Lateral braking method, device, equipment and storage medium of vehicle

Abstract

The application provides a lateral braking method, device, equipment and storage medium of a vehicle, the method comprising: obtaining a driving prediction trajectory of the vehicle in the driving process and a driving prediction trajectory of a moving object in front of the vehicle; when the trajectory included angle of the driving prediction trajectory of the vehicle and the driving prediction trajectory of the moving object is within a preset included angle range, the moving object is determined as a target obstacle; the target obstacle is tracked in real time and the driving prediction trajectory of the target obstacle is obtained, when the driving prediction trajectory of the target obstacle and a dangerous collision area exist intersection, the collision time of the target obstacle and the vehicle is determined; the dangerous collision area is a preset area along the direction of the driving prediction trajectory of the vehicle; based on the collision time and a preset collision time threshold, the braking strategy of the vehicle is determined. The application can improve the accuracy of lateral braking and effectively avoid the lateral collision of the vehicle in the driving process.

Description

Technical Field

[0001] This invention relates to the field of automotive safety technology, and in particular to a lateral braking method, device, equipment, and storage medium for a vehicle. Background Technology

[0002] With the continuous increase in the number of vehicles, traffic conditions are becoming increasingly complex and changeable, and the demand for driving safety is also increasing due to the complex road and vehicle conditions.

[0003] When a vehicle is starting to move, blind spots can easily lead to collisions with crossroads due to delayed judgment. At intersections, starting or moving at low speeds, the complex road conditions mean that obstacles may suddenly appear, increasing the risk of accidents if drivers fail to swerve or brake in time.

[0004] Currently, the vehicle lateral braking function only supports brief lateral braking during vehicle start-up, covering only a very limited number of scenarios. The lateral braking experience is poor, as it only uses vehicle information obtained from sensors to determine the vehicle's direction of travel and the possibility of collision, which can easily lead to missed braking or false braking, affecting driving safety. Summary of the Invention

[0005] This invention provides a method, apparatus, device, and storage medium for lateral braking of a vehicle, in order to solve the problem of poor accuracy in current lateral braking.

[0006] In a first aspect, embodiments of the present invention provide a lateral braking method for a vehicle, comprising:

[0007] Obtain the predicted trajectory of the vehicle during its driving process and the predicted trajectory of the moving object in front of the vehicle;

[0008] When the angle between the predicted trajectory of this vehicle and the predicted trajectory of the moving object is within the preset angle range, the moving object is identified as the target obstacle.

[0009] The system tracks target obstacles in real time and obtains their predicted trajectory. When the predicted trajectory of the target obstacle intersects with the dangerous collision zone, the collision time between the target obstacle and the vehicle is determined. The dangerous collision zone is a preset area along the direction of the vehicle's predicted trajectory.

[0010] The braking strategy for this vehicle is determined based on the collision time and a preset collision time threshold.

[0011] In one possible implementation, when the predicted trajectory of the target obstacle intersects with the dangerous collision zone, the collision time between the target obstacle and the vehicle is determined, including:

[0012] When the predicted trajectory of the target obstacle intersects with the dangerous collision area, the collision point is determined based on the predicted trajectory of the vehicle and the predicted trajectory of the target obstacle.

[0013] The time when the vehicle arrives at the point of collision is defined as the collision time.

[0014] In one possible implementation, the dangerous collision zone is defined by a boundary line based on a distance greater than or equal to the width of the vehicle; wherein, the dangerous collision zone is the area between the two boundary lines along the direction of the vehicle's predicted driving trajectory.

[0015] In one possible implementation, the collision point is determined based on the predicted trajectory of the vehicle and the predicted trajectory of the target obstacle, including:

[0016] The two intersection points of the predicted trajectory of the target obstacle and the two boundary lines of the dangerous collision area are set as the first intersection point and the second intersection point, and the intersection point of the predicted trajectory of the target obstacle and the predicted trajectory of the vehicle is set as the first suspected collision point.

[0017] The projections of the first and second intersection points onto the vehicle's predicted trajectory are set as the second and third suspected collision points, respectively.

[0018] When the target obstacle moves to the first suspected collision point, and the vehicle has not completely passed the second and third suspected collision points, the suspected collision point that is closest to the vehicle among the second and third suspected collision points is determined as the collision point.

[0019] In one possible implementation, the braking strategy of the vehicle is determined based on the collision time and a preset collision time threshold, including:

[0020] If the collision time is less than or equal to the first preset collision time threshold and greater than the second preset collision time threshold, then control the vehicle to issue a braking warning signal.

[0021] If the collision time is less than the second preset collision time threshold and no driver-initiated braking is detected, the vehicle will be controlled to issue an automatic braking signal.

[0022] In one possible implementation, when the vehicle's speed is between 1 km / h and 25 km / h and the steering wheel angle is between 0° and 60°, the step of obtaining the vehicle's predicted driving trajectory and the predicted driving trajectory of the moving object in front of the vehicle is executed.

[0023] In one possible implementation, the vehicle is equipped with a radar device, which is at least one of ultrasonic radar, lidar, or millimeter-wave radar, for acquiring motion information of moving objects in front of the vehicle.

[0024] In one possible implementation, the preset included angle satisfies 45°-135°.

[0025] Secondly, embodiments of the present invention provide a lateral braking device for a vehicle, comprising:

[0026] The trajectory acquisition module is used to acquire the predicted driving trajectory of the vehicle during its driving process and the predicted driving trajectory of moving objects in front of the vehicle.

[0027] The obstacle identification module is used to identify the moving object as a target obstacle when the angle between the predicted trajectory of the vehicle and the predicted trajectory of the moving object is within a preset angle range.

[0028] The collision detection module is used to track target obstacles in real time and obtain the predicted trajectory of the target obstacles. When the predicted trajectory of the target obstacle intersects with the dangerous collision area, the collision time between the target obstacle and the vehicle is determined. The dangerous collision area is a preset area along the direction of the vehicle's predicted trajectory.

[0029] The strategy formulation module is used to determine the braking strategy of the vehicle based on the collision time and a preset collision time threshold.

[0030] In one possible implementation, a collision determination module is used to determine the collision point based on the vehicle's predicted trajectory and the predicted trajectory of the target obstacle when the predicted trajectory of the target obstacle intersects with the dangerous collision area.

[0031] The time when the vehicle arrives at the point of collision is defined as the collision time.

[0032] In one possible implementation, the dangerous collision zone is defined by a boundary line based on a distance greater than or equal to the width of the vehicle; wherein, the dangerous collision zone is the area between the two boundary lines along the direction of the vehicle's predicted driving trajectory.

[0033] In one possible implementation, a collision determination module is used to set the two intersection points of the predicted trajectory of the target obstacle and the two boundary lines of the dangerous collision area as the first intersection point and the second intersection point, and to set the intersection point of the predicted trajectory of the target obstacle and the predicted trajectory of the vehicle as the first suspected collision point.

[0034] The projections of the first and second intersection points onto the vehicle's predicted trajectory are set as the second and third suspected collision points, respectively.

[0035] When the target obstacle moves to the first suspected collision point, and the vehicle has not completely passed the second and third suspected collision points, the suspected collision point that is closest to the vehicle among the second and third suspected collision points is determined as the collision point.

[0036] In one possible implementation, a strategy module is defined to control the vehicle to issue a braking warning signal if the collision time is less than a first preset collision time threshold and greater than a second preset collision time threshold.

[0037] If the collision time is less than or equal to the second preset collision time threshold, and no active braking by the driver of the vehicle is detected, then the vehicle will be controlled to issue an automatic braking signal.

[0038] In one possible implementation, when the vehicle's speed is between 1 km / h and 25 km / h and the steering wheel angle is between 0° and 60°, the step of obtaining the vehicle's predicted driving trajectory and the predicted driving trajectory of the moving object in front of the vehicle is executed.

[0039] In one possible implementation, the preset included angle satisfies 45°-135°.

[0040] Thirdly, embodiments of the present invention provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the method as described in the first aspect or any possible implementation of the first aspect.

[0041] Fourthly, embodiments of the present invention provide a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the method as described in the first aspect or any possible implementation thereof.

[0042] This invention provides a method, apparatus, device, and storage medium for lateral braking of a vehicle. First, the predicted trajectory of the vehicle and the predicted trajectory of a moving object in front of the vehicle are acquired. Then, when the angle between the predicted trajectory of the vehicle and the predicted trajectory of the moving object is within a preset angle range, the moving object is identified as a target obstacle. Next, the target obstacle is tracked in real time, and its predicted trajectory is acquired. When the predicted trajectory of the target obstacle intersects with a dangerous collision zone, the collision time between the target obstacle and the vehicle is determined. Finally, based on the collision time and a preset collision time threshold, a braking strategy for the vehicle is determined.

[0043] This invention simultaneously predicts the trajectories of the vehicle and moving objects in front of it in real time. Because the trajectories contain time information, the movement trends of both the vehicle and the moving objects can be more accurately determined, thus more closely reflecting the actual driving conditions. By limiting the angle between the predicted trajectory of the vehicle and the predicted trajectory of the moving object, target obstacles can be filtered out from the moving objects and tracked in real time. This reduces the need for continuous monitoring of irrelevant moving objects outside the trajectory angle, significantly improving the accuracy of lateral braking. When the predicted trajectory of a target obstacle intersects with the dangerous collision zone, a corresponding braking strategy is determined based on the collision time. This improves the accuracy of lateral braking and effectively avoids lateral collisions during vehicle operation. Attached Figure Description

[0044] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0045] Figure 1 This is a flowchart illustrating the implementation of the lateral braking method for a vehicle provided in an embodiment of the present invention.

[0046] Figure 2 This is a schematic diagram of a scenario provided by an embodiment of the present invention, in which the direction of the longitudinal velocity component of a moving object is the same as or opposite to the direction of travel of the vehicle when it is traveling straight.

[0047] Figure 3 This is a schematic diagram of the angle between the longitudinal velocity component direction of a moving object and the predicted trajectory of the vehicle when the vehicle has a certain steering angle, provided by an embodiment of the present invention.

[0048] Figure 4 This is a schematic diagram illustrating the determination of the collision point based on the vehicle's predicted trajectory and the target obstacle's predicted trajectory, provided by an embodiment of the present invention.

[0049] Figure 5 This is a schematic diagram of the structure of the lateral braking device for a vehicle provided in an embodiment of the present invention;

[0050] Figure 6 This is a schematic diagram of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0051] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of the invention. However, those skilled in the art will understand that the invention can be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods are omitted so as not to obscure the description of the invention with unnecessary detail.

[0052] To make the objectives, technical solutions, and advantages of the present invention clearer, specific embodiments will be described below in conjunction with the accompanying drawings.

[0053] With the increasing number of vehicles and the growing complexity of road conditions, higher and higher requirements are being placed on driving safety. When a vehicle is pulling out of a parking space, blind spots exist, making it easy for drivers to misjudge and collide with vehicles crossing the road. When starting at an intersection or driving at a normal low speed, due to complex road conditions, vehicles or pedestrians may suddenly rush out at any time, making it easy for drivers to swerve or brake in time, leading to traffic accidents.

[0054] To address the problems of the prior art, embodiments of the present invention provide a lateral braking method, apparatus, device, and storage medium for vehicles. The lateral braking method for vehicles provided by embodiments of the present invention will be described first below.

[0055] See Figure 1 The diagram illustrates the implementation flowchart of the lateral braking method for a vehicle provided in an embodiment of the present invention, which is described in detail below:

[0056] Step S110: Obtain the predicted driving trajectory of the vehicle during driving and the predicted driving trajectory of the moving object in front of the vehicle.

[0057] In some embodiments, when the vehicle exits a parking space, is in congested traffic, starts at an intersection, or is traveling at a normal low speed, lateral collisions are highly likely to occur due to complex road conditions. Therefore, to improve the vehicle's lateral braking capability, braking can be performed using the lateral braking method provided by this invention at a vehicle speed of 1 km / h-25 km / h and a steering wheel angle of 0°-60°. This not only improves the vehicle's lateral braking capability but also enhances driving safety. When using the lateral braking method provided by this invention, to effectively avoid the problem of increased deviation in the predicted vehicle trajectory as speed increases and to improve the accuracy of braking judgment, the steering wheel angle gradually decreases as the vehicle speed increases. This avoids a decrease in lateral braking accuracy due to predicted trajectory deviation.

[0058] In this embodiment, the vehicle travels approximately straight when the steering wheel angle is between 0° and 15°, and exhibits a more pronounced turning tendency when the steering wheel angle is between 15° and 60°. A steering wheel angle of 0° to 60° allows the vehicle to be braked using the lateral braking method provided by this invention even during turning maneuvers.

[0059] The lateral braking method provided by this invention is applicable when the vehicle speed is between 1 km / h and 25 km / h and the steering wheel angle is between 0° and 60°. It is suitable for use in congested traffic, following other vehicles, and situations where the vehicle has a certain steering angle. This expands the scenarios covered by lateral braking and improves the safety of the vehicle during driving.

[0060] In some embodiments, a radar device can be installed on the vehicle to monitor the motion information of moving objects in front of the vehicle in real time. The radar device can be any one or more of ultrasonic radar, lidar, or millimeter-wave radar, and the radar device installed on the vehicle can be determined according to the actual usage scenario.

[0061] In this embodiment, millimeter-wave radar has a strong ability to penetrate fog, smoke, and dust, and is not easily affected by harsh environments. It can detect moving objects in all weather conditions and around the clock, accurately detecting moving objects in the driving environment. Furthermore, millimeter-wave radar can distinguish and identify very small targets and can identify multiple targets simultaneously. Therefore, this vehicle can use millimeter-wave radar to obtain motion information of moving objects in front of it.

[0062] The radar device installed on this vehicle can acquire motion information of moving objects in front of the vehicle. The motion information includes, but is not limited to, lateral and longitudinal position, lateral and longitudinal velocity, acceleration, and life cycle. The acquired motion information can be used to predict the trajectory of the moving object.

[0063] It should be noted that the moving object here can be a pedestrian, a two-wheeled vehicle, a three-wheeled vehicle, a car, a passenger vehicle, a large vehicle, or an animal, etc. There is no limitation on the moving object here. As long as the object is moving in front of the vehicle, the radar device will collect its motion information.

[0064] In some embodiments, the predicted trajectory of the vehicle can be determined based on information such as the vehicle speed, yaw rate, and steering wheel angle. The predicted trajectory of a moving object can be obtained using a constant velocity model and Kalman filtering, based on the object's lateral and longitudinal positions, lateral and longitudinal velocities, and acceleration.

[0065] Kalman filtering is an algorithm that uses the state equations of a linear system to optimally estimate the system state using observed input and output data. Kalman filtering can model the uncertainty or noise of the current vehicle state and its physical model using a Gaussian distribution for process noise. By combining the prediction and update steps into a loop, the average and covariance matrices of the vehicle state at each future time step can be obtained, thereby predicting the trajectory.

[0066] In this embodiment, the prediction equation can be established first:

[0067]

[0068] Where A is the state transition matrix. Let be the posterior state estimate at time k. The posterior state estimate at time k-1 is the filtered result.

[0069] Then, the prior covariance matrix of the error is calculated:

[0070]

[0071] in, Let P be the prior estimate of the covariance at time k. k-1 Let be the posterior estimated covariance at time k-1, and Q be the covariance matrix of the process noise.

[0072] Next, the Kalman gain is calculated:

[0073]

[0074] Among them, K k Let H be the filter gain matrix, H be the transformation matrix from state variables to measurements, and R be the measurement noise covariance.

[0075] Next, update the estimated values:

[0076]

[0077] in, This is the updated posterior state estimate.

[0078] Finally, update the error covariance:

[0079]

[0080] Among them, P k Let be the posterior estimated covariance at time k.

[0081] Based on the initial measurements of the position and velocity of the moving object, the system continuously updates and iterates to predict the trajectory of the moving object.

[0082] While predicting the vehicle's trajectory, the system also predicts the trajectory of moving objects in front of the vehicle. The predicted trajectory contains time information, which is more conducive to judging safety at all times and improving the accuracy of collision prediction.

[0083] Step S120: When the angle between the predicted trajectory of the vehicle and the predicted trajectory of the moving object is within the preset angle range, the moving object is identified as the target obstacle.

[0084] When there are many moving objects in front of the vehicle, some of which do not pose a risk of collision with the vehicle, it is not necessary to track the moving objects that do not pose a collision risk in real time. Therefore, by setting the angle between the predicted trajectory of the vehicle and the predicted trajectory of the moving objects, the moving objects that do not pose a collision risk and those that do pose a collision risk can be separated, which is more conducive to the radar device focusing on the real-time tracking of the target obstacle.

[0085] In some embodiments, the preset angle is between 45° and 135°. When the angle between the predicted trajectory of a moving object and the predicted trajectory of the vehicle is set between 45° and 135°, the moving object within the predicted trajectory angle is identified as a target obstacle, while the moving object outside the predicted trajectory angle is no longer tracked. This reduces computational load and radar workload, allowing the radar to primarily monitor the movement of target obstacles, effectively reducing false braking and missed braking due to insufficient detection performance, and improving the accuracy of lateral braking. The predicted angle of 45°-135° covers not only scenarios where the longitudinal velocity component of the moving object is in the same direction as the vehicle's travel direction, but also scenarios where the longitudinal velocity component of the moving object is in the opposite direction to the vehicle's travel direction.

[0086] like Figure 2 As shown, when the angle between the predicted trajectory of the vehicle traveling straight and the predicted trajectory of the moving object is 45°-90°, it can cover scenarios where the longitudinal velocity component of the moving object is in the same direction as the vehicle's travel direction. When the angle between the predicted trajectory of the vehicle traveling straight and the predicted trajectory of the moving object is 90°-135°, it can cover scenarios where the longitudinal velocity component of the moving object is in the opposite direction to the vehicle's travel direction.

[0087] Furthermore, since vehicles cannot maintain a perfectly straight path throughout their journey, frequent changes of direction are possible. When the vehicle has a certain steering angle of 0° to 60°, its predicted trajectory follows an arc, and the angle between this arc and the trajectory of the moving object is illustrated in the diagram below. Figure 3 As shown, even when the vehicle is at a certain steering angle during operation, it can still lock onto the target obstacle and track it in real time within a trajectory angle range of 45°-135°.

[0088] Step S130: Track the target obstacle in real time and obtain the predicted trajectory of the target obstacle. When the predicted trajectory of the target obstacle intersects with the dangerous collision area, the collision time between the target obstacle and the vehicle is determined.

[0089] The danger zone is a preset area along the predicted trajectory of the vehicle.

[0090] Based on the vehicle's predicted trajectory, the area along the predicted trajectory can be divided into a dangerous collision zone and a safe passage zone.

[0091] In some embodiments, boundary lines can be determined by a distance greater than or equal to the vehicle width. The area in front of the two boundary lines is designated as the hazardous collision zone, and the area outside the two boundary lines is designated as the safe passage zone. By setting the distance between the two boundary lines and then determining the hazardous collision zone and the safe passage zone based on the vehicle's predicted trajectory direction, the hazardous collision zone and the safe passage zone can be identified.

[0092] If the target obstacle is located in a dangerous collision zone, the vehicle is more likely to collide with the target obstacle; if the target obstacle is located in a safe passage zone, the vehicle is less likely to collide with the target obstacle.

[0093] In some embodiments, after the target obstacle is identified, the target obstacle needs to be tracked in real time in both the dangerous collision zone and the safe passage zone, and the predicted driving trajectory of the target obstacle needs to be determined.

[0094] When the predicted trajectory of a target obstacle intersects with the dangerous collision zone, that is, when it is predicted that the target obstacle will enter the dangerous collision zone, the target obstacle will be locked as a dangerous obstacle. The collision point between the dangerous obstacle and the vehicle needs to be determined based on the predicted trajectories of the vehicle and the dangerous obstacle. Then, the time when the vehicle arrives at the collision point is determined as the collision time.

[0095] In this embodiment, such as Figure 4 As shown, the distance of the vehicle's width is used as the distance of the dangerous collision zone. The steps to determine the collision point by using the predicted trajectory of the vehicle and the predicted trajectory of the target obstacle are as follows:

[0096] Step S1301: Set the two intersection points of the target obstacle's predicted driving trajectory and the two boundary lines of the dangerous collision area as the first intersection point and the second intersection point, and set the intersection point of the target obstacle's predicted driving trajectory and the vehicle's predicted driving trajectory as the first suspected collision point.

[0097] like Figure 4In the diagram, the two boundary lines of the dangerous collision zone are L1 and L2, the two intersection points of the target obstacle's predicted trajectory with the two boundary lines of the dangerous collision zone are A and B, and the intersection point of the target obstacle's predicted trajectory with the vehicle's predicted trajectory is set as the first suspected collision point C.

[0098] Step S1302: Set the projections of the first and second intersection points onto the vehicle's predicted trajectory as the second and third suspected collision points.

[0099] exist Figure 4 In the process, the projections of the two intersection points A and B of the predicted trajectory of the target obstacle and the two boundary lines of the dangerous collision area onto the predicted trajectory of the vehicle are the second suspected collision point A' and the third suspected collision point B'.

[0100] Step S1303: When the target obstacle moves to the first suspected collision point, and the vehicle has not completely passed the second and third suspected collision points, the suspected collision point closest to the vehicle among the second and third suspected collision points is determined as the collision point.

[0101] Still with Figure 4 Taking this as an example, when it is predicted that the target obstacle will move to the first suspected collision point C, and the vehicle cannot completely pass through the second suspected collision point A' and the third suspected collision point B', then it is further determined that there is a risk of collision between the target obstacle and the vehicle, and the collision point needs to be determined. Based on the direction of movement of the target obstacle, the suspected collision point closest to the vehicle between the second suspected collision point A' and the third suspected collision point B' is determined as the collision point.

[0102] Once the point of impact is determined, the time of impact can be determined based on the time it takes for the vehicle to arrive at the point of impact.

[0103] Step S140: Determine the braking strategy of the vehicle based on the collision time and the preset collision time threshold.

[0104] In some embodiments, different braking strategies can be determined based on a comparison between the collision time and a preset collision time threshold.

[0105] If the collision time is less than the first preset collision time threshold but greater than the second preset collision time threshold, it indicates that the vehicle is very close to the target obstacle, but there is still a distance. Avoidance measures such as deceleration can be taken to avoid a collision. At this time, the vehicle can issue a braking warning signal. This warning signal can be an audible warning or a warning light to alert the driver of the risk of a lateral collision, but it does not control the vehicle to take any evasive action; the driver must take appropriate evasive action based on the warning signal.

[0106] For example, the first preset collision time threshold can be 3s, and the second preset collision time threshold can be 1.5s. There is no limitation on the preset collision time threshold here. Users can set it according to the application scenario and adjust the corresponding parameters according to the actual vehicle response braking time and the actual vehicle braking effect.

[0107] If the collision time is less than or equal to the second preset collision time threshold, and no active braking by the driver of the vehicle is detected, the vehicle will issue an automatic braking signal. When the collision time is detected to be less than the second preset collision time threshold, it means that a collision will occur if the driver of the vehicle does not take active braking action. Therefore, if no active braking by the driver of the vehicle is detected, the vehicle will issue an automatic braking signal, and the vehicle will automatically brake. The braking system will control the corresponding braking module to rapidly reduce the speed until the vehicle comes to a stop to avoid a lateral collision.

[0108] The lateral braking method provided by this invention first acquires the predicted trajectory of the vehicle and the predicted trajectory of a moving object in front of the vehicle. Then, when the angle between the predicted trajectory of the vehicle and the predicted trajectory of the moving object is within a preset angle range, the moving object is identified as a target obstacle. The angle is 45°-135°. Next, the area in front of the vehicle is divided into a dangerous collision zone and a safe passage zone. Then, the target obstacle is tracked in real time, and its predicted trajectory is acquired. When the predicted trajectory of the target obstacle intersects with the dangerous collision zone, the collision time between the target obstacle and the vehicle is determined. Finally, based on the collision time and a preset collision time threshold, a braking strategy for the vehicle is determined.

[0109] This invention simultaneously predicts the trajectories of the vehicle and moving objects in front of it in real time. Because the trajectories contain time information, the movement trends of both the vehicle and the moving objects can be more accurately determined, thus more closely reflecting the actual driving conditions. By limiting the angle between the predicted trajectory of the vehicle and the predicted trajectory of the moving object, target obstacles can be filtered out from the moving objects and tracked in real time. This reduces the need for continuous monitoring of irrelevant moving objects outside the predicted trajectory angle, significantly improving the accuracy of lateral braking. The predicted angle of 45°-135° covers not only scenarios where the longitudinal velocity component of the moving object is in the same direction as the vehicle's travel, but also scenarios where the longitudinal velocity component of the moving object is in the opposite direction to the vehicle's travel. When the predicted trajectory of a target obstacle intersects with the dangerous collision area, a corresponding braking strategy is determined based on the collision time. This improves the accuracy of lateral braking, effectively preventing lateral collisions during vehicle operation and enhancing the precision of lateral braking.

[0110] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0111] Based on the lateral braking method for a vehicle provided in the above embodiments, the present invention also provides a specific implementation of a lateral braking device for a vehicle applied to the lateral braking method. Please refer to the following embodiments.

[0112] like Figure 5 As shown, a lateral braking device 500 for a vehicle is provided, the device comprising:

[0113] The trajectory acquisition module 510 is used to acquire the predicted driving trajectory of the vehicle during driving and the predicted driving trajectory of the moving object in front of the vehicle.

[0114] The obstacle determination module 520 is used to determine the moving object as a target obstacle when the angle between the predicted trajectory of the vehicle and the predicted trajectory of the moving object is within a preset angle range; wherein, the preset angle is 45°-135°.

[0115] The collision determination module 530 is used to track the target obstacle in real time and obtain the predicted trajectory of the target obstacle. When the predicted trajectory of the target obstacle intersects with the dangerous collision area, the collision time between the target obstacle and the vehicle is determined. The dangerous collision area is a preset area along the direction of the vehicle's predicted trajectory.

[0116] The strategy formulation module 540 is used to determine the braking strategy of the vehicle based on the collision time and a preset collision time threshold.

[0117] In one possible implementation, the collision determination module 530 is used to determine the collision point based on the vehicle's predicted trajectory and the target obstacle's predicted trajectory when the predicted trajectory of the target obstacle intersects with the dangerous collision area.

[0118] The time when the vehicle arrives at the point of collision is defined as the collision time.

[0119] In one possible implementation, the dangerous collision zone is defined by a boundary line based on a distance greater than or equal to the width of the vehicle; wherein, the dangerous collision zone is the area between the two boundary lines along the direction of the vehicle's predicted driving trajectory.

[0120] In one possible implementation, the collision determination module 530 is used to set the two intersection points of the target obstacle's predicted driving trajectory and the two boundary lines of the dangerous collision area as the first intersection point and the second intersection point, and to set the intersection point of the target obstacle's predicted driving trajectory and the vehicle's predicted driving trajectory as the first suspected collision point.

[0121] The projections of the first and second intersection points onto the vehicle's predicted trajectory are set as the second and third suspected collision points, respectively.

[0122] When the target obstacle moves to the first suspected collision point, and the vehicle has not completely passed the second and third suspected collision points, the suspected collision point that is closest to the vehicle among the second and third suspected collision points is determined as the collision point.

[0123] In one possible implementation, a strategy module 540 is configured to control the vehicle to issue a braking warning signal if the collision time is less than a first preset collision time threshold and greater than a second preset collision time threshold.

[0124] If the collision time is less than or equal to the second preset collision time threshold, and no active braking by the driver of the vehicle is detected, then the vehicle will be controlled to issue an automatic braking signal.

[0125] In one possible implementation, the trajectory acquisition module 510 is used to acquire the predicted trajectory of the vehicle during driving and the predicted trajectory of the moving object in front of the vehicle when the vehicle's driving speed is between 1 km / h and 25 km / h and the steering wheel angle is between 0° and 60°.

[0126] In one possible implementation, the vehicle is equipped with a radar device, which is at least one of ultrasonic radar, lidar, or millimeter-wave radar, for acquiring motion information of moving objects in front of the vehicle.

[0127] In one possible implementation, the preset included angle satisfies 45°-135°.

[0128] Figure 6 This is a schematic diagram of an electronic device provided in an embodiment of the present invention. For example... Figure 6 As shown, the electronic device 6 in this embodiment includes a processor 60, a memory 61, and a computer program 62 stored in the memory 61 and executable on the processor 60. When the processor 60 executes the computer program 62, it implements the steps in the aforementioned embodiments of the lateral braking methods for various vehicles, for example... Figure 1 Steps 110 to 140 are shown. Alternatively, when the processor 60 executes the computer program 62, it implements the functions of each module in the above-described device embodiments, for example... Figure 5The functions of modules 510 to 540 are shown.

[0129] For example, the computer program 62 can be divided into one or more modules, which are stored in the memory 61 and executed by the processor 60 to complete the present invention. The one or more modules can be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of the computer program 62 in the electronic device 6. For example, the computer program 62 can be divided into... Figure 5 Modules 510 to 540 are shown.

[0130] The electronic device 6 may include, but is not limited to, a processor 60 and a memory 61. Those skilled in the art will understand that... Figure 6 This is merely an example of electronic device 6 and does not constitute a limitation on electronic device 6. It may include more or fewer components than shown, or combine certain components, or different components. For example, the electronic device may also include input / output devices, network access devices, buses, etc.

[0131] The processor 60 may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0132] The memory 61 can be an internal storage unit of the electronic device 6, such as a hard disk or memory. The memory 61 can also be an external storage device of the electronic device 6, such as a plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card, or Flash Card. Furthermore, the memory 61 can include both internal and external storage units of the electronic device 6. The memory 61 is used to store the computer program and other programs and data required by the electronic device. The memory 61 can also be used to temporarily store data that has been output or will be output.

[0133] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0134] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0135] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0136] In the embodiments provided by this invention, it should be understood that the disclosed devices / electronic devices and methods can be implemented in other ways. For example, the device / electronic device embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0137] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0138] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0139] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments of the present invention can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the lateral braking method embodiments of the various vehicles described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, etc.

[0140] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A lateral braking method of a vehicle, characterized by, The method comprises the following steps: acquiring a driving prediction trajectory of the vehicle in the driving process and a driving prediction trajectory of a moving object in front of the vehicle; when the trajectory included angle between the driving prediction trajectory of the vehicle and the driving prediction trajectory of the moving object is within a preset included angle range, the moving object is determined as a target obstacle; tracking the target obstacle in real time and acquiring the driving prediction trajectory of the target obstacle, when the driving prediction trajectory of the target obstacle intersects with a dangerous collision area, the two intersection points between the driving prediction trajectory of the target obstacle and the two boundary lines of the dangerous collision area are set as a first intersection point and a second intersection point, and the intersection point between the driving prediction trajectory of the target obstacle and the driving prediction trajectory of the vehicle is set as a first suspected collision point; the projections of the first intersection point and the second intersection point on the driving prediction trajectory of the vehicle are set as a second suspected collision point and a third suspected collision point; when the target obstacle moves to the first suspected collision point and the vehicle does not completely pass through the second suspected collision point and the third suspected collision point, the suspected collision point closest to the vehicle among the second suspected collision point and the third suspected collision point is determined as a collision point; the time when the vehicle reaches the collision point is determined as a collision time; wherein the boundary lines are determined at a distance greater than or equal to the vehicle width, the front area between the two boundary lines is set as a dangerous collision area, and the area outside the two boundary lines is set as a safe passing area; based on the collision time and a preset collision time threshold, a braking strategy of the vehicle is determined.

2. The lateral braking method of claim 1, wherein, The braking strategy of the vehicle determined based on the collision time and the preset collision time threshold comprises: if the collision time is less than a first preset collision time threshold and greater than a second preset collision time threshold, the vehicle is controlled to send a braking warning signal; if the collision time is less than or equal to the second preset collision time threshold and no driver of the vehicle initiates braking, the vehicle is controlled to send an automatic braking signal.

3. The transverse braking method according to either of claims 1 or 2, characterized in that, When the driving speed of the vehicle satisfies 1 km / h -25 km / h and the steering wheel angle satisfies 0°~60°, the step of acquiring the driving prediction trajectory of the vehicle in the driving process and the driving prediction trajectory of the moving object in front of the vehicle is executed.

4. The transverse braking method according to either of claims 1 or 2, characterized in that, The preset included angle satisfies 45°-135°.

5. A lateral braking device for a vehicle, characterized by The method comprises the following steps: an acquiring trajectory module, configured to acquire a driving prediction trajectory of the vehicle in the driving process and a driving prediction trajectory of a moving object in front of the vehicle; a determining obstacle module, configured to, when the trajectory included angle between the driving prediction trajectory of the vehicle and the driving prediction trajectory of the moving object is within a preset included angle range, determine the moving object as a target obstacle; The collision determination module is configured to track the target obstacle in real time and obtain a predicted trajectory of the target obstacle, and when the predicted trajectory of the target obstacle intersects with a dangerous collision area, set two intersection points of the predicted trajectory of the target obstacle and two boundary lines of the dangerous collision area as a first intersection point and a second intersection point, and set an intersection point of the predicted trajectory of the target obstacle and a predicted trajectory of the ego vehicle as a first suspected collision point; set projections of the first intersection point and the second intersection point on the predicted trajectory of the ego vehicle as a second suspected collision point and a third suspected collision point; when the target obstacle moves to the first suspected collision point and the ego vehicle has not completely passed through the second suspected collision point and the third suspected collision point, determine a suspected collision point closest to the ego vehicle from among the second suspected collision point and the third suspected collision point as a collision point; The collision time determination module is configured to determine a time when the ego vehicle reaches the collision point as a collision time; wherein the boundary lines are determined at a distance greater than or equal to a vehicle width of the ego vehicle, a front area between the two boundary lines is set as a dangerous collision area, and an area outside the two boundary lines is set as a safe passing area; The strategy determination module is configured to determine a braking strategy of the ego vehicle based on the collision time and a preset collision time threshold.

6. An electronic device, comprising: The computer program is executed by the processor to implement the steps of the method according to any one of claims 1 to 4.

7. A computer-readable storage medium storing a computer program, wherein the computer program comprises the following steps of: The computer program is executed by the processor to implement the steps of the method according to any one of claims 1 to 4.

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