision risk of the vehicle and the influence of the vehicle deceleration on the traffic efficiency are obtained, and the pedestrian avoidance decision is determined according to the rear-end collision risk of the vehicle and the influence of the vehicle deceleration on the traffic efficiency, and the pedestrian avoidance decision is output to the front windshield holographic projection instrument, thereby solving the technical problem of low efficiency of avoiding collision with pedestrians during driving, and achieving the technical effect of how to improve the efficiency of avoiding collision with pedestrians during driving.

[0107] Example 3

[0108] According to an embodiment of the present invention, a device for pedestrian avoidance for safety and efficiency is also provided. It should be noted that the device for pedestrian avoidance for safety and efficiency can be used to execute the pedestrian avoidance method for safety and efficiency in embodiment 1.

[0109] Figure 4 FIG. 1 is a schematic diagram of a pedestrian avoidance device for safety and efficiency according to an embodiment of the present invention. Figure 4 As shown, the pedestrian avoidance device 400 for safety and efficiency may include: a perception unit 401, a sensing unit 402, a control unit 403, an acquisition unit 404, a first determination unit 405, and a second determination unit 406.

[0110] The sensing unit 401 is used to sense whether there is an obstacle in front of the vehicle.

[0111] The sensing unit 402 is used to sense the distance between the vehicle and a vehicle to be monitored located behind the vehicle, if any.

[0112] The control unit 403 is used to control the vehicle to decelerate uniformly to a stop at different braking deceleration rates if the distance is less than a distance threshold.

[0113] The acquisition unit 404 is used to acquire the driving information of the vehicle to be monitored when the vehicle is in different braking deceleration processes, wherein the driving information of the vehicle to be monitored at least includes: the braking deceleration of the vehicle to be monitored corresponding to the braking deceleration different from the vehicle.

[0114] The first determination unit 405 is used to determine the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic based on the driving information of the vehicle to be monitored.

[0115] The second determining unit 406 is used to determine the vehicle's avoidance decision based on the rear-end collision risk rate of the vehicle and the vehicle's impact rate on traffic.

[0116] Optionally, the device further comprises: a third determination unit, configured to determine that the vehicle has no risk of being rear-ended by the monitored vehicle if the interval is greater than a distance threshold.

[0117] Optionally, the perception unit 401 may include: an acquisition module, used to acquire real-time information of the vehicle and obstacles, wherein the obstacle is a pedestrian in front of the vehicle, the real-time information of the vehicle is the vehicle's speed, acceleration, and yaw angular velocity, and the real-time information of the pedestrian is the pedestrian's longitudinal distance, lateral distance, longitudinal moving speed, and lateral moving speed; a perception module, used to sense whether there are pedestrians in front of the vehicle based on the real-time information of the vehicle and obstacles.

[0118] Optionally, the sensing unit 402 may include: a judgment module, which is used to judge whether a pedestrian collides with the vehicle if there is a pedestrian in front of the vehicle; a determination module, which is used to determine the braking deceleration of the vehicle when the pedestrian collides with the vehicle so that the vehicle travels according to the braking deceleration to avoid a collision between the vehicle and the pedestrian; and a sensing module, which is used to sense the distance between the vehicle and a vehicle to be monitored located at the rear of the vehicle when the pedestrian does not collide with the vehicle.

[0119] Optionally, the acquisition unit 404 may include: an acquisition module for acquiring driving information of the vehicle to be monitored when the vehicle to be monitored decelerates to the same speed as the vehicle and the distance between the vehicle to be monitored and the vehicle to be monitored is a distance threshold during different braking deceleration processes.

[0120] Optionally, the first determination unit 405 may include: a first determination module, used to determine the rear-end collision risk rate of the vehicle as the rear-end collision risk rate threshold when the braking deceleration of the vehicle to be monitored is the braking deceleration threshold; a second determination module, used to determine the rear-end collision risk rate of the vehicle as the rear-end collision risk rate threshold when the braking deceleration of the vehicle to be monitored is less than the braking deceleration threshold; a third determination module, used to determine the rear-end collision risk rate of the vehicle based on the braking deceleration of the vehicle to be monitored when the braking deceleration of the vehicle to be monitored is greater than the braking deceleration threshold.

[0121] Optionally, the first determination unit 405 may include: a fourth determination module, used to determine different rear-end collision risk rates of the vehicle corresponding to different braking decelerations of the vehicle based on different braking decelerations of the vehicle; a first processing module, used to select the lowest rear-end collision risk rate from the different rear-end collision risk rates of the vehicle, and determine the braking deceleration of the vehicle corresponding to the lowest rear-end collision risk rate; a second processing module, used to perform linear processing on the average vehicle speed and the braking deceleration of the vehicle corresponding to the lowest rear-end collision risk rate to obtain the impact rate of the vehicle on traffic.

[0122] Optionally, the second determination unit 406 may include: a first processing module, used to determine that the vehicle slows down and gives way when the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic are both less than a fixed threshold; a second processing module, used to determine that the vehicle passes at a constant speed when the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic are not both less than a fixed threshold.

[0123] Optionally, the second processing module may include: an output submodule, configured to output the vehicle's avoidance decision to a front windshield holographic projection instrument.

[0124] In this embodiment, a sensing unit is used to sense whether there is an obstacle in front of the vehicle; a sensing unit is used to sense the distance between the vehicle and the monitored vehicle located at the rear of the vehicle if there is an obstacle; a control unit is used to control the vehicle to decelerate uniformly to a stop at different braking decelerations if the distance is less than a distance threshold; an acquisition unit is used to acquire the driving information of the monitored vehicle during different braking decelerations of the vehicle, wherein the driving information of the monitored vehicle includes at least: the braking deceleration of the monitored vehicle corresponding to a braking deceleration different from that of the vehicle; a first determination unit is used to determine the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic based on the driving information of the monitored vehicle; a second determination unit is used to determine the avoidance decision of the vehicle based on the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic, thereby solving the technical problem of low efficiency of avoiding collision with pedestrians during driving, and achieving the technical effect of how to improve the efficiency of avoiding collision with pedestrians during driving.

[0125] Example 4

[0126] According to an embodiment of the present invention, a computer-readable storage medium is further provided, the storage medium including a stored program, wherein the program executes the pedestrian avoidance method for safety and efficiency in Embodiment 1.

[0127] Example 5

[0128] According to an embodiment of the present invention, a processor is further provided, and the processor is used to run a program, wherein the pedestrian avoidance method for safety and efficiency in embodiment 1 is executed when the program is run.

[0129] Example 6

[0130] According to an embodiment of the present invention, a vehicle is also provided, which is used to execute the pedestrian avoidance method for safety and efficiency in embodiment 1.

[0131] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0132] In the above embodiments of the present invention, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0133] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of units can be a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0134] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed over multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0135] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0136] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for a computer device (which can be a personal computer, server or network device, etc.) to perform all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk, etc., which can store program code.

[0137] The above are only preferred embodiments of the present invention. It should be pointed out that, for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A pedestrian avoidance method for safety and efficiency, characterized in that: include: Sense whether there is an obstacle in front of the vehicle, wherein the obstacle is a pedestrian in front of the vehicle; If present, sensing the distance between the vehicle and a vehicle to be monitored located behind the vehicle; If the distance is less than the distance threshold, controlling the vehicle to decelerate uniformly to a stop at different braking deceleration rates; Acquiring driving information of the vehicle to be monitored during operation of the vehicle at different braking decelerations, wherein the driving information of the vehicle to be monitored at least includes: a braking deceleration of the vehicle to be monitored corresponding to a braking deceleration different from that of the vehicle; Determining the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic based on the driving information of the vehicle to be monitored; An avoidance decision of the vehicle is determined based on the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic.

2. The method according to claim 1, characterized in that The method further comprises: If the distance is greater than the distance threshold, it is determined that the vehicle has no risk of being rear-ended by the vehicle to be monitored.

3. The method according to claim 1, characterized in that Sense whether there are obstacles in front of the vehicle, including: Acquire real-time information of the vehicle and the obstacle, wherein the real-time information of the vehicle includes the speed, acceleration, and yaw rate of the vehicle, and the real-time information of the pedestrian includes the longitudinal distance, lateral distance, longitudinal moving speed, and lateral moving speed of the pedestrian; Based on the real-time information of the vehicle and the obstacle, it is sensed whether the pedestrian exists in front of the vehicle.

4. The method according to claim 1, characterized in that: If present, sensing the distance between the vehicle and a vehicle to be monitored located behind the vehicle, comprising: If the pedestrian is in front of the vehicle, determining whether the pedestrian collides with the vehicle; When the pedestrian collides with the vehicle, determining the braking deceleration of the vehicle so that the vehicle travels according to the braking deceleration to avoid the collision between the vehicle and the pedestrian; When the pedestrian does not collide with the vehicle, a distance between the vehicle and a to-be-monitored vehicle located behind the vehicle is sensed.

5. The method according to claim 1, characterized in that When the vehicle is running at different braking decelerations, the driving information of the vehicle to be monitored is obtained, including: When the vehicle is running at different braking decelerations, when the vehicle to be monitored decelerates to the same speed as the vehicle and the distance between the vehicle to be monitored and the vehicle is at a distance threshold, the driving information of the vehicle to be monitored is obtained.

6. The method according to claim 1, characterized in that Determining the rear-end collision risk rate of the vehicle based on the driving information of the vehicle to be monitored includes: When the braking deceleration of the vehicle to be monitored is a braking deceleration threshold, determining the rear-end collision risk rate of the vehicle to be a rear-end collision risk rate threshold; When the braking deceleration of the vehicle to be monitored is less than the braking deceleration threshold, determining the rear-end collision risk rate of the vehicle to be the rear-end collision risk rate threshold; When the braking deceleration of the vehicle to be monitored is greater than the braking deceleration threshold, the rear-end collision risk rate of the vehicle is determined based on the braking deceleration of the vehicle to be monitored.

7. The method according to claim 1, characterized in that Determining the impact rate of the vehicle on traffic based on the driving information of the vehicle to be monitored includes: determining different rear-end collision risk rates of the vehicle corresponding to the different braking decelerations of the vehicle based on the different braking decelerations of the vehicle; Selecting a lowest rear-end collision risk rate from different rear-end collision risk rates of the vehicles, and determining a braking deceleration of the vehicle corresponding to the lowest rear-end collision risk rate; The average vehicle speed of the vehicle and the braking deceleration of the vehicle corresponding to the lowest rear-end collision risk rate are linearly processed to obtain the impact rate of the vehicle on traffic.

8. The method according to claim 1, characterized in that Determining the avoidance decision of the vehicle based on the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic, including: When the rear-end collision risk rate of the vehicle and the traffic impact rate of the vehicle are both less than a fixed threshold, determining that the vehicle slows down and yields; When the rear-end collision risk rate of the vehicle and the traffic impact rate of the vehicle are both less than the fixed threshold, it is determined that the vehicle passes at a constant speed.

9. The method according to claim 1, characterized in that: After determining the avoidance decision of the vehicle, the method further includes: The avoidance decision of the vehicle is output to the front windshield holographic projection instrument.

10. A pedestrian avoidance device for safety and efficiency, characterized in that: include: A sensing unit, used to sense whether there is an obstacle in front of the vehicle, wherein the obstacle is a pedestrian in front of the vehicle; a sensing unit for sensing the distance between the vehicle and a vehicle to be monitored located behind the vehicle, if any; A control unit, configured to control the vehicle to decelerate uniformly to a stop at different braking deceleration rates if the distance is less than a distance threshold; an acquisition unit, configured to acquire driving information of the vehicle to be monitored during operation of the vehicle at different braking decelerations, wherein the driving information of the vehicle to be monitored at least includes: a braking deceleration of the vehicle to be monitored corresponding to a braking deceleration different from that of the vehicle; A first determining unit, configured to determine a rear-end collision risk rate of the vehicle and an impact rate of the vehicle on traffic based on driving information of the vehicle to be monitored; The second determining unit is used to determine the avoidance decision of the vehicle based on the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic.

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