Vehicle collision avoidance control method, system, device and storage medium

Abstract

The application provides a vehicle collision avoidance control method, system, device and storage medium, and the method comprises the following steps: acquiring vehicle size information, generating a static safety area based on the vehicle size information; acquiring vehicle motion information, generating a dynamic safety area based on the vehicle motion information; judging whether there is an obstacle collision risk based on the static safety area and the dynamic safety area respectively; if there is an obstacle collision risk, determining the obstacle collision risk level; selecting a vehicle control strategy corresponding to the obstacle collision risk level. The application is different from a single collision detection model in the prior art, collision detection and decision control are performed based on multiple safety models, the flexibility and safety of the AEB system are taken into account, it is ensured that the AEB system can generate a complex braking strategy, and the driving safety of the vehicle is improved.

Description

Technical Field

[0001] This invention relates to the field of data processing technology, and in particular to a vehicle collision avoidance control method, system, device and storage medium. Background Technology

[0002] Collision avoidance algorithms are a crucial component of the risk assessment strategy for AEB (Autonomous Emergency Braking) systems. The judgment of hazardous conditions and collision probability is obtained through comparison with real-world data, and the assessment results directly influence the control behavior of the AEB system. In existing AEB systems, a safe distance threshold between the system and the vehicle ahead is calculated to provide a basis for further warnings and braking. However, as an independent module, relying solely on a safe distance model, based on practical production experience, makes it difficult for autonomous vehicles to provide accurate braking schemes without human intervention. For example, in complex situations such as parking in special areas or the inability to distinguish between obstacles intruding into the vehicle body and predicted collision points, it is difficult to provide a suitable braking scheme using only common algorithms.

[0003] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of the present invention, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0004] To address the problems in the prior art, the present invention aims to provide a vehicle collision avoidance control method, system, device, and storage medium that performs collision detection and decision control based on multiple safety models, taking into account both the flexibility and safety of the AEB system, ensuring that the AEB system can generate complex braking strategies, and improving vehicle driving safety.

[0005] This invention provides a vehicle collision avoidance control method, comprising the following steps:

[0006] Obtain vehicle size information and generate a static safety area based on the vehicle size information;

[0007] Acquire vehicle motion information and generate a dynamic safety zone based on the vehicle motion information;

[0008] Based on the static safety zone and the dynamic safety zone respectively, determine whether there is a risk of obstacle collision;

[0009] If there is a risk of obstacle collision, determine the level of obstacle collision risk;

[0010] Select the vehicle control strategy corresponding to the obstacle collision risk level.

[0011] In some embodiments, obtaining vehicle size information and generating a static safety area based on the vehicle size information includes the following steps:

[0012] Obtain vehicle size information and current vehicle location information;

[0013] Based on the vehicle size information and the vehicle positioning information, the area occupied by the vehicle is determined;

[0014] Expand each side of the area occupied by the vehicle outward by a first preset size to generate a static safety zone that completely covers the area occupied by the vehicle.

[0015] In some embodiments, the distance between the front side of the static safety zone and the front side of the vehicle is greater than the distance between the other sides of the static safety zone (excluding the front side) and the corresponding sides of the vehicle.

[0016] The distance between the front center of the static safety zone and the front center of the vehicle is greater than the distance between the front ends of the static safety zone and the corresponding positions of the vehicle.

[0017] In some embodiments, obtaining vehicle motion information and generating a dynamic safety area based on the vehicle motion information includes the following steps:

[0018] Obtain the vehicle's speed and steering angle as vehicle motion information;

[0019] The vehicle's travel range from the current time to the preset time is calculated based on the vehicle motion information.

[0020] The driving range of the vehicle is defined as the dynamic safety zone.

[0021] In some embodiments, the dynamic security region includes a first dynamic sub-region and a second dynamic sub-region;

[0022] The calculation of the vehicle's travel range from the current time to a preset time based on the vehicle motion information includes the following steps:

[0023] The vehicle's travel range from the current time to a first preset time is calculated based on the vehicle motion information and used as the first dynamic sub-region.

[0024] The vehicle's travel range is calculated based on the vehicle motion information from the first preset time to the second preset time, and is used as the second dynamic sub-region. The second preset time is greater than the first preset time.

[0025] In some embodiments, the following steps are also included:

[0026] Determine if any obstacle has entered the collision alarm zone;

[0027] If an obstacle is detected entering the collision alarm area, the location information of the obstacle is obtained.

[0028] In some embodiments, the following steps are also included:

[0029] Expand each side of the static safety area outward by a second preset size to generate a collision alarm area.

[0030] In some embodiments, determining whether there is a risk of obstacle collision based on the static safety area and the dynamic safety area respectively includes the following steps:

[0031] Determine whether any obstacles enter the static safety area, the first dynamic sub-area, and the second dynamic sub-area, respectively.

[0032] If an obstacle enters at least one of the static safety area, the first dynamic sub-area, and the second dynamic sub-area, then an obstacle collision risk is determined to exist.

[0033] In some embodiments, the following steps are also included:

[0034] Determine if any obstacles enter the region of interest;

[0035] If an obstacle is detected entering the region of interest, target detection and feature extraction are performed on the obstacle to obtain its feature data;

[0036] Based on the feature data of the obstacle, identify the type of the obstacle;

[0037] The obstacle is categorized by its type.

[0038] In some embodiments, determining the obstacle collision risk level includes the following steps:

[0039] Determine the type of safe zone the obstacle enters;

[0040] Determine the type label of the obstacle;

[0041] The obstacle risk level is determined based on the type of safe zone the obstacle enters and the type label of the obstacle.

[0042] In some embodiments, the following steps are also included:

[0043] Based on the dynamic safety area and the collision alarm area, a region of interest is generated, wherein the collision alarm area completely covers the static safety area, and the region of interest completely covers both the dynamic safety area and the collision alarm area.

[0044] This invention also provides a vehicle collision avoidance control system for implementing the aforementioned vehicle collision avoidance control method, the system comprising:

[0045] The first generation module is used to acquire vehicle size information and generate a static safety area based on the vehicle size information.

[0046] The second generation module is used to acquire vehicle motion information and generate a dynamic safety zone based on the vehicle motion information.

[0047] The risk assessment module is used to determine whether there is a risk of obstacle collision based on the static safety area and the dynamic safety area, respectively.

[0048] The strategy selection module is used to determine the obstacle collision risk level if there is an obstacle collision risk, and to select the vehicle control strategy corresponding to the obstacle collision risk level.

[0049] This invention also provides a vehicle collision avoidance control device, comprising:

[0050] processor;

[0051] A memory in which executable instructions of the processor are stored;

[0052] The processor is configured to perform the steps of the vehicle collision avoidance control method by executing the executable instructions.

[0053] This invention also provides a computer-readable storage medium for storing a program, which, when executed by a processor, implements the steps of the vehicle collision avoidance control method.

[0054] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure.

[0055] The vehicle collision avoidance control method, system, device, and storage medium of the present invention have the following beneficial effects:

[0056] This invention first generates static and dynamic safety zones based on vehicle size and motion information, respectively, serving as static and dynamic safety models. Obstacle detection is then performed based on these models. When a collision risk is detected, a corresponding vehicle control strategy is determined for collision avoidance control. The selected vehicle control strategy can be provided to the AEB system or directly to the braking control module. This invention differs from existing technologies that use a single collision detection model; it utilizes multiple safety models for collision detection and decision control, balancing the flexibility and safety of the AEB system. This ensures the AEB system can generate complex braking strategies, thereby improving vehicle driving safety. Attached Figure Description

[0057] Other features, objects, and advantages of the invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings.

[0058] Figure 1 This is a flowchart of a vehicle collision avoidance control method according to an embodiment of the present invention;

[0059] Figure 2 This is a flowchart of generating a static security region according to an embodiment of the present invention;

[0060] Figure 3 This is a schematic diagram of a static security area according to an embodiment of the present invention;

[0061] Figure 4 This is a flowchart illustrating the generation of a dynamic security region according to an embodiment of the present invention;

[0062] Figure 5 This is a schematic diagram of a dynamic security area according to an embodiment of the present invention;

[0063] Figure 6 This is a schematic diagram of a collision alarm area according to an embodiment of the present invention;

[0064] Figure 7 This is a schematic diagram of the region of interest according to an embodiment of the present invention;

[0065] Figure 8 This is a schematic diagram of the structure of a vehicle collision avoidance control system according to an embodiment of the present invention;

[0066] Figure 9 This is a schematic diagram of the structure of a vehicle collision avoidance control device according to an embodiment of the present invention;

[0067] Figure 10 This is a schematic diagram of the structure of a computer-readable storage medium according to an embodiment of the present invention. Detailed Implementation

[0068] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, they are provided so that this disclosure will be more comprehensive and complete, and will fully convey the concept of the exemplary embodiments to those skilled in the art. The described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.

[0069] Furthermore, the accompanying drawings are merely illustrative of this disclosure and are not necessarily drawn to scale. The same reference numerals in the drawings denote the same or similar parts, and therefore repeated descriptions of them will be omitted. Some block diagrams shown in the drawings are functional entities and do not necessarily correspond to physically or logically independent entities. These functional entities may be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0070] The flowchart shown in the attached diagram is merely an illustrative example and does not necessarily include all steps. For example, some steps may be broken down, while others may be combined or partially combined. Therefore, the actual execution order may change depending on the specific circumstances.

[0071] like Figure 1 As shown, an embodiment of the present invention provides a vehicle collision avoidance control method, comprising the following steps:

[0072] S100: Obtain vehicle size information and generate a static safety area based on the vehicle size information;

[0073] The static safety zone here is determined based on the vehicle's inherent size parameters and will not change due to changes in vehicle speed or steering. Therefore, as a static safety model, if a vehicle is detected entering the static safety zone, an emergency control strategy will be triggered immediately.

[0074] S200: Obtain vehicle motion information and generate a dynamic safety zone based on the vehicle motion information;

[0075] The dynamic safety zone here is determined based on vehicle motion information, therefore it is a dynamic safety model that is directly related to the vehicle's motion state;

[0076] S300: Determine whether there is a risk of obstacle collision based on the static safety area and the dynamic safety area respectively;

[0077] S400: If there is a risk of obstacle collision, determine the level of obstacle collision risk;

[0078] The number of obstacle collision risk levels can be set as needed, such as setting it to a three-level obstacle collision risk level, a four-level obstacle collision risk level, or simply dividing the obstacle collision risk level into two levels.

[0079] S500: Select the vehicle control strategy corresponding to the obstacle collision risk level.

[0080] Vehicle control strategies are pre-set for different obstacle collision risks. For example, a level 1 obstacle collision risk corresponds to vehicle deceleration, a level 2 obstacle collision risk corresponds to vehicle slowing down, and a level 3 obstacle collision risk corresponds to vehicle emergency stopping. The specific types of obstacle collision risks and their correspondence with vehicle control strategies can be set as needed, and are not limited to those listed here.

[0081] This invention first generates static and dynamic safety regions based on vehicle size and motion information in steps S100 and S200, respectively, serving as static and dynamic safety models. In step S300, obstacle detection is performed simultaneously based on both the static and dynamic safety models. When a collision risk is detected, steps S400 and S500 determine the corresponding vehicle control strategy for collision avoidance control. The vehicle control strategy selected in step S500 can be provided to the AEB system or directly to the braking control module. This invention differs from existing technologies that rely on a single collision detection model; it performs collision detection and decision control based on multiple safety models, balancing the flexibility and safety of the AEB system. This ensures the AEB system can generate complex braking strategies, improving vehicle driving safety. This method can be deployed in the vehicle control system of autonomous vehicles or in the vehicle control system of assisted driving vehicles.

[0082] like Figure 2 As shown, in this embodiment, step S100: obtaining vehicle size information and generating a static safety area based on the vehicle size information includes the following steps:

[0083] S110: Obtain vehicle size information and current vehicle location information;

[0084] The vehicle size information includes at least the vehicle's height, width, and length, and the vehicle positioning information includes the coordinates of a preset positioning point and the position of the preset positioning point within the vehicle.

[0085] S120: Based on the vehicle size information and the vehicle positioning information, determine the area occupied by the vehicle;

[0086] S130: Expand each side of the area occupied by the vehicle outward by a first preset size to generate a static safety zone, which completely covers the area occupied by the vehicle. This first preset size may specifically include the preset size of the expansion of each side; that is, the outward expansion size of different sides can be the same or different. For example, the outward expansion size of the left and right sides of the vehicle is different from the outward expansion size of the rear side, and the outward expansion size of the rear side is different from the outward expansion size of the front side.

[0087] like Figure 3The diagram shown is a schematic representation of an example static security area. Figure 3 The central gray block V represents a vehicle, and the surrounding area A is the static safety zone. Figure 3 In a mid-range perspective, the right side represents the front of the vehicle's V-shape, and the left side represents the rear. In actual driving, a frontal collision requires more reaction time than a rear-end collision. Therefore, if... Figure 3 As shown, the distance between the front side of the static safety zone A and the front side of the vehicle V is greater than the distance between the other sides of the static safety zone A and the corresponding sides of the vehicle V. Furthermore, when a collision occurs at the front center of the vehicle, more reaction time is required than when a collision occurs at another location. Therefore, the distance between the front center of the static safety zone A and the front center of the vehicle V is greater than the distance between the two ends of the front of the static safety zone A and their corresponding positions on the vehicle V. For example, as... Figure 3 As shown, the front of static safety zone A is triangular, making the entire static safety zone A bullet-shaped. In this embodiment, static safety zone A is the area with the highest safety level, and an emergency stop will be triggered when an obstacle is detected in this area.

[0088] like Figure 4 As shown, in this embodiment, step S200: acquiring vehicle motion information and generating a dynamic safety area based on the vehicle motion information includes the following steps:

[0089] S210: Acquire the vehicle's speed and steering angle as vehicle motion information;

[0090] S220: Calculate the vehicle's driving range area from the current time to a preset time based on the vehicle's motion information; that is, predict the vehicle's driving trajectory within a future period based on the vehicle's driving speed and steering angle, and obtain the vehicle's driving range area composed of the vehicle's driving trajectory within this period.

[0091] S230: The driving range of the vehicle is defined as the dynamic safety zone. This dynamic safety zone is the dynamic safety model.

[0092] The dynamic security region can be further subdivided. In this embodiment, the dynamic security region includes a first dynamic sub-region and a second dynamic sub-region. The second dynamic sub-region is located outside the first dynamic sub-region.

[0093] Step S220: Calculating the vehicle's travel range from the current time to a preset time based on the vehicle motion information, including the following steps:

[0094] The vehicle's travel range from the current time to a first preset time is calculated based on the vehicle motion information and used as the first dynamic sub-region.

[0095] The vehicle's travel range is calculated based on the vehicle motion information from the first preset time to the second preset time, and is used as the second dynamic sub-region. The second preset time is greater than the first preset time.

[0096] like Figure 5 The diagram shown is a schematic representation of an example of a dynamic security area. Figure 5 In the diagram, V represents a vehicle, B1 represents the first dynamic sub-region, and B2 represents the second dynamic sub-region. The second dynamic sub-region B2 is located outside the first dynamic sub-region B1. The safety level of the second dynamic sub-region B2 is lower than that of the first dynamic sub-region B1. For example, when a vehicle is detected entering the second dynamic sub-region B2, the vehicle is controlled to slowly stop; this second dynamic sub-region B2 is the slow-stop zone. When a vehicle is detected entering the first dynamic sub-region B1, the vehicle is controlled to stop urgently. By setting the second dynamic sub-region B2 and establishing a slow-stop zone, the vehicle experiences less damage to its cargo during slow stopping, minimizing damage to the vehicle or cargo during emergency stops. Since the dynamic safety zone is a dynamic area that moves with the vehicle, therefore... Figure 5 The diagram illustrates, for example, a first dynamic sub-region B1 and a second dynamic sub-region B2 at multiple different times.

[0097] In this embodiment, step S300, which involves determining whether there is a risk of obstacle collision based on both the static safety area and the dynamic safety area, includes the following steps:

[0098] Determine whether any obstacles enter the static safety area, the first dynamic sub-area, and the second dynamic sub-area, respectively.

[0099] If an obstacle enters at least one of the static safety area, the first dynamic sub-area, and the second dynamic sub-area, then an obstacle collision risk is determined to exist.

[0100] In this embodiment, a collision alarm model is further provided. This collision alarm model corresponds to a collision alarm zone. When an obstacle enters the collision alarm zone, the vehicle does not stop; instead, the location information of the obstacle is obtained. Specifically, the vehicle collision avoidance control method further includes the following steps:

[0101] Determine if any obstacle has entered the collision alarm zone;

[0102] If an obstacle is detected entering the collision alarm area, the obstacle is located, and its position information is obtained. Here, obstacle location can be determined by analyzing data collected by at least one of the vehicle's own sensors, such as LiDAR, millimeter-wave radar, or a camera. This obstacle position information can be provided to the AEB system, which then uses it to set the vehicle's steering direction, etc. The obstacle position information can also be provided to other modules of the vehicle control system, allowing them to perform corresponding control functions. For example, the obstacle position information can be provided to the alignment module, which then uses it to align the vehicle with a designated target.

[0103] In this embodiment, the vehicle collision avoidance control method further includes generating the collision alarm area using the following steps:

[0104] Expand each side of the static safety zone outward by a second preset dimension to generate a collision alarm zone. For example... Figure 6 The diagram shows an example of a collision warning area in this embodiment. V represents a vehicle. The collision warning area C completely covers the static safety area. The second preset size may include the outward expansion dimensions of each side. The outward expansion dimensions of each side may be the same or different. For example, the outward expansion dimensions of the four sides of the static safety area may be the same value, or the outward expansion dimensions of the left and right sides of the static safety area may be different from the outward expansion dimensions of the front side of the static safety area, different from the outward expansion dimensions of the rear side of the static safety area, etc.

[0105] In this embodiment, a Region of Interest (ROI) model is further provided, which corresponds to the region of interest. When an obstacle is detected entering the region of interest, the type of obstacle is identified and marked. Specifically, the vehicle collision avoidance method further includes the following steps:

[0106] Determine if any obstacles enter the region of interest;

[0107] If an obstacle is detected entering the region of interest, target detection and feature extraction are performed on the obstacle to obtain its feature data;

[0108] Based on the feature data of the obstacle, identify the type of the obstacle;

[0109] To identify the type of obstacle, a machine learning model can be used. An obstacle recognition model can be trained, with the input data being the feature data of the obstacle and the output data being the probability of the obstacle belonging to each type. The type with the highest probability can be selected as the obstacle type. Alternatively, feature matching can be used to identify the type of obstacle. For example, multiple obstacle types can be pre-defined in terms of size range, speed range, shape, etc. When the feature data of an obstacle matches an obstacle type, its obstacle type is determined.

[0110] The obstacles are categorized by their type. For example, obstacles can be classified as static or dynamic objects. Alternatively, they can be categorized as birds, pedestrians, vehicles, rocks, etc. By categorizing obstacles by type, their type can be directly determined when they are detected again, eliminating the need for repeated detection.

[0111] In this embodiment, the region of interest is generated using the following steps:

[0112] Based on the dynamic safety area and the collision alarm area, a region of interest (ROI) is generated, which completely covers both the dynamic safety area and the collision alarm area. Since the collision alarm area completely covers the static safety area, the ROI completely covers the static safety area, the dynamic safety area, and the collision alarm area. Figure 7 As shown, V represents a vehicle, and the region of interest (ROI) D is the largest region. After an obstacle is detected entering ROI D, the type of obstacle is identified and marked.

[0113] In this embodiment, determining the obstacle collision risk level includes the following steps:

[0114] Determine the type of safe zone the obstacle enters;

[0115] Specifically, for collision alarm zones, the location information of obstacles is acquired upon triggering, but no emergency control is performed. For regions of interest, the type of obstacle is identified and marked upon triggering, but no emergency control is performed; therefore, the risk of obstacle collision only exists when an obstacle enters the static safety zone, the first dynamic sub-zone, or the second dynamic sub-zone; determining the type of safety zone the obstacle enters is equivalent to determining whether the obstacle has entered the static safety zone, the first dynamic sub-zone, or the second dynamic sub-zone.

[0116] Determine the type label of the obstacle;

[0117] The obstacle risk level is determined based on the type of safe zone the obstacle enters and the type label of the obstacle.

[0118] Specifically, a mapping table can be set up for safe zone types, obstacle types, and obstacle risk levels. The obstacle risk level can be obtained by looking up the table based on the safe zone type and obstacle type. For example, when an obstacle enters a static safe zone, the obstacle risk level is the highest for all obstacle types. When an obstacle enters the first dynamic sub-zone, the obstacle risk level is the highest for some obstacle types, and medium for others. When an obstacle enters the second dynamic sub-zone, the obstacle risk level is medium for some obstacle types, and low for others.

[0119] In another implementation, the obstacle collision risk level can be determined solely based on the type of safe zone the obstacle enters. For example, determining the obstacle collision risk level includes the following steps:

[0120] Determine the type of safe zone the obstacle enters;

[0121] The risk level of an obstacle is determined based on the type of safe zone it enters.

[0122] For example, when an obstacle enters a static safe area, the obstacle risk level is the highest; when an obstacle enters the first dynamic sub-area, the obstacle risk level is medium; and when an obstacle enters the second dynamic sub-area, the obstacle risk level is low.

[0123] In this embodiment, four different safety models are set up. The usage process of the four safety models is as follows: During vehicle operation, if an obstacle first enters the region of interest, the obstacle is identified and marked. If the obstacle further enters the collision warning region, the obstacle's position information is identified, providing parameter data for vehicle path planning. If the obstacle enters the second dynamic sub-region, the vehicle decelerates. If the obstacle enters the first dynamic sub-region or the static safety region, the vehicle is brought to an emergency stop. The first dynamic sub-region and the static safety region partially overlap; if a vehicle enters an overlapping region, the vehicle control strategy corresponding to the region with the higher risk level is selected.

[0124] like Figure 8 As shown, this embodiment of the invention also provides a vehicle collision avoidance control system for implementing the aforementioned vehicle collision avoidance control method. The system includes:

[0125] The first generation module M100 is used to acquire vehicle size information and generate a static safety area based on the vehicle size information.

[0126] The second generation module M200 is used to acquire vehicle motion information and generate a dynamic safety zone based on the vehicle motion information.

[0127] The risk assessment module M300 is used to determine whether there is a risk of obstacle collision based on the static safety area and the dynamic safety area, respectively.

[0128] The strategy selection module M400 is used to determine the obstacle collision risk level if there is an obstacle collision risk, and to select the vehicle control strategy corresponding to the obstacle collision risk level.

[0129] In the vehicle collision avoidance control system of the present invention, the functions of each module can be implemented using the specific embodiments of the vehicle collision avoidance control method described above, which will not be elaborated here. For example, the first generation module M100 can generate a static safety area using the specific embodiment of step S100, the second generation module M200 can generate a dynamic safety area using the specific embodiment of step S200, and the risk judgment module M300 can determine whether there is a risk of obstacle collision using the specific embodiment of step S300. When an obstacle is present, the strategy selection module M400 can determine the obstacle collision risk level and the corresponding vehicle control strategy using the specific embodiments of steps S400 and S500.

[0130] This invention first uses a first generation module M100 and a second generation module M200 to generate static and dynamic safety regions based on vehicle size and motion information, respectively, serving as static and dynamic safety models. A risk assessment module M300 simultaneously performs obstacle detection based on both static and dynamic safety models. When a collision risk is detected, a strategy selection module M400 determines the corresponding vehicle control strategy for collision avoidance control. The vehicle control strategy selected by the strategy selection module M400 can be provided to the AEB system or directly to the braking control module. This invention differs from existing technologies that use a single collision detection model; it performs collision detection and decision control based on multiple safety models, balancing the flexibility and safety of the AEB system, ensuring that the AEB system can generate complex braking strategies, and improving vehicle driving safety. This method can be deployed in the vehicle control system of autonomous vehicles or in the vehicle control system of assisted driving vehicles.

[0131] This invention also provides a vehicle collision avoidance control device, including a processor; a memory storing executable instructions of the processor; wherein the processor is configured to perform the steps of the vehicle collision avoidance control method by executing the executable instructions.

[0132] Those skilled in the art will understand that various aspects of the present invention can be implemented as systems, methods, or program products. Therefore, various aspects of the present invention can be specifically implemented in the following forms: a completely hardware implementation, a completely software implementation (including firmware, microcode, etc.), or a combination of hardware and software aspects, collectively referred to herein as a "circuit," "module," or "platform."

[0133] The following reference Figure 9 To describe an electronic device 600 according to this embodiment of the present invention. Figure 9 The electronic device 600 shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of the present invention.

[0134] like Figure 9 As shown, the electronic device 600 is presented in the form of a general-purpose computing device. The components of the electronic device 600 may include, but are not limited to: at least one processing unit 610, at least one storage unit 620, a bus 630 connecting different system components (including storage unit 620 and processing unit 610), a display unit 640, etc.

[0135] The storage unit stores program code that can be executed by the processing unit 610, causing the processing unit 610 to perform the steps described in the above-described vehicle collision avoidance control method section of this specification, according to various exemplary embodiments of the present invention. For example, the processing unit 610 can perform, as follows: Figure 1 The steps are shown in the figure.

[0136] The storage unit 620 may include a readable medium in the form of a volatile storage unit, such as a random access memory unit (RAM) 6201 and / or a cache storage unit 6202, and may further include a read-only memory unit (ROM) 6203.

[0137] The storage unit 620 may also include a program / utility 6204 having a set (at least one) program module 6205, such program module 6205 including but not limited to: an operating system, one or more application programs, other program modules and program data, each or some combination of these examples may include an implementation of a network environment.

[0138] Bus 630 can represent one or more of several types of bus structures, including a memory cell bus or memory cell controller, a peripheral bus, a graphics acceleration port, a processing unit, or a local bus using any of the various bus structures.

[0139] Electronic device 600 can also communicate with one or more external devices 700 (e.g., keyboard, pointing device, Bluetooth device, etc.), and with one or more devices that enable a user to interact with electronic device 600, and / or with any device that enables electronic device 600 to communicate with one or more other computing devices (e.g., router, modem, etc.). This communication can be performed via input / output (I / O) interface 650. Furthermore, electronic device 600 can also communicate with one or more networks (e.g., local area network (LAN), wide area network (WAN), and / or public networks, such as the Internet) via network adapter 660. Network adapter 660 can communicate with other modules of electronic device 600 via bus 630. It should be understood that, although not shown in the figures, other hardware and / or software modules can be used in conjunction with electronic device 600, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0140] In the vehicle collision avoidance control device, when the program in the memory is executed by the processor, it implements the steps of the vehicle collision avoidance control method. Therefore, the device can also achieve the technical effects of the above-mentioned vehicle collision avoidance control method.

[0141] This invention also provides a computer-readable storage medium for storing a program that, when executed by a processor, implements the steps of the vehicle collision avoidance control method. In some possible embodiments, various aspects of the invention can also be implemented as a program product comprising program code that, when executed on a terminal device, causes the terminal device to perform the steps described in the above-described vehicle collision avoidance control method section of this specification, according to various exemplary embodiments of the invention.

[0142] refer to Figure 10 As shown, a program product 800 for implementing the above-described method according to an embodiment of the present invention is described. It may employ a portable compact disc read-only memory (CD-ROM) and include program code, and may be executed on a terminal device, such as a personal computer. However, the program product of the present invention is not limited thereto. In this document, the readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, apparatus, or device.

[0143] The program product may employ any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0144] The computer-readable storage medium may include data signals propagated in baseband or as part of a carrier wave, carrying readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The readable storage medium may also be any readable medium other than a readable storage medium, capable of transmitting, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the readable storage medium may be transmitted using any suitable medium, including but not limited to wireless, wired, optical fiber, RF, etc., or any suitable combination thereof.

[0145] Program code for performing the operations of this invention can be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java and C++, and conventional procedural programming languages ​​such as C or similar languages. The program code can execute entirely on the user's computing device, partially on the user's device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user's computing device via any type of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0146] When the program in the computer storage medium is executed by the processor, it implements the steps of the vehicle collision avoidance control method. Therefore, the computer storage medium can also achieve the technical effects of the above-mentioned vehicle collision avoidance control method.

[0147] The above description, in conjunction with specific preferred embodiments, provides a further detailed explanation of the present invention. It should not be construed that the specific implementation of the present invention is limited to these descriptions. For those skilled in the art, various simple deductions or substitutions can be made without departing from the concept of the present invention, and all such modifications and substitutions should be considered within the scope of protection of the present invention.

Claims

1. A vehicle collision avoidance control method, characterized in that, Includes the following steps: Obtain vehicle size information and generate a static safety area based on the vehicle size information; Acquire vehicle motion information and generate a dynamic safety zone based on the vehicle motion information; Based on the static safety zone and the dynamic safety zone respectively, determine whether there is a risk of obstacle collision; If there is a risk of obstacle collision, the obstacle collision risk level is determined, including: determining the type of safe zone the obstacle enters; determining the type label of the obstacle; determining the obstacle risk level based on the type of safe zone the obstacle enters and the type label of the obstacle; wherein, the type label of the obstacle is obtained by performing target detection and feature extraction on the obstacle to obtain the obstacle's feature data, and the type of the obstacle is identified based on the obstacle's feature data; a mapping table of safe zone type, obstacle type, and obstacle risk level is set up, and the obstacle risk level is obtained by looking up the table according to the safe zone type and the obstacle type; Select the vehicle control strategy corresponding to the obstacle collision risk level; the vehicle control strategy includes vehicle deceleration and vehicle stopping. The method further includes the following steps: Determine if any obstacle has entered the collision alarm zone; If an obstacle is detected entering the collision alarm area, the location information of the obstacle is obtained but no emergency control is performed; Determine if any obstacles enter the region of interest; If an obstacle is detected entering the region of interest, target detection and feature extraction are performed on the obstacle to obtain its feature data; Based on the feature data of the obstacle, identify the type of the obstacle; The obstacles are categorized by type and no emergency control is implemented. Specifically, a region of interest is generated based on the dynamic safety region and the collision alarm region. The collision alarm region completely covers the static safety region, and the region of interest completely covers both the dynamic safety region and the collision alarm region.

2. The vehicle collision avoidance control method according to claim 1, characterized in that, The process of obtaining vehicle size information and generating a static safety area based on that information includes the following steps: Obtain vehicle size information and current vehicle location information; Based on the vehicle size information and the vehicle positioning information, the area occupied by the vehicle is determined; Expand each side of the area occupied by the vehicle outward by a first preset size to generate a static safety zone that completely covers the area occupied by the vehicle.

3. The vehicle collision avoidance control method according to claim 2, characterized in that, The distance between the front side of the static safety zone and the front side of the vehicle is greater than the distance between the other sides of the static safety zone (excluding the front side) and the corresponding sides of the vehicle. The distance between the front center of the static safety zone and the front center of the vehicle is greater than the distance between the front ends of the static safety zone and the corresponding positions of the vehicle.

4. The vehicle collision avoidance control method according to claim 2, characterized in that, The process of acquiring vehicle motion information and generating a dynamic safety zone based on that information includes the following steps: Obtain the vehicle's speed and steering angle as vehicle motion information; The vehicle's travel range from the current time to the preset time is calculated based on the vehicle motion information. The driving range of the vehicle is defined as the dynamic safety zone.

5. The vehicle collision avoidance control method according to claim 4, characterized in that, The dynamic security zone includes a first dynamic sub-region and a second dynamic sub-region; The calculation of the vehicle's travel range from the current time to a preset time based on the vehicle motion information includes the following steps: The vehicle's travel range from the current time to a first preset time is calculated based on the vehicle motion information and used as the first dynamic sub-region. The vehicle's travel range is calculated based on the vehicle motion information from the first preset time to the second preset time, and is used as the second dynamic sub-region. The second preset time is greater than the first preset time.

6. The vehicle collision avoidance control method according to claim 2, characterized in that, It also includes the following steps: Expand each side of the static safety area outward by a second preset size to generate a collision alarm area.

7. The vehicle collision avoidance control method according to claim 5, characterized in that, Determining whether there is a risk of obstacle collision based on the static safety zone and the dynamic safety zone respectively includes the following steps: Determine whether any obstacles enter the static safety area, the first dynamic sub-area, and the second dynamic sub-area, respectively. If an obstacle enters at least one of the static safety area, the first dynamic sub-area, and the second dynamic sub-area, then an obstacle collision risk is determined to exist.

8. A vehicle collision avoidance control system, characterized in that, For implementing the vehicle collision avoidance control method according to any one of claims 1 to 7, the system comprises: The first generation module is used to acquire vehicle size information and generate a static safety area based on the vehicle size information. The second generation module is used to acquire vehicle motion information and generate a dynamic safety zone based on the vehicle motion information. The risk assessment module is used to determine whether there is a risk of obstacle collision based on the static safety area and the dynamic safety area, respectively. The strategy selection module is used to determine the obstacle collision risk level if there is an obstacle collision risk, and to select the vehicle control strategy corresponding to the obstacle collision risk level.

9. A vehicle collision avoidance control device, characterized in that, include: processor; A memory in which executable instructions of the processor are stored; The processor is configured to perform the steps of the vehicle collision avoidance control method according to any one of claims 1 to 7 by executing the executable instructions.

10. A computer-readable storage medium for storing a program, characterized in that, When the program is executed by the processor, it implements the steps of the vehicle collision avoidance control method according to any one of claims 1 to 7.

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