Automatic emergency braking for path crossing targets

Abstract

This paper describes a technique for implementing Automatic Emergency Braking (AEB) for a target crossing a path when a collision between the primary vehicle and the target is perceived to be imminent. The AEB system is activated or deactivated (e.g., suppressed) based on whether the acceleration of the primary vehicle exceeds a threshold. Based on the acceleration, and optionally, based on the target's position relative to the crossing path (e.g., whether a portion of the target is within a suppression zone), the AEB system of the primary vehicle is activated or deactivated (e.g., suppressed). This suppression of the AEB system may include gating or zeroing the AEB activation signal to prevent emergency braking events. By managing the AEB system in path-crossing scenarios, many common false-positive AEB events (warnings, alarms, and / or braking) can be avoided. Furthermore, intentional vehicle maneuvering that conforms to normal driving etiquette or rules can still be permitted for the comfort of the operator and passengers without compromising safety.

Description

Background Technology

[0001] Driver assistance technologies are being developed and integrated into vehicles to improve safety. Automatic Emergency Braking (AEB) is one such driver assistance technology that enables a vehicle to automatically decelerate or stop to avoid collisions with other vehicles or objects. To promote maximum safety, conventional AEB is often activated in unnecessary low-risk situations (e.g., when circumstances change, activation is based on false positive collision indications). A common false positive situation is a crossing scenario where the target vehicle is crossing the path of the primary vehicle. For example, when the primary and target vehicles are stopped at a four-way intersection, the target vehicle will typically cross in front of the primary vehicle's path. In this situation, the driver of the primary vehicle may want to aggressively cross the intersection once the target vehicle has left its path. If they do so, even if the collision risk is low (e.g., the driver may be confident that the target has left the road when the primary vehicle crosses the path taken by the target vehicle), conventional AEB functions may be activated (e.g., activating alarms, applying braking force). Activating AEB in low-risk scenarios may result in unnecessary vehicle movement, which could cause discomfort and frustration for drivers and passengers. Furthermore, such movement could pose a potential danger to other vehicles that did not anticipate this unnecessary emergency maneuver. Summary of the Invention

[0002] The following describes apparatus and techniques for implementing Automatic Emergency Braking (AEB) for targets crossing paths. Some aspects described below include a method. The method includes receiving an AEB activation signal indicating a potential collision between a vehicle and a target crossing the path of the vehicle. The method also includes determining whether the vehicle's acceleration exceeds an acceleration threshold. Based on whether the vehicle's acceleration exceeds the acceleration threshold, the method includes determining whether to allow or disallow the AEB activation signal.

[0003] Other aspects described below include a system. The system includes at least one processor configured to receive an AEB activation signal indicating a potential collision between a vehicle and a target traversing the path of the vehicle. The processor is also configured to determine the acceleration of the vehicle. In response to determining that the vehicle's acceleration is not equal to or higher than an acceleration threshold, the processor is configured to allow the AEB activation signal. Alternatively, in response to determining that the vehicle's acceleration is equal to or higher than the acceleration threshold, the processor is configured to determine whether a portion of the target is within the vehicle's suppression zone. In response to determining that the portion of the target is within the suppression zone, the processor is configured to disallow the AEB activation signal. In response to determining that the portion of the target is not within the suppression zone, the processor is configured to allow the AEB activation signal.

[0004] Further aspects described below include at least one non-transient computer-readable storage medium. The non-transient computer-readable storage medium includes instructions configured to cause at least one processor to: receive an Automatic Emergency Braking (AEB) activation signal indicating a potential collision between a vehicle and a target crossing the path of the vehicle. The instructions are also configured to cause the processor to determine the acceleration of the vehicle. In response to determining that the acceleration of the vehicle is not equal to or higher than an acceleration threshold, the instructions are configured to cause the processor to allow the AEB activation signal. Alternatively, in response to determining that the acceleration of the vehicle is equal to or higher than the acceleration threshold, the instructions are configured to cause the processor to determine whether a portion of the target is within a suppression zone of the vehicle. In response to determining that the portion of the target is within the suppression zone, the instructions are configured to cause the processor to disallow the AEB activation signal. In response to determining that the portion of the target is not within the suppression zone, the instructions are also configured to cause the processor to allow the AEB activation signal. Attached Figure Description

[0005] The following figures illustrate a device and technique for implementing automatic emergency braking (AEB) for targets crossing paths. Figure 1 An example environment in which AEB can be used for path crossing targets according to the technology of this disclosure is shown. Figure 2 An example system configured to perform AEB for path crossing targets according to the technology of this disclosure is shown. Figure 3 An example procedure for AEB for path-crossing targets according to the technology of this disclosure is shown. Figure 4 The present disclosure illustrates the technology for use with respect to the present disclosure. Figure 3 Example process for determining 308. Figure 5 Another example process for AEB for path crossing targets according to the technology of this disclosure is shown. The same numbers are used throughout the accompanying drawings to refer to similar features and parts. Detailed Implementation Overview

[0006] AEB enables a vehicle to determine that a collision with an object is imminent and to provide braking force to slow or stop the vehicle in an attempt to avoid the collision. Conventional AEB activation is typically based on a time-to-collision (TTC) estimate of the target. For example, in the case where the target is crossing orthogonally, conventional AEB activation can be based on solving a quadratic equation based on the dynamics of the primary vehicle, without any additional logic or contextual awareness. However, this often leads to activation in low-risk situations (e.g., based on false-positive collision detection, such as when conventional AEB functionality determines a collision is imminent, but a human operator or objective analysis would not). There are many situations where the driver is fully aware of the target but intends to operate the vehicle in a manner that might trigger conventional AEB activation. For example, unnecessary AEB triggering may occur in some emergency situations (e.g., moving out of the road to an emergency vehicle, avoiding road debris) or other scenarios that still comply with normal driving rules (e.g., a target vehicle crossing a path).

[0007] For example, consider a four-way intersection with a stop sign, where the main vehicle and the destination vehicle have resumed travel in orthogonal directions (e.g., one traveling north / south and the other east / west) (e.g., after stopping). In a normal right-of-way scenario, assuming the destination vehicle stops and resumes travel before the main vehicle, the destination vehicle may cross the path of the main vehicle in front of it. In this situation, for example, to maintain traffic flow at a busy intersection, the driver of the main vehicle will typically enter the intersection immediately after the destination vehicle (e.g., the main vehicle will cross the intersection laterally and approach the rear bumper of the destination vehicle). In doing so, conventional AEB functions are typically activated due to the proximity of the destination vehicle as it crosses the path of the main vehicle, even if the risk of collision is low. This can lead to unintended vehicle movement, resulting in driver frustration and a reduced passenger experience (e.g., due to loud noise, lights, sudden braking) and / or an increased risk of further collisions with other vehicles attempting to cross the intersection at similar frequency and speed. Furthermore, by activating it in low-risk situations, traditional AEB activation may cause drivers to lose confidence in the technology over time, which could lead to AEB being disabled or positive warnings that could result in a serious collision being ignored.

[0008] Techniques and systems for implementing Automatic Emergency Braking (AEB) for intersecting targets are described, which can prevent low-risk situations or false positives from affecting the driving experience of the primary vehicle and other vehicles in an environment. More specifically, systems or components of the primary vehicle are described, configured to receive an AEB activation signal, determine that the AEB activation signal is active, or otherwise determine that a collision is imminent between the primary vehicle and a target crossing the path of the primary vehicle. In response to determining that the acceleration of the vehicle is not equal to or greater than an acceleration threshold, the system or component is configured to allow the AEB activation signal or otherwise cause the AEB system of the vehicle to apply braking force in an attempt to prevent the anticipated collision. In response to determining that the acceleration of the vehicle is equal to or greater than an acceleration threshold, the system or component is configured to determine whether a portion of the target is within the vehicle's inhibition zone. The system or component is also configured to: in response to determining that the portion of the target is not within the inhibition zone, allow the AEB activation signal or prevent, avoid, or otherwise disallow the AEB activation signal from causing the AEB system to apply braking force.

[0009] In some implementations, instead of disallowing the AEB activation signal, the system or component determines whether the collision location is toward the trailing edge of the target. In response to determining that the collision location is not toward the trailing edge of the target, the system or component allows the AEB activation signal or otherwise causes the AEB system to apply braking force. If the collision location is determined to be toward the trailing edge of the target, the system or component may disallow the AEB activation signal or otherwise prevent the AEB system from applying braking force.

[0010] By considering the acceleration of the primary vehicle, the target position relative to the dynamic containment zone, and optionally the collision position relative to the trailing edge of the target when measuring collision risk levels, the techniques and systems described herein can accurately, and computationally simply, identify false positive AEB events given the current driving scenario and appropriately mitigate them (e.g., by suppressing the AEB activation signal or by not activating the AEB system), rather than treating all potential collision threats equally. This reduces or prevents unnecessary or unwanted braking inputs to the primary vehicle (or warnings / alarms of impending braking inputs), which can be unpleasant, distracting, uncomfortable, or annoying to the driver and passengers. Furthermore, the techniques and systems described herein ensure that AEB still functions as intended in real-world high-risk scenarios (e.g., when the driver is unaware, when the target is not far enough from the containment zone, or when a collision would occur without AEB). Example Environment

[0011] Figure 1This is an example illustration 100 of an example environment where AEB (Autonomous Emergency Braking) can be used for path-crossing targets. Example illustration 100 includes a primary vehicle 102 and a target 104, with target 104 crossing path 106 of the primary vehicle 102. Although shown crossing path 106 orthogonally, target 104 can cross path 106 at any angle. Although shown as a car, the primary vehicle 102 can be any type of system with autonomous braking capabilities (car, truck, motorcycle, electric bicycle, boat, etc.). Although shown as a car, target 104 can be any type of moving object (another car, truck, motorcycle, electric bicycle or boat, pedestrian, cyclist, erratic, etc.).

[0012] The main vehicle 102 is accelerating with main vehicle acceleration 108. The target 104 is traversing path 106 in a lateral direction 110 (relative to path 106), which is determined in a binary manner. More specifically, the lateral direction 110 indicates whether the target 104 is traveling left or right relative to path 106 (e.g., the lateral component of the velocity vector of target 104 has a left or right direction relative to path 106). For example, in example illustration 100, the lateral direction 110 is to the left of path 106 because target 104 has a heading between 180 and 360 degrees relative to path 106 (assuming the heading of the main vehicle 102 is 0 degrees). If the target has a heading between 0 and 180 degrees in the same reference frame, then the lateral direction 110 is to the right of the path. Only left / right determination is needed, as will be discussed below. It should also be noted that the lateral direction 110 is relative to path 106 at the position of target 104. If path 106 is curved, then left / right is determined as the projected heading relative to main vehicle 102 at the location of target 104.

[0013] Lateral direction 110 determines which side of the main vehicle 102 the suppression zone 112 for target 104 is on. For example, as shown, suppression zone 112 is on the left side of the main vehicle 102 because lateral direction 110 is to the left. If lateral direction 110 is to the right, then suppression zone 112 is on the right side of the main vehicle. Suppression zone 112 is a region defined by a line offset from path 106 at a distance corresponding to the lateral extent of the main vehicle 102 (e.g., one side of the bounding box of the footprint of the main vehicle 102). In some implementations, the lateral extent of the main vehicle 102 may include an additional buffer zone from the actual extent of the main vehicle 102.

[0014] The technology described herein assumes a potential collision between the primary vehicle 102 and the target 104. The potential collision has a collision location 114 along path 106 at the target 104. The collision location 114 can be based on the estimated location where the center point of the leading edge (e.g., bumper) of the primary vehicle impacts the target 104 (e.g., the estimated location where center point 116 impacts the target 104). In some implementations, the collision location 114 can be based on a corner of the leading edge of the primary vehicle or any other location, without departing from the scope of this disclosure. The collision location 114 can also be located at a distance 118 from the center point of the target 104 (e.g., center point 120) that can be used for AEB activation mitigation.

[0015] The primary vehicle includes an AEB module 122, which is at least partially implemented in hardware (e.g., machine-readable code executing on a processor) and configured to either suppress or enable AEB activation based on a potential collision. For example, the AEB module 122 may receive (e.g., from another module, function, or system) or generate an AEB activation signal. The AEB activation signal indicates a potential collision and may be based on the aforementioned environmental properties or other factors (e.g., the distance between the primary vehicle 102 and the target 104, the speed of the primary vehicle 102, the speed of the target 104, the acceleration of the target 104, and the braking capability of the primary vehicle 102).

[0016] AEB module 122 uses the primary vehicle acceleration 108, lateral direction 110, and optionally collision location 114 to determine whether AEB activation is permitted or not based on a potential collision. Providing AEB activation typically results in an alarm (auditory, visual, etc.) and / or the AEB system of the primary vehicle 102 applying braking force to decelerate the primary vehicle 102. In some implementations, AEB activation may include allowing or generating an AEB activation signal. Disallowing AEB activation does not result in an alarm or the AEB system applying braking force. For example, AEB module 122 may cancel, suppress, change bits associated with the AEB activation signal, or otherwise prevent the AEB activation signal from being transmitted to the AEB system or warning systems associated with the AEB system, or prevent the AEB activation signal from activating the AEB system or warning systems associated with the AEB system.

[0017] By utilizing the techniques described herein, the primary vehicle 102 can mitigate or avoid false-positive AEB activations common in cross-traffic scenarios. In doing so, unnecessary warnings or automatic braking can be avoided, which is beneficial to the driver or passengers of the primary vehicle 102 and those in the vicinity (e.g., other drivers will not perceive the primary vehicle 102 as being driven erratically). Furthermore, these individuals' trust in such systems may increase. Example System

[0018] Figure 2 This is an example illustration 200 of a system 202 that can implement AEB for path-crossing targets. As shown, system 202 can be implemented in the main vehicle 102. As shown below, system 202 may include at least one processor 204, at least one computer-readable storage medium 206, one or more sensors 208, AEB system 210, and AEB module 122.

[0019] Processor 204 (e.g., application processor, microprocessor, digital signal processor (DSP), control unit, controller) executes instructions 212 (e.g., code) stored in computer-readable storage medium 206 (e.g., non-transient storage device, such as hard disk drive, SSD, flash memory, read-only memory (ROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM)) to cause system 202 to perform the techniques described herein. Instructions 212 may be part of a vehicle operating system and / or one or more applications included by system 202.

[0020] Instruction 212 causes system 202 to operate on data 214 (e.g., application data, module data, sensor data 216 from sensor 208, I / O data) (e.g., create, receive, modify, delete, send, display). Although shown as being within computer-readable storage medium 206, portions of data 214 may be located in random access memory (RAM) or cache (not shown) of system 202. Furthermore, instruction 212 and / or data 214 may be located remotely to system 202.

[0021] AEB module 122 (or a portion of AEB module 210) may comprise a computer-readable storage medium 206 or be a separate component (e.g., a separate component executing in dedicated hardware that communicates with processor 204 and computer-readable storage medium 206). For example, instruction 212 may cause processor 204 to implement AEB module 122 to receive sensor data 216 and implement the AEB technology, or otherwise cause AEB module 122 to receive sensor data 216 and implement the AEB technology. Furthermore, AEB module 122 may interface with existing AEB modules or systems (e.g., OEM AEB modules) such that AEB module 122 is located between existing AEB modules or systems and AEB system 210.

[0022] Sensor 208 provides the ability to determine Figure 1Sensor data 216 describing the attributes (e.g., path 106, main vehicle acceleration 108, lateral direction 110, suppression zone 112, collision location 114, distance 118, center point 120) is used. For example, sensor 208 may include a ranging sensor (e.g., radar) or an optical sensor (e.g., a camera) to indicate lateral direction 110, suppression zone 112, collision location 114, distance 118, or center point 120. An accelerometer may be implemented to indicate the main vehicle acceleration 108.

[0023] In some implementations, sensor 208 may include interfacing with another module or system of the main vehicle 102 to determine Figure 1 Instructions for the attributes described herein. For example, sensor 208 may include instructions for receiving the main vehicle acceleration 108 from an airbag module or vehicle dynamics module that includes an accelerometer.

[0024] Furthermore, in some implementations, sensor 208 may include instructions to receive information from target 104 via a communication system (not shown). For example, a vehicle-to-vehicle communication system may be used to obtain the lateral direction 110.

[0025] AEB system 210 can be any type of system configured to apply braking force, in combination with or instead of driver input, to decelerate the main vehicle 102. For example, the AEB system can be a hydraulic, pneumatic, or electric braking system or some combination thereof, which receives an activation signal and applies braking force based on the activation signal.

[0026] By using the system described herein, the AEB system 210 may not be activated in false positive scenarios where a conventional AEB would be activated. In doing so, system 202 is able to prevent unnecessary braking input, which can benefit the comfort and safety of both the driver and passengers. Example data stream

[0027] Figure 3 This is an example illustration 300 of the data flow and actions for AEB (Automatic Emergency Response) for path-crossing targets. Example illustration 300 is typically included by system 202. However, various other entities can perform one or more of the actions described below.

[0028] Example illustration 300 begins with sensor data 216, which is received as input to attribute module 302. Attribute module 302 may be part of or separate from AEB module 122. Attribute module 302 uses sensor data 216 to determine attributes 304 of the primary vehicle 102 and target 104, including references. Figure 1Those discussed. For example, attribute 304 may include primary vehicle acceleration 108, lateral direction 110, and collision location 114. Some of attributes 304 can be determined directly from sensor data 216 (e.g., primary vehicle acceleration 108), and some can be derived from sensor data 216 (e.g., lateral direction 110 and / or collision location 114 can be determined from ranging data or optical data). Regardless of how attribute 304 is determined, derived, or calculated, attribute module 302 is configured to output attribute 304. If attribute module 302 is implemented separately from AEB module 122, attribute 304 is received by AEB module 122.

[0029] AEB module 122 also receives AEB activation signal 306. AEB activation signal 306 may be generated internally (e.g., AEB module 122 determines a collision is imminent and generates the AEB activation signal), or it may be received from another module or system (e.g., an AEB activation module, an OEM module, or a system). Regardless of where it is generated, AEB activation signal 306 indicates a potential collision with target 104 and can be configured to activate AEB system 210. For example, AEB activation signal 306 may be based on a TTC to target 104. In some implementations, AEB activation signal 306 may include a decision from a previous decision box, code, or module, a bit or register value, or any other indication of a potential collision.

[0030] At point 308, a determination is made as to whether to mitigate AEB activation. If the determination is to allow AEB activation (e.g., at point 310), then AEB module 122 may cause AEB system 210 to activate, thereby slowing down vehicle 102. If the determination is to disallow AEB activation (e.g., at point 312), then AEB module 122 may not cause AEB system 210 to activate.

[0031] In some implementations, allowing AEB activation (e.g., at 310) may include allowing AEB activation signal 306 to activate AEB system 210 (e.g., by sending or otherwise allowing AEB activation signal 306 to reach AEB system 210). Conversely, disallowing AEB activation (e.g., at 312) may include preventing AEB activation signal 306 from activating AEB system 210 (e.g., by canceling, suppressing, avoiding, changing the bit associated with AEB activation signal 306, or otherwise zeroing AEB activation signal 306).

[0032] In other implementations where the AEB activation signal 306 is not configured to activate the AEB system 210 (e.g., it is a decision from a previous decision block or module), allowing / disallowing AEB (e.g., at 310 / 312) may include generating or not generating the AEB activation signal 306 configured to activate the AEB system 210. In other words, if the AEB module 122 is responsible for generating the AEB activation signal 306 (or otherwise indicating a potential collision), the AEB module 122 may generate the AEB activation signal 306 at 310 and output it for reception by the AEB system 210. Conversely, if it is determined that AEB activation is not allowed, the AEB module 122 may not generate the AEB activation signal 306 configured to activate the AEB system 210 at 312. In such implementations, the techniques described herein may include additional decisions (e.g., on top of TTC calculations) for generating the AEB activation signal 306 configured to activate the AEB system 210.

[0033] Depending on the implementation, the techniques described herein can be used as gates (e.g., pass-through or pass-through) configured to activate the AEB activation signal 306 of the AEB system 210, or as improved techniques for generating the AEB activation signal 306 configured to activate the AEB system 210. In this way, false-positive AEB activations can be mitigated, or the AEB activation signal 306 can be prevented from being generated during false-positive AEB events. In other words, these techniques enable gating of the AEB activation signal 306 to more precisely control whether the AEB system 210 is activated. Allow or disallow AEB activation

[0034] Figure 4 yes Figure 3 Example illustration 400 for decision 308. As described above, the result of decision 308 is gated to allow AEB activation (e.g., at 310, by allowing AEB activation signal 306 to reach AEB system 210 when AEB activation signal 306 is configured to be used to activate AEB system 210, by generating AEB activation signal configured to be used to activate AEB system 210) or disallow AEB activation (e.g., at 312, by disallowing AEB activation signal 306 to reach AEB system 210 when AEB activation signal 306 is configured to be used to activate AEB system 210, by not generating AEB activation signal 306).

[0035] At decision 402, it is determined whether the acceleration 108 of the primary vehicle exceeds a threshold. The threshold may be based on the amount of acceleration indicative of the driver of the primary vehicle 102 being attentive (e.g., the driver sees the target 104 and wants to pass close behind it). If the acceleration 108 of the primary vehicle does not exceed the threshold, AEB module 122 may allow AEB activation (e.g., at 310). However, if the acceleration of the primary vehicle exceeds the threshold, AEB module 122 may proceed to decision 404.

[0036] At decision 404, it is determined whether a portion of target 104 is within suppression zone 112. As discussed above, the location of suppression zone 112 is based on the lateral direction 110 of target 104, the leading edge of target 104, and the lateral extent of the main vehicle 102 projected onto collision location 114. In some cases, suppression zone 112 includes a buffer zone or an offset relative to the lateral extent, and therefore may begin or be projected from near the lateral extent of the main vehicle 102. If target 104 is not partially within suppression zone 112, AEB module 122 may allow AEB activation (e.g., at 310). However, if target 104 is partially within suppression zone 112, AEB module 122 may disallow AEB activation (e.g., at 312).

[0037] When viewed from the opposite perspective, decision 404 determines whether target 104 is completely outside the suppression zone 112 (e.g., no part of target 104 is within the suppression zone 112). One assumption is that if no part of target 104 is within the suppression zone 112, the driver of the primary vehicle 102 might miscalculate the distance and / or position of target 104. In this case, AEB activation might be necessary.

[0038] It should be noted that if target 104 is entirely within suppression region 112, the AEB activation signal 306 (or an indication of a potential collision with target 104) may not be present. In other words, if Figure 1 As shown, if target 104 is traveling to the left and is completely within the suppression zone 112, there is no potential collision.

[0039] In some implementations, if a portion of the target is within the suppression zone 112, the process can proceed to decision 406. At 406, it is determined whether the potential collision location 114 is oriented toward the trailing edge of the target 104 (e.g., Figure 1(The rear bumper or right-side area). To do this, the AEB module 122 can determine the lateral extent of the target 104 (e.g., the length of the target 104 when passing at a right angle), determine the center point 120, and compare the collision position 114 to the center point 120. This determination can be simply based on whether the collision position 114 is between the center point 120 and the rear edge. In some implementations, this determination can be based on a distance 118 (e.g., if the collision position threshold is greater than 50% of the length of the target 104).

[0040] If the collision location 114 is not oriented toward the rear edge of the target 104 (e.g., the collision location 114 is in or within the front half of the target 104), then the AEB module 122 may allow AEB activation (e.g., at 310). However, if the collision location 114 is oriented toward the rear edge of the target 104, then the AEB module 122 may disallow AEB activation (e.g., at 312).

[0041] By using the techniques described above, information beyond that of the TTC can be used to mitigate or avoid false-positive AEB activation. In this way, situations with minimal risk of triggering a regular AEB can be navigated without activating it. By not activating the AEB in these situations, unnecessary and often annoying warnings or braking inputs can be avoided. Example Method

[0042] Figure 5 Example illustration 500 is an example method for AEB (Automatic Emergency Response) for path-crossing targets. The example method can be implemented using previously described examples, such as the example environment of example illustration 100, system 202, and the processes shown in example illustrations 300 and 400. Operations 502 to 506 can be performed by one or more entities of the vehicle (e.g., parts of system 202, such as AEB module 122). The order in which operations are shown and / or described is not intended to be construed as limiting, and any number or combination of operations can be combined in any order to implement the example method or alternative methods.

[0043] At 502, an AEB activation signal is received, indicating a potential collision between the main vehicle and a target on the path crossing the main vehicle. For example, AEB module 122 may generate AEB activation signal 306 in response to determining that a collision is imminent, or receive AEB activation signal 306 from another entity that similarly generates it. In some implementations, receiving AEB activation signal 306 may include AEB module 122 determining the value of a bit or register associated with AEB activation signal 306.

[0044] At point 504, it is determined whether the acceleration of the primary vehicle exceeds an acceleration threshold. For example, AEB module 122 may determine or receive the primary vehicle acceleration 108 and compare it with an acceleration threshold that indicates driver attention.

[0045] At point 506, the AEB activation signal is allowed or disallowed based on whether the acceleration of the primary vehicle exceeds an acceleration threshold. For example, in response to determining that the primary vehicle's acceleration 108 is not higher than the acceleration threshold, AEB module 122 may allow AEB activation signal 306 to activate AEB system 210. Conversely, in response to determining that the primary vehicle's acceleration 108 is higher than the acceleration threshold, AEB module 122 may disallow AEB activation signal 306 to activate AEB system 210 (e.g., by suppressing AEB activation signal 306, changing the bit or register value associated with AEB activation signal 306, or otherwise disallowing AEB system 210 from receiving AEB activation signal 306).

[0046] Optionally, other information can be used to determine whether to allow or disallow the AEB activation signal. For example, AEB module 122 can determine whether a portion of target 104 is within suppression region 112, or receive information relating to whether a portion of target 104 is within suppression region 112. AEB module 122 can also determine whether collision position 114 is toward the trailing edge of target 104, or receive information relating to whether collision position 114 is toward the trailing edge of target 104. Then, AEB module 112 can determine whether to allow or disallow the AEB activation signal 306 based on the additional information.

[0047] In some implementations, machine learning models or other techniques can be applied to improve the accuracy of the AEB module 122. Specifically, machine learning models can be used to determine whether the AEB activation signal 306 is permitted or not. For example, the AEB module 122 can execute a neural network trained to evaluate legal driving maneuvers at different locations and / or at different times of day to adjust or improve various acceleration thresholds and / or collision location thresholds used to determine when the AEB activation signal 306 is permitted or not.

[0048] By determining whether the acceleration of the primary vehicle exceeds a threshold in a path-crossing scenario (and possibly, whether a portion of the target is within the suppression zone, or whether the collision location is toward the rear edge of the target), many common false-positive AEB events (warnings, alarms, and / or braking) can be avoided. Therefore, as described herein, the execution of AEB module 122 leads to a better driver and passenger experience by mitigating unnecessary and often unpleasant braking events. Example

[0049] Example 1: A method comprising: receiving an automatic emergency braking (AEB) activation signal, the AEB activation signal indicating a potential collision between a vehicle and a target crossing the path of the vehicle; determining whether the vehicle's acceleration is above an acceleration threshold; and determining, based on whether the vehicle's acceleration is above the acceleration threshold, whether to allow or disallow the AEB activation signal.

[0050] Example 2: The method described in Example 1, wherein the acceleration threshold corresponds to the acceleration indicating an attentive driver.

[0051] Example 3: The method described in Example 1 or 2: further includes determining whether a portion of the target is within the vehicle's suppression zone; and wherein determining whether to allow or disallow the AEB activation signal is further based on whether that portion of the target is within the vehicle's suppression zone.

[0052] Example 4: The method described in Example 3 further includes determining the lateral direction of travel of the target relative to the path; and wherein the inhibition zone is located on the side of the vehicle corresponding to the lateral direction of travel of the target.

[0053] Example 5: The method described in Example 4, wherein the inhibition zone begins near the lateral extent of the vehicle and extends in the lateral direction of travel of the target.

[0054] Example 6: The method of any one of Examples 1 to 5: further includes determining whether the collision location of the potential collision is toward the rear edge of the target; and wherein determining whether to allow or disallow the AEB activation signal is further based on whether the collision location of the potential collision is closer to the rear edge of the target than the front edge of the target.

[0055] Example 7: The method described in Example 6, wherein determining whether the collision location is closer to the trailing edge of the target includes: determining whether the collision location is between the trailing edge and the midpoint of the target.

[0056] Example 8: The method described in Example 6 or 7, wherein determining whether the collision location is toward the rear edge of the target is based on the midpoint on the leading edge of the vehicle.

[0057] Example 9: The method of any one of Examples 1 to 8 further includes, in response to determining an AEB activation signal, allowing the AEB activation signal to cause the AEB system of the vehicle to apply braking force to decelerate the vehicle.

[0058] Example 10: The method of any one of Examples 1 to 8 further includes, in response to determining that the AEB activation signal is not allowed, performing one or more of the following: canceling the AEB activation signal, preventing the AEB system of the vehicle from applying braking force to slow down the vehicle, or preventing the AEB activation signal from reaching the AEB system.

[0059] Example 11: The method of any one of Examples 1 to 10 further includes generating an AEB activation signal.

[0060] Example 12: The method described in Example 11 further includes determining the time of collision (TTC) between the vehicle and the target; and wherein the generation of the AEB activation signal is based on the TTC between the vehicle and the target.

[0061] Example 13: A system comprising: at least one processor configured to: receive an Automatic Emergency Braking (AEB) activation signal indicating a potential collision between a vehicle and a target traversing the path of the vehicle; determine the acceleration of the vehicle; and, in response to determining that the acceleration of the vehicle is not higher than an acceleration threshold, allow the AEB activation signal; or, in response to determining that the acceleration of the vehicle is higher than the acceleration threshold: determine whether a portion of the target is within a restraint zone of the vehicle; and, in response to determining that the portion of the target is within the restraint zone, disallow the AEB activation signal; or, in response to determining that the portion of the target is not within the restraint zone, allow the AEB activation signal.

[0062] Example 14: The system described in Example 13, wherein the acceleration threshold corresponds to the acceleration indicating an attentive driver.

[0063] Example 15: The system described in Example 13 or 14, wherein: the processor is further configured to determine the lateral direction of travel of the target; and the suppression zone is located on the side of the vehicle corresponding to the lateral direction of travel of the target.

[0064] Example 16: The system described in Example 15, wherein the inhibition zone begins near the lateral extent of the vehicle and extends in the lateral direction of travel of the target.

[0065] Example 17: The system of any one of Examples 13 to 16, wherein an AEB activation signal causes the AEB system of a vehicle to apply braking force to decelerate the vehicle.

[0066] Example 18: The system of any one of Examples 13 to 16, wherein the AEB signal is not allowed to include one or more of the following: canceling the AEB activation signal, preventing the AEB system of the vehicle from applying braking force to slow down the vehicle, or preventing the AEB activation signal from reaching the AEB system.

[0067] Example 19: The system of any one of Examples 13 to 18, wherein the processor is further configured to: determine the time of collision (TTC) between the vehicle and the target; and generate an AEB activation signal based on the TTC between the vehicle and the target.

[0068] Example 20: The system of any one of Examples 13 to 19, wherein the system is configured to be installed in a vehicle.

[0069] Example 21: A method comprising: determining that a collision with a target passing through the path of a vehicle is imminent; determining whether the acceleration of the vehicle is above a threshold; and determining whether to activate the automatic emergency braking (AEB) system of the vehicle based on determining whether the acceleration of the vehicle is above the threshold.

[0070] Example 22: The method described in Example 21: further includes determining whether a portion of the target is within the vehicle's inhibition zone; and wherein determining whether to activate the AEB system is further based on determining whether that portion of the target is within the vehicle's inhibition zone.

[0071] Example 23: The method described in Example 21 or 22: further includes determining whether the collision location is toward the trailing edge of the target; and wherein determining whether to activate the AEB system is further based on determining whether the collision location is toward the trailing edge of the target.

[0072] Example 24: The method of any one of Examples 21 to 23, wherein determining that a collision with a target is imminent includes: determining the time of collision (TTC) between the vehicle and the target; and comparing the TTC with a TTC threshold.

[0073] Example 25: The method of any one of Examples 21 to 24, wherein determining whether to activate the AEB system comprises: determining whether to generate an AEB activation signal for reception by the AEB system.

[0074] Example 26: At least one non-transient computer-readable storage medium comprising instructions configured to cause at least one processor to: receive an Automatic Emergency Braking (AEB) activation signal indicating a potential collision between a vehicle and a target crossing the path of the vehicle; determine the acceleration of the vehicle; and, in response to determining that the acceleration of the vehicle is not higher than an acceleration threshold, allow the AEB activation signal; or, in response to determining that the acceleration of the vehicle is higher than the acceleration threshold: determine whether a portion of the target is within a suppression zone of the vehicle; and, in response to determining that the portion of the target is within the suppression zone, disallow the AEB activation signal; or, in response to determining that the portion of the target is not within the suppression zone, allow the AEB activation signal. Conclusion

[0075] While various embodiments of the present disclosure have been described in the foregoing description and illustrated in the accompanying drawings, it should be understood that the present disclosure is not limited thereto, but can be practiced in various ways within the scope of the following claims. It will be apparent from the foregoing description that various modifications can be made without departing from the spirit and scope of the present disclosure as defined by the following claims.

[0076] Unless the context explicitly states otherwise, the use of "or" and grammatically related terms indicates an unrestricted, non-exclusive alternative. As used herein, the phrase referring to "at least one" of a list of items means any combination of those items, including a single member. As an example, "at least one of a, b, or c" is intended to cover: a, b, c, ab, ac, bc, and abc, as well as any combination with multiple identical elements (e.g., aa, aaa, aab, aac, abb, acc, bb, bbb, bbc, cc, and ccc, or any other ordering of a, b, and c).

Claims

1. A method for automatic emergency braking, the method comprising: Receives an Automatic Emergency Braking (AEB) activation signal, which indicates a potential collision between the vehicle and a target crossing the path of the vehicle; Determine whether the acceleration of the vehicle exceeds an acceleration threshold; Determine the lateral direction of travel of the target relative to the path; In response to determining that the acceleration of the vehicle is higher than the acceleration threshold, it is determined whether a portion of the target is within the suppression zone of the vehicle, wherein the suppression zone is located on the side of the vehicle corresponding to the lateral direction of travel of the target; as well as In response to determining that the portion of the target is not within the suppression zone of the vehicle, the AEB activation signal is permitted.

2. The method of claim 1, further comprising, in response to determining that the AEB activation signal is permitted, allowing the AEB activation signal to cause the AEB system of the vehicle to apply braking force to decelerate the vehicle.

3. The method of claim 1, further comprising, in response to determining that the AEB activation signal is not permitted, performing one or more of the following: canceling the AEB activation signal, preventing the AEB system of the vehicle from applying braking force to decelerate the vehicle, or preventing the AEB activation signal from reaching the AEB system.

4. The method as described in claim 1, characterized in that, The acceleration threshold corresponds to the acceleration that indicates a focused driver.

5. The method as described in claim 1, characterized in that, The inhibition zone begins near the lateral range of the vehicle and extends in the lateral direction of travel of the target.

6. The method as described in claim 1: Further includes determining whether the collision location of the potential collision is toward the rear edge of the target; and The determination of whether to allow or disallow the AEB activation signal is further based on whether the collision location of the potential collision is closer to the trailing edge of the target than the leading edge of the target.

7. The method as described in claim 6, characterized in that, Determining whether the collision location is closer to the trailing edge of the target includes determining whether the collision location is between the trailing edge and the midpoint of the target.

8. The method as described in claim 7, characterized in that, Determining whether the collision location is toward the rear edge of the target is based on the midpoint of the front edge of the vehicle.

9. The method of claim 1, further comprising generating the AEB activation signal.

10. The method as described in claim 9: Further includes determining the time to collision (TTC) between the vehicle and the target; and The AEB activation signal is generated based on the TTC between the vehicle and the target.

11. A system for automatic emergency braking, the system comprising: At least one processor, said at least one processor being configured to: Receives an Automatic Emergency Braking (AEB) activation signal, which indicates a potential collision between the vehicle and a target crossing the path of the vehicle; Determine the acceleration of the vehicle; Determine the lateral direction of travel of the target relative to the path; as well as In response to determining that the acceleration of the vehicle is not higher than an acceleration threshold, the AEB activation signal is allowed; or In response to determining that the acceleration of the vehicle is higher than the acceleration threshold: Determine whether a portion of the target is within the suppression zone of the vehicle, wherein the suppression zone is located on the side of the vehicle corresponding to the lateral direction of travel of the target; as well as In response to the determination that the portion of the target is within the suppression region, the AEB activation signal is not allowed; or In response to determining that the portion of the target is not within the suppression region, the AEB activation signal is allowed.

12. The system as claimed in claim 11, characterized in that, The AEB activation signal is allowed to cause the AEB system of the vehicle to apply braking force to decelerate the vehicle.

13. The system as described in claim 11, characterized in that, The AEB activation signal is not allowed to include one or more of the following: canceling the AEB activation signal, preventing the AEB system of the vehicle from applying braking force to slow down the vehicle, or preventing the AEB activation signal from reaching the AEB system.

14. The system as claimed in claim 11, characterized in that, The acceleration threshold corresponds to the acceleration that indicates a focused driver.

15. The system as claimed in claim 11, characterized in that, The inhibition zone begins near the lateral range of the vehicle and extends in the lateral direction of travel of the target.

16. The system as claimed in claim 11, characterized in that, The processor is further configured to: Determine the time of collision (TTC) between the vehicle and the target; and The AEB activation signal is generated based on the TTC between the vehicle and the target.

17. The system as claimed in claim 11, characterized in that, The processor is further configured to perform the following operations in response to determining that the portion of the target is within the suppression region: Determine the collision position of the potential collision relative to the target; and In response to determining that the collision location is between the midpoint of the target and the trailing edge of the target, the AEB activation signal is not allowed; as well as In response to determining that the collision location is not between the midpoint of the target and the trailing edge of the target, the AEB activation signal is allowed.

18. The system as claimed in claim 17, characterized in that, The collision location was determined based on the midpoint of the leading edge of the vehicle.

19. The system as claimed in claim 11, characterized in that, The processor is further configured to generate the AEB activation signal.

20. A non-transient computer-readable storage medium, the non-transient computer-readable storage medium comprising instructions configured to cause at least one processor to: Receives an Automatic Emergency Braking (AEB) activation signal, which indicates a potential collision between the vehicle and a target crossing the path of the vehicle; Determine the acceleration of the vehicle; Determine the lateral direction of travel of the target relative to the path; as well as In response to determining that the acceleration of the vehicle is not higher than an acceleration threshold, the AEB activation signal is allowed; or In response to determining that the acceleration of the vehicle is higher than the acceleration threshold: Determine whether a portion of the target is within the suppression zone of the vehicle, wherein the suppression zone is located on the side of the vehicle corresponding to the lateral direction of travel of the target; as well as In response to the determination that the portion of the target is within the suppression region, the AEB activation signal is not allowed; or In response to determining that the portion of the target is not within the suppression region, the AEB activation signal is allowed.

21. The non-transient computer-readable storage medium as claimed in claim 20, characterized in that, The inhibition zone begins at the lateral extent of the vehicle and extends in the lateral direction of travel of the target.

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