Low-speed automatic emergency braking method, device, equipment and storage medium

Abstract

The present invention provides a low-speed automatic emergency braking method, device, equipment and storage medium. The method obtains sensor information, fusion target information, fusion drivable area information, and vehicle control ownership information of the current vehicle, obtains a first collision risk according to the sensor information, obtains a second collision risk according to the fusion target information, and obtains a third collision risk according to the fusion drivable area information, and arbitrates the above-mentioned first collision risk, second collision risk, and third collision risk to obtain a comprehensive collision risk. Based on the comprehensive collision risk and the vehicle control ownership information, a vehicle braking strategy is generated, and low-speed automatic emergency braking is performed on the current vehicle according to the vehicle braking strategy; by fully mobilizing vehicle sensors and comprehensively considering the information of the vehicle drivable area and the vehicle controller to generate a vehicle control strategy, the incidence of incorrect braking and missed braking is effectively reduced, and the safety performance of the vehicle is improved.

Description

Technical Field

[0001] The present application relates to the technical field of active safety of vehicles, and in particular to a low-speed automatic emergency braking method, device, equipment and storage medium. Background Art

[0002] With the development of technology, vehicles have become a necessity for daily travel. As the number of vehicles on the road increases, driving safety has become a key concern. Vehicles are typically equipped with automatic emergency braking systems (AEBSs). These systems use sensors to identify hazards around the vehicle and assess their risk. When the risk of a collision is high enough, they proactively apply braking control strategies to improve vehicle safety.

[0003] Taking into account the large number of blind spots in the automatic emergency braking system, a low-speed automatic emergency braking strategy has been proposed. However, in the current low-speed emergency braking strategy, all target objects are treated uniformly, and the impact of the drivable area and the ownership of the vehicle's current controller on the vehicle's automatic emergency braking is not taken into account, resulting in actual missed braking. Summary of the Invention

[0004] In view of the shortcomings of the prior art mentioned above, the present application provides a low-speed automatic emergency braking method, device, equipment and storage medium to solve the technical problem that all target objects are processed uniformly and the impact of the drivable area and the ownership of the vehicle's current controller on the vehicle's automatic emergency braking is not taken into account, resulting in the actual existence of missed braking.

[0005] The present application provides a low-speed automatic emergency braking method, including: obtaining initial information of a current vehicle and vehicle control ownership information of the current vehicle, the initial information including sensor information, fusion target information, and fusion drivable area information; performing a first collision risk determination based on the sensor information to obtain a first collision risk, performing a second collision risk determination based on the fusion target information to obtain a second collision risk, and performing a third collision risk determination based on the fusion drivable area information to obtain a third collision risk; arbitrating the first collision risk, the second collision risk, and the third collision risk to obtain a comprehensive collision risk; generating a vehicle braking strategy based on the comprehensive collision risk and the vehicle control ownership information, and performing low-speed automatic emergency braking on the current vehicle according to the vehicle braking strategy.

[0006] In one embodiment of the present application, a first collision risk determination is performed based on the sensor information to obtain a first collision risk, including: determining a first pedestrian target, a first vehicle target, a first stationary obstacle target, a first drivable area, and an ultrasonic sector based on the sensor information; performing a pedestrian target risk determination on the first pedestrian target to obtain a first pedestrian collision risk, performing a vehicle target risk determination on the first vehicle target to obtain a first vehicle collision risk, performing a stationary obstacle target risk determination on the first stationary obstacle target to obtain a first stationary obstacle collision risk, performing a first drivable area collision risk determination on the first drivable area to obtain a first drivable area collision risk, and performing an ultrasonic sector risk determination on the ultrasonic sector to obtain an ultrasonic sector collision risk; performing a first risk arbitration on the first pedestrian collision risk, the first vehicle collision risk, the first stationary obstacle collision risk, the first drivable area collision risk, and the ultrasonic sector collision risk to obtain the first collision risk.

[0007] In one embodiment of the present application, a second collision risk is determined based on the fused target information to obtain a second collision risk, including: determining a second pedestrian target, a second vehicle target, and a second stationary obstacle target based on the fused target information; performing a pedestrian target risk determination on the second pedestrian target to obtain a second pedestrian collision risk, performing a vehicle target risk determination on the second vehicle target to obtain a second vehicle collision risk, and performing a stationary obstacle target risk determination on the second stationary obstacle target to obtain a second stationary obstacle collision risk; performing a second risk arbitration on the second pedestrian collision risk, the second vehicle collision risk, and the second stationary obstacle collision risk to obtain the second collision risk.

[0008] In one embodiment of the present application, a third collision risk determination is performed based on the fused drivable area information to obtain a third collision risk, including: determining a second drivable area based on the fused drivable area information; performing a second drivable area collision risk determination on the second drivable area to obtain a second drivable area collision risk; and determining the second drivable area collision risk as the third collision risk.

[0009] In one embodiment of the present application, before generating a vehicle braking strategy based on the comprehensive collision risk and the vehicle control ownership information, it also includes: generating a first braking strategy based on the first collision risk, and determining a first braking deceleration based on the first braking strategy; generating a second braking strategy based on the second collision risk, and determining a second braking deceleration based on the second braking strategy; generating a third braking strategy based on the third collision risk, and determining a third braking deceleration based on the third braking strategy.

[0010] In one embodiment of the present application, a vehicle braking strategy is generated based on the comprehensive collision risk and the vehicle control ownership information, including: determining the driving state of the current vehicle based on the vehicle control ownership information, the driving state including manual driving and automatic driving; when the driving state is manual driving, determining a minimum braking deceleration based on the first braking deceleration, the second braking deceleration, and the third braking deceleration, and determining the minimum braking deceleration as the comprehensive braking deceleration of the current vehicle; when the driving state is automatic driving, determining the first braking deceleration as the comprehensive braking deceleration of the current vehicle; and generating the vehicle braking strategy of the current vehicle based on the comprehensive braking deceleration.

[0011] In one embodiment of the present application, generating the vehicle braking strategy of the current vehicle based on the comprehensive braking deceleration further includes: obtaining the vehicle pitch angle of the current vehicle; when the vehicle pitch angle is less than or equal to a preset pitch angle, determining the comprehensive braking deceleration as the target braking deceleration of the target vehicle; when the vehicle pitch angle is greater than the preset pitch angle, determining the preset multiple deceleration of the comprehensive braking deceleration as the target braking deceleration of the target vehicle; if the target braking deceleration is less than or equal to a preset first deceleration, performing low-speed automatic emergency braking on the current vehicle based on the target braking deceleration, and The target braking deceleration is determined as the first vehicle braking strategy; if the target braking deceleration is greater than the preset first deceleration, and the target braking deceleration is less than or equal to the second preset deceleration, low-speed automatic emergency braking is performed on the current vehicle based on the preset first braking deceleration, and the preset first braking deceleration is determined as the second vehicle braking strategy; if the target braking deceleration is greater than the preset first deceleration, and the target braking deceleration is greater than the second preset deceleration, low-speed automatic emergency braking is performed on the current vehicle based on the preset second braking deceleration, and the preset second braking deceleration is determined as the third vehicle braking strategy.

[0012] In one embodiment of the present application, a pedestrian target risk determination is performed on a pedestrian target, including: obtaining the current speed of the current vehicle and determining any pedestrian as a target pedestrian; when the target pedestrian is in a preset pedestrian danger area, determining whether the target pedestrian has a lateral movement trend or not; if the target pedestrian has a lateral movement trend, and the target lateral position of the target pedestrian is less than or equal to the preset lateral trigger distance, and the target longitudinal distance of the target pedestrian is less than or equal to the preset longitudinal trigger distance, then the pedestrian target risk of the target pedestrian is determined to be a trigger collision; if the target pedestrian does not have a lateral movement trend, the target lateral position of the target pedestrian is less than or equal to the preset static lateral trigger distance, and the target longitudinal distance of the target pedestrian is less than or equal to the preset static longitudinal trigger distance, then the pedestrian target risk of the target pedestrian is determined to be a trigger collision; when the pedestrian target risk of the target pedestrian is a trigger collision, a pedestrian collision speed is generated based on the current speed, lateral position, and longitudinal position.

[0013] In one embodiment of the present application, performing vehicle target risk determination on a vehicle target includes: determining any vehicle as a target vehicle, and obtaining the first speed of the current vehicle, the first driving trajectory of the current vehicle, the second speed of the target vehicle, the second driving trajectory of the target vehicle, and the first relative distance between the current vehicle and the target vehicle; when the target vehicle is in a preset vehicle danger zone, and the first driving trajectory and the second driving trajectory overlap, determining the collision time between the current vehicle and the target vehicle based on the first speed, the second speed, and the first relative distance; if the collision time is less than or equal to the preset trigger time, determining the vehicle target risk of the target vehicle as a triggered collision, and generating a vehicle collision deceleration based on the first speed, the second speed, and the first relative distance.

[0014] In one embodiment of the present application, a stationary obstacle target risk assessment is performed on a stationary obstacle target, including: determining any obstacle as a target obstacle, and obtaining a first speed of the current vehicle, a first driving trajectory of the current vehicle, a third speed of the target obstacle, a third driving trajectory of the target obstacle, and a second relative distance between the current vehicle and the target obstacle; when the target obstacle is within a preset vehicle danger zone and the first driving trajectory and the second driving trajectory overlap, determining a collision time between the current vehicle and the target obstacle based on the first speed, the third speed, and the second relative distance; if the collision time is less than or equal to a preset trigger time, determining that the obstacle target risk of the target obstacle is a trigger collision, and generating an obstacle collision deceleration based on the first speed, the third speed, and the second relative distance.

[0015] In one embodiment of the present application, a drivable area collision risk determination is performed on a drivable area, including: obtaining all boundary points of the drivable area, the current speed of the current vehicle, the first driving trajectory of the current vehicle, and an initial count value of a dangerous boundary point; when the boundary point is in a preset dangerous area, if any boundary point overlaps with the first driving trajectory, the initial count value of the dangerous boundary point is increased by one, and all boundary points are traversed to obtain an intermediate count value of the dangerous boundary point; when the intermediate value of the dangerous boundary point is greater than or equal to a first preset value, multiple boundary values ​​overlapping with the first driving trajectory are filtered to obtain multiple target boundary values, and the number of the target boundary values ​​is determined as a dangerous boundary point target value; when the dangerous boundary point target value is greater than or equal to a second preset value, the longitudinal relative distance between the target boundary point and the current vehicle is obtained; if the longitudinal relative distance is less than or equal to a preset boundary point trigger distance, the drivable area risk of the drivable area is determined to be a trigger collision, and a drivable area collision deceleration is generated based on the current speed and the longitudinal relative distance.

[0016] In one embodiment of the present application, an ultrasonic sector risk determination is performed on the ultrasonic sector, including: obtaining the current speed of the current vehicle, and determining any sensor obstacle in the ultrasonic sector as a target sensor obstacle, wherein the sensor obstacle is used to characterize the obstacle detected by the sensor; when the current speed is less than or equal to a first preset speed and less than or equal to a second preset speed, determining the dangerous trigger state of the ultrasonic sector behind the current vehicle, wherein the dangerous trigger state includes triggered and not triggered; when the current speed is less than or equal to the first preset speed and greater than the second preset speed, determining the dangerous trigger state of the ultrasonic sector in front of the current vehicle; if the dangerous trigger state of the rear ultrasonic sector is triggered or the trigger state of the front ultrasonic sector is triggered, then determining that the ultrasonic sector risk of the ultrasonic sector is a triggered state, and generating an ultrasonic sector collision deceleration based on the current vehicle.

[0017] The present application provides a low-speed automatic emergency braking device, which includes: an information acquisition module, which is used to obtain initial information of a current vehicle and vehicle control ownership information of the current vehicle, wherein the initial information includes sensor information, fusion target information, and fusion drivable area information; a collision risk determination module, which is used to perform a first collision risk determination based on the sensor information to obtain a first collision risk, perform a second collision risk determination based on the fusion target information to obtain a second collision risk, and perform a third collision risk determination based on the fusion drivable area information to obtain a third collision risk; a collision risk arbitration module, which is used to arbitrate the first collision risk, the second collision risk, and the third collision risk to obtain a comprehensive collision risk; and an emergency braking module, which is used to generate a vehicle braking strategy based on the comprehensive collision risk and the vehicle control ownership information, and perform low-speed automatic emergency braking on the current vehicle according to the vehicle braking strategy.

[0018] The present application provides an electronic device, which includes: one or more processors; a storage device for storing one or more programs, and when the one or more programs are executed by the one or more processors, the electronic device implements the low-speed automatic emergency braking method as described above.

[0019] The present application provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor of a computer, the computer is caused to execute the low-speed automatic emergency braking method as described above.

[0020] Beneficial effects of the present invention: A low-speed automatic emergency braking method, device, equipment and storage medium in the present invention respectively performs a first collision risk judgment, a second collision risk judgment and a third collision risk judgment on the initial information collected from the vehicle, thereby arbitrating based on the results of the above-mentioned multiple risk judgments to obtain a comprehensive collision risk, and generates a corresponding braking strategy in combination with the driving state of the vehicle, thereby effectively reducing the incidence of misbraking and missed braking, and improving the safety performance of the vehicle.

[0021] In addition, the present invention designs different LAEB control strategies for pedestrians, vehicles and stationary obstacles perceived by the current vehicle according to their movement characteristics, laws and danger levels, effectively reducing the incidence of false braking and missed braking, and making full use of the perception information of multiple sensors on the vehicle side, making up for the problem of limited detection distance caused by the use of surround-view cameras and ultrasonic sensors alone, so that the low-speed automatic emergency braking system described in the present invention can cover a wider range of current vehicle speeds; and considering the collision risk of the target while considering the collision risk of the environment such as the drivable area, effectively solving the problem that when the functions and performance of various sensors are restricted by the scene, dangerous pedestrians, vehicles and obstacles cannot be identified as targets, thereby causing collisions, thereby improving vehicle safety; and when making the low-speed automatic emergency braking trigger judgment, considering whether the user has control of the vehicle, making the low-speed automatic emergency braking system described in the present invention more humane and more reasonable in scene adaptability.

[0022] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The accompanying drawings are incorporated into and constitute a part of the specification, illustrating embodiments consistent with the present application and, together with the specification, explaining the principles of the present application. Obviously, the drawings described below are only some embodiments of the present application, and it is possible for a person of ordinary skill in the art to derive other drawings based on these drawings without inventive effort. In the drawings:

[0024] Figure 1 is a schematic diagram of an implementation environment of a low-speed automatic emergency braking method shown in an exemplary embodiment of the present application;

[0025] Figure 2 is a flow chart of a low-speed automatic emergency braking method shown in an exemplary embodiment of the present application;

[0026] Figure 3 is a diagram of a planning and control architecture of a low-speed automatic emergency braking system shown in an exemplary embodiment of the present application;

[0027] Figure 4 1 is a logic diagram of a low-speed automatic emergency braking system LAEB required deceleration arbitration according to an exemplary embodiment of the present application;

[0028] Figure 5 This is a logic diagram of pedestrian target collision risk judgment of a low-speed automatic emergency braking system shown in an exemplary embodiment of the present application;

[0029] Figure 6This is a logic diagram for determining vehicle target collision risk in a low-speed automatic emergency braking system according to an exemplary embodiment of the present application;

[0030] Figure 7 This is a logic diagram for determining the risk of collision with a stationary obstacle in an automatic emergency braking system of a vehicle, as shown in an exemplary embodiment of the present application;

[0031] Figure 8 This is a logic diagram for determining collision risk in a drivable area of ​​a low-speed automatic emergency braking system, shown in an exemplary embodiment of the present application;

[0032] Figure 9 This is a logic diagram of ultrasonic sector collision risk judgment of a low-speed automatic emergency braking system shown in an exemplary embodiment of the present application;

[0033] Figure 10 is a block diagram of a low-speed automatic emergency braking device shown in an exemplary embodiment of the present application;

[0034] Figure 11 A schematic diagram of the structure of a computer system suitable for implementing an electronic device according to an embodiment of the present application is shown. DETAILED DESCRIPTION

[0035] The following will describe the embodiments of the present application with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand the other advantages and effects of the present application from the contents disclosed in this specification. The present application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for the purpose of illustrating the present application and are not intended to limit the scope of protection of the present application.

[0036] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present application. Therefore, the illustrations only show components related to the present application and are not drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component can be changed at will, and the component layout type may also be more complicated.

[0037] In the following description, a large number of details are discussed to provide a more thorough explanation of the embodiments of the present application. However, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details. In other embodiments, well-known structures and devices are shown in the form of block diagrams rather than in detail to avoid making the embodiments of the present application difficult to understand.

[0038] First, it's important to note that the Low-Speed ​​Automatic Emergency Braking (LAEB) system uses sensors to detect hazards around the vehicle. It assesses collision risks for stationary obstacles, stationary / moving pedestrians, stationary / moving vehicles, crossing vehicles, and crossing two-wheeled vehicles while the vehicle is traveling at low speed. It then proactively applies the brakes when the collision risk is sufficiently high. The operating principles of the Low-Speed ​​Automatic Emergency Braking (LAEB) system are similar to those of the Automatic Emergency Braking (AEB) system. However, AEB systems typically utilize information from forward-facing cameras and front millimeter-wave radar to initiate emergency braking. Because these systems have a partial blind spot for detecting nearby obstacles, AEB systems are generally used at speeds exceeding 8 km / h. LAEB operates between -15 km / h and 15 km / h, making it a complementary system. While AEB focuses solely on hazards in front of the vehicle, LAEB simultaneously addresses all hazards, including those in front, to the sides, and behind, improving vehicle safety.

[0039] In addition, it should be noted that the English parameters and their physical meanings involved in this application are shown in Table 1. Recommended values ​​are given for the parameters in the table, but for optimal LAEB performance, it is recommended to recalibrate the parameters in the table through actual vehicle testing. Furthermore, parameters such as the LAEB moving pedestrian lateral trigger distance, LAEB moving pedestrian longitudinal trigger distance, LAEB stationary pedestrian lateral trigger distance, LAEB stationary pedestrian longitudinal trigger distance, LAEB vehicle trigger time, LAEB obstacle trigger time, and LAEB boundary point trigger distance described in this application require calibration based on a large amount of actual vehicle test data. Initial values ​​for these parameters are not currently recommended here.

[0040] Table 1

[0041]

[0042]

[0043] Figure 1 FIG. 1 is a schematic diagram of an implementation environment of a low-speed automatic emergency braking method according to an exemplary embodiment of the present application. Figure 1As shown, the implementation environment of the low-speed automatic emergency braking method includes the current vehicle 101, a sensor device 102, and a computer device 103. It should be noted that the sensor device 102 is a collection of multiple types of sensors, including but not limited to image sensors, ultrasonic radar sensors, etc., and the sensor device 102 is generally integrated on the current vehicle 101 to collect environmental information around the current vehicle. The computer device 103 can be at least one of a desktop graphics processing unit (GPU) computer, a GPU computing cluster, a neural network computer, etc., or an intelligent processor integrated on the current vehicle. Relevant technical personnel can obtain environmental information around the current vehicle and driving information of the current vehicle through the sensor device, and calculate the collision risk of the current vehicle based on the computer device, thereby generating an emergency braking strategy based on the collision risk, and controlling the emergency braking of the current vehicle according to the emergency braking strategy.

[0044] Figure 2 It is a flow chart of a low-speed automatic emergency braking method shown in an exemplary embodiment of the present application.

[0045] like Figure 2 As shown, in an exemplary embodiment, the low-speed automatic emergency braking method includes at least steps S210 to S240, which are described in detail as follows:

[0046] Step S210, obtaining initial information of the current vehicle and vehicle control right ownership information of the current vehicle, the initial information including sensor information, fusion target information, and fusion drivable area information.

[0047] Figure 3 FIG. 1 is a diagram showing a low-speed automatic emergency braking system planning control architecture according to an exemplary embodiment of the present application. Figure 3 As shown, the planning and control architecture of the low-speed automatic emergency braking system includes a LAEB planning and control module sensor input signal module 10, a LAEB planning and control module 20, a LAEB required deceleration arbitration module 30, and a LAEB planning and control module output signal module 40. Among them, the LAEB planning and control module 20 includes a 4V12U collision risk judgment module 21, a fusion target collision risk judgment module 22, and a fusion environment collision risk judgment module 23. The 4V12U collision risk judgment module 21 judges the pedestrian target collision risk, vehicle target collision risk, and stationary obstacle target collision risk of the 4V12U according to the target type and its movement and danger characteristics. The input signals in the judgment process are surround view and ultrasonic perception signals (as described above). The detailed logic is as follows. Figure 5 、 Figure 6 、 Figure 7 and Figure 8As shown in , in addition, the collision risk of the drivable area and the collision risk of the ultrasonic sector are also judged, as shown in Figure 9 As shown. Based on the above five risk values ​​of 4V12U and the current operating scenario of the current vehicle, the 4V12U collision risk flag, 4V12U collision deceleration, and 4V12U collision type are obtained through the 4V12U risk arbitration module. The collision risk judgment module 22 of the fusion target judges the pedestrian target collision risk, vehicle target collision risk and stationary obstacle target collision risk after full sensor fusion according to the different fusion target types and their movement and hazard characteristics. The input signal in the judgment process is the perception fusion target of the high-speed driving function and the low-speed parking function (as described above). The detailed logic is as follows. Figure 5 、 Figure 6 and Figure 7 As shown, based on the three types of target risk values ​​after the above-mentioned full sensor fusion and the current operating scenario of the current vehicle, the fusion target collision risk flag, fusion target collision deceleration and fusion target collision type are obtained through the fusion target hazard arbitration module. The collision risk judgment module 23 of the fusion environment judges the collision risk of the drivable area after the full sensor fusion. The input signal in the judgment process is the perception fusion drivable area of ​​the high-speed driving function and the low-speed parking function (as described above). The detailed logic is as follows Figure 8 As shown, the fusion environment collision risk flag and the fusion environment collision deceleration are obtained.

[0048] In one embodiment of the present application, the LAEB planning control module sensor input signal module 1 includes a target after the fusion of 4 surround-view cameras and 12 ultrasonic radars (hereinafter referred to as 4V12U), a drivable area after the fusion of 4 surround-view cameras and 12 ultrasonic radars, 12 ultrasonic sector distances, a front-view camera lane line, a high-speed driving function perception fusion target, a low-speed parking function perception fusion target, a high-speed driving function perception fusion drivable area, and a low-speed parking function perception fusion drivable area. The target signal (i.e., sensor information) after the fusion of 4 surround-view cameras and 12 ultrasonic radars (hereinafter referred to as 4V12U) includes 4V12U target timestamp, 4V12U target ID, 4V12U target type, 4V12U target motion state, 4V12U target confidence, 4V12U target heading angle, 4V12U target longitudinal relative position, 4V12U target lateral relative position, 4V12U target longitudinal relative velocity, 4V12U target lateral relative velocity, 4V12U target longitudinal acceleration, 4V12U target lateral acceleration, 4V12U target length, 4V12U target width, and 4V12U target period. The fused drivable area signal from the four surround-view cameras and 12 ultrasonic radars includes the 4V12U drivable area boundary point timestamp, 4V12U drivable area boundary point ID, 4V12U drivable area boundary point confidence, 4V12U drivable area boundary point longitudinal relative position, 4V12U drivable area boundary point lateral relative position, and 4V12U drivable area boundary point type. The 12 ultrasonic sector distance signals include the ultrasonic left rear center sector distance, ultrasonic right rear center sector distance, ultrasonic left rear corner sector distance, ultrasonic right rear corner sector distance, ultrasonic left rear side sector distance, ultrasonic right rear side sector distance, ultrasonic left rear side sector distance, ultrasonic right rear side sector distance, ultrasonic left front center sector distance, ultrasonic right front center sector distance, ultrasonic left front corner sector distance, ultrasonic right front corner sector distance, ultrasonic left front side sector distance, ultrasonic right front side sector distance, ultrasonic left front side sector distance, and ultrasonic right front side sector distance.

[0049] In one embodiment of the present application, the high-speed driving function perception fusion target signal includes a high-speed driving function target timestamp, a high-speed driving function target ID, a high-speed driving function target type, a high-speed driving function target motion state, a high-speed driving function target confidence, a high-speed driving function target heading angle, a high-speed driving function target longitudinal relative position, a high-speed driving function target lateral relative position, a high-speed driving function target longitudinal relative speed, a high-speed driving function target lateral relative speed, a high-speed driving function target longitudinal acceleration, a high-speed driving function target lateral acceleration, a high-speed driving function target length, a high-speed driving function target width, a high-speed driving function target period, a high-speed driving function drivable area boundary point timestamp, a high-speed driving function drivable area boundary point ID, a high-speed driving function drivable area boundary point confidence, a high-speed driving function drivable area boundary point longitudinal relative position, a high-speed driving function drivable area boundary point lateral relative position, and a high-speed driving function drivable area boundary point type. In addition, the low-speed driving function perception fusion target signal includes the same information as the above-mentioned high-speed driving function perception fusion target signal, the difference being that the relevant information is low-speed information, and the above-mentioned high-speed driving function perception fusion target signal and the low-speed driving function perception fusion target signal form fusion target information.

[0050] In one embodiment of the present application, the low-speed parking function perception fusion drivable area signal includes a low-speed parking function target timestamp, a low-speed parking function target ID, a low-speed parking function target type, a low-speed parking function target motion state, a low-speed parking function target confidence, a low-speed parking function target heading angle, a low-speed parking function target longitudinal relative position, a low-speed parking function target lateral relative position, a low-speed parking function target longitudinal relative speed, a low-speed parking function target lateral relative speed, a low-speed parking function target longitudinal acceleration, a low-speed parking function target lateral acceleration, a low-speed parking function target length, a low-speed parking function target width, a low-speed parking function target period, a low-speed parking function drivable area boundary point timestamp, a low-speed parking function drivable area boundary point ID, a low-speed parking function drivable area boundary point confidence, a low-speed parking function drivable area boundary point longitudinal relative position, a low-speed parking function drivable area boundary point lateral relative position, and a low-speed parking function drivable area boundary point type. In addition, the high-speed parking function perception fusion drivable area signal includes the same information as the above-mentioned low-speed parking function perception fusion drivable area signal, the difference being that the relevant information is high-speed information, and the above-mentioned high-speed parking function perception fusion drivable area signal and the low-speed parking function perception fusion drivable area signal form fused drivable area information.

[0051] Step S220 , performing a first collision risk determination based on the sensor information to obtain a first collision risk, performing a second collision risk determination based on the fused target information to obtain a second collision risk, and performing a third collision risk determination based on the fused drivable area information to obtain a third collision risk.

[0052] In one embodiment of the present application, a first collision risk is determined based on sensor information to obtain a first collision risk, including: determining a first pedestrian target, a first vehicle target, a first stationary obstacle target, a first drivable area, and an ultrasonic sector based on the sensor information; performing a pedestrian target risk determination on the first pedestrian target to obtain a first pedestrian collision risk, performing a vehicle target risk determination on the first vehicle target to obtain a first vehicle collision risk, performing a stationary obstacle target risk determination on the first stationary obstacle target to obtain a first stationary obstacle collision risk, performing a first drivable area collision risk determination on the first drivable area to obtain a first drivable area collision risk, and performing an ultrasonic sector risk determination on the ultrasonic sector to obtain an ultrasonic sector collision risk; performing a first risk arbitration on the first pedestrian collision risk, the first vehicle collision risk, the first stationary obstacle collision risk, the first drivable area collision risk, and the ultrasonic sector collision risk to obtain a first collision risk.

[0053] In one embodiment of the present application, a second collision risk is determined based on the fused target information to obtain a second collision risk, including: determining a second pedestrian target, a second vehicle target, and a second stationary obstacle target based on the fused target information; performing a pedestrian target risk determination on the second pedestrian target to obtain a second pedestrian collision risk, performing a vehicle target risk determination on the second vehicle target to obtain a second vehicle collision risk, and performing a stationary obstacle target risk determination on the second stationary obstacle target to obtain a second stationary obstacle collision risk; performing a second risk arbitration on the second pedestrian collision risk, the second vehicle collision risk, and the second stationary obstacle collision risk to obtain a second collision risk.

[0054] In one embodiment of the present application, a third collision risk is determined based on the fused drivable area information to obtain a third collision risk, including: determining a second drivable area based on the fused drivable area information; performing a second drivable area collision risk determination on the second drivable area to obtain a second drivable area collision risk; and determining the second drivable area collision risk as the third collision risk.

[0055] Figure 4 FIG. 1 is a logic diagram of a low-speed automatic emergency braking system LAEB demand deceleration arbitration according to an exemplary embodiment of the present application. Figure 4As shown, the LAEB required deceleration arbitration module receives the 4V12U collision risk flag, 4V12U collision deceleration, and 4V12U collision type output by the 4V12U collision risk assessment module; the fused target collision risk flag, fused target collision deceleration, and fused target collision type output by the fused target collision risk assessment module; and the fused environment collision risk flag and fused environment collision deceleration output by the fused environment collision risk assessment module. It then arbitrates the LAEB required deceleration based on the vehicle's current operating scenario and whether the user has vehicle control. When the user has vehicle control, the user is theoretically responsible for vehicle safety, and the LAEB system prioritizes reducing false triggers, resulting in stricter LAEB triggering conditions. When the system has vehicle control, the system is theoretically responsible for vehicle safety, and the LAEB system prioritizes reducing missed triggers, resulting in more relaxed LAEB triggering conditions. The LAEB required deceleration arbitration module 7 outputs the LAEB trigger flag, LAEB deceleration, and LAEB triggering type.

[0056] In one embodiment of the present application, before generating a vehicle braking strategy based on the comprehensive collision risk and vehicle control ownership information, it also includes: generating a first braking strategy based on the first collision risk, and determining a first braking deceleration based on the first braking strategy; generating a second braking strategy based on the second collision risk, and determining a second braking deceleration based on the second braking strategy; generating a third braking strategy based on the third collision risk, and determining a third braking deceleration based on the third braking strategy.

[0057] Step S230 : arbitrating the first collision risk, the second collision risk, and the third collision risk to obtain a comprehensive collision risk.

[0058] In one embodiment of the present application, a vehicle braking strategy is generated based on the comprehensive collision risk and vehicle control ownership information, including: determining the driving state of the current vehicle based on the vehicle control ownership information, the driving state including manual driving and automatic driving; when the driving state is manual driving, determining a minimum braking deceleration based on the first braking deceleration, the second braking deceleration, and the third braking deceleration, and determining the minimum braking deceleration as the comprehensive braking deceleration of the current vehicle; when the driving state is automatic driving, determining the first braking deceleration as the comprehensive braking deceleration of the current vehicle; and generating the vehicle braking strategy of the current vehicle based on the comprehensive braking deceleration.

[0059] In one embodiment of the present application, the LAEB trigger flag is first set to not triggered by default, and then it is determined whether the intelligent driving function is turned on; if it is turned on (that is, the vehicle driving state is automatic driving), the LAEB required deceleration = min (4V12U collision deceleration, fusion target collision deceleration, fusion environment collision deceleration), that is, the minimum braking deceleration is determined as the comprehensive braking deceleration of the current vehicle. In addition, the LAEB demand source and the LAEB collision type are the same as the LAEB demand deceleration, that is, when the LAEB demand deceleration = 4V12U collision deceleration, the LAEB demand source = 4V12U; if it is not turned on (that is, the vehicle driving state is manual driving), the LAEB demand deceleration = 4V12U collision deceleration, that is, the first braking deceleration is determined as the comprehensive braking deceleration of the current vehicle, and the LAEB demand source = 4V12U; the LAEB collision type = 4V12U collision type.

[0060] Step S240: generating a vehicle braking strategy based on the comprehensive collision risk and vehicle control ownership information, and performing low-speed automatic emergency braking on the current vehicle according to the vehicle braking strategy.

[0061] In one embodiment of the present application, generating a vehicle braking strategy for the current vehicle based on the integrated braking deceleration also includes: obtaining a vehicle pitch angle of the current vehicle; when the vehicle pitch angle is less than or equal to a preset pitch angle, determining the integrated braking deceleration as the target braking deceleration of the target vehicle; when the vehicle pitch angle is greater than the preset pitch angle, determining a preset multiple of the integrated braking deceleration as the target braking deceleration of the target vehicle; if the target braking deceleration is less than or equal to a preset first deceleration, performing low-speed automatic emergency braking on the current vehicle based on the target braking deceleration, and determining the target braking deceleration as the first vehicle braking strategy; if the target braking deceleration is greater than the preset first deceleration, and the target braking deceleration is less than or equal to the second preset deceleration, performing low-speed automatic emergency braking on the current vehicle based on the preset first braking deceleration, and determining the preset first braking deceleration as the second vehicle braking strategy; if the target braking deceleration is greater than the preset first deceleration, and the target braking deceleration is greater than the second preset deceleration, performing low-speed automatic emergency braking on the current vehicle based on the preset second braking deceleration, and determining the preset second braking deceleration as the third vehicle braking strategy.

[0062] In one embodiment of the present application, in order to compensate for the loss of braking deceleration due to a large slope, first, it is determined whether the absolute value of the current vehicle pitch angle is less than or equal to K_LAEB_Pitch; if so (i.e., when the vehicle pitch angle is less than or equal to the preset pitch angle), the LAEB required deceleration = LAEB required deceleration; if not (i.e., when the vehicle pitch angle is greater than the preset pitch angle), the LAEB required deceleration = LAEB required deceleration * 1.2 (taking the preset multiple equal to 1.2 times as an example); then it is determined whether LAEB required deceleration ≤ K_LAEB_brake_in is established; if so (i.e., the target braking deceleration is less than or equal to the preset first deceleration), the target braking deceleration is set. The first vehicle braking strategy is determined as the first vehicle braking strategy, which includes the following information: LAEB trigger flag is LAEB braking, LAEB deceleration = LAEB required deceleration, and LAEB trigger type = LAEB collision type. If not (i.e., the target braking deceleration is greater than the preset first deceleration), it is further determined whether LAEB required deceleration ≤ K_LAEB_prebrake is established. If so (i.e., the target braking deceleration is less than or equal to the second preset deceleration), the preset first braking deceleration is determined as the second vehicle braking strategy, which includes the following information: LAEB trigger flag is pre-braking, LAEB deceleration = -0.5m / s 2 (The first braking deceleration is preset to be -0.5m / s 2 For example), and LAEB trigger type = LAEB collision type, if not (i.e., the target braking deceleration is greater than the second preset deceleration), the preset second braking deceleration is determined as the third vehicle braking strategy, which includes the following information: LAEB trigger flag is not triggered, LAEB deceleration = 0m / s 2 (The second braking deceleration is preset to be 0m / s 2 For example), and LAEB has no trigger type.

[0063] In one embodiment of the present application, a pedestrian target risk determination is performed on a pedestrian target, including: obtaining the current speed of the current vehicle and determining any pedestrian as a target pedestrian; when the target pedestrian is in a preset pedestrian danger area, determining whether the target pedestrian has a lateral movement trend or not; if the target pedestrian has a lateral movement trend, and the target lateral position of the target pedestrian is less than or equal to the preset dynamic lateral trigger distance, and the target longitudinal distance of the target pedestrian is less than or equal to the preset dynamic longitudinal trigger distance, then the pedestrian target risk of the target pedestrian is determined to be a triggering collision; if the target pedestrian does not have a lateral movement trend, the target lateral position of the target pedestrian is less than or equal to the preset static lateral trigger distance, and the target longitudinal distance of the target pedestrian is less than or equal to the preset static longitudinal trigger distance, then the pedestrian target risk of the target pedestrian is determined to be a triggering collision; when the pedestrian target risk of the target pedestrian is a triggering collision, a pedestrian collision speed is generated based on the current speed, lateral position, and longitudinal position.

[0064] Figure 5 It is a logic diagram of pedestrian target collision risk judgment of a low-speed automatic emergency braking system shown in an exemplary embodiment of the present application.

[0065] In one embodiment of the present application, the preset dynamic lateral trigger distance is equal to the LAEB moving pedestrian lateral trigger distance, the preset dynamic longitudinal trigger distance is equal to the LAEB moving pedestrian longitudinal trigger distance, the preset static lateral trigger distance is equal to the LAEB stationary pedestrian lateral trigger distance, and the preset static longitudinal trigger distance is equal to the LAEB stationary pedestrian longitudinal trigger distance. Figure 5 As shown in the figure, when calculating the collision risk of pedestrian targets, the pedestrian trigger targets of LAEB are screened (dangerous pedestrian targets are screened), and the required deceleration is calculated for all pedestrian targets that meet the trigger conditions, and the maximum deceleration is taken. The details are as follows:

[0066] (1) The pedestrian collision risk flag is not triggered by default. All targets are cycled in sequence to determine whether the target type is a pedestrian;

[0067] If yes, skip to (2).

[0068] If not, skip to (1) and loop to the next target.

[0069] (2) Determine whether the current target is in the pedestrian danger zone. The pedestrian danger zone is defined as follows: when the current vehicle speed is ≥ 0 km / h, the area is 20 meters in front of the center of the current vehicle's rear axle as the origin and 5 meters to the left and right; when the current vehicle speed is < 0 km / h, the area is 15 meters in the back of the center of the current vehicle's rear axle as the origin and 5 meters to the left and right;

[0070] If yes, skip to (4).

[0071] 2-2) No, skip to (3).

[0072] (3) The pedestrian collision risk flag is not triggered:

[0073] (4) Determine whether the target has a lateral movement trend. The target is assumed to have no lateral movement trend. If any of the following conditions is met, the target is considered to have a lateral movement trend;

[0074] 1) For three consecutive cycles, the cumulative value of the target's lateral position change is ≥ 3*K_LAEB_Pmin;

[0075] 2) For 5 consecutive cycles, the cumulative value of the target's lateral position change is ≥ 5*K_LAEB_Pmin;

[0076] 3) Target lateral relative velocity ≥ K_LAEB_Vmax;

[0077] When a target has a lateral movement trend, it is considered to have no lateral movement trend if all of the following conditions are met:

[0078] 1) For three consecutive cycles, the cumulative value of the target's lateral position change is ≤ 2*K_LAEB_Pmin;

[0079] 2) For 5 consecutive cycles, the cumulative value of the target's lateral position change is ≤ 3*K_LAEB_Pmin;

[0080] 3) Target lateral relative velocity ≤ K_LAEB_Vmin;

[0081] If yes, skip to (5).

[0082] If not, skip to (6).

[0083] (5) Determine whether the target lateral position ≤ LAEB moving pedestrian lateral trigger distance is established,

[0084] If yes, skip to (6).

[0085] 5-2) No, skip to (8).

[0086] Determine whether the target longitudinal position ≤ LAEB moving pedestrian longitudinal trigger distance is established,

[0087] 6-1) If yes, skip to (7).

[0088] 6-2) If no, skip to (3).

[0089] (7) The pedestrian collision risk flag is triggered and the pedestrian collision deceleration is output:

[0090] (8) Determine whether the target lateral position ≤ LAEB stationary pedestrian lateral trigger distance is established.

[0091] 8-1) If yes, skip to (9).

[0092] 8-2) No, skip to (3).

[0093] (9) Determine whether the target longitudinal position ≤ LAEB stationary pedestrian longitudinal trigger distance is established,

[0094] 9-1) If yes, skip to (7).

[0095] 9-2) No, skip to (3).

[0096] In one embodiment of the present application, the pedestrian danger zone is defined as follows: when the current vehicle speed is ≥ 0 km / h, the center of the rear axle of the current vehicle is used as the origin, and the range is 20 meters in front and 5 meters on the left and right; when the current vehicle speed is < 0 km / h, the center of the rear axle of the current vehicle is used as the origin, and the range is 15 meters in the back and 5 meters on the left and right.

[0097] In one embodiment of the present application, performing vehicle target risk determination on a vehicle target includes: determining any vehicle as a target vehicle, and obtaining a first speed of the current vehicle, a first driving trajectory of the current vehicle, a second speed of the target vehicle, a second driving trajectory of the target vehicle, and a first relative distance between the current vehicle and the target vehicle; when the target vehicle is within a preset vehicle danger zone, and the first driving trajectory and the second driving trajectory overlap, determining a collision time between the current vehicle and the target vehicle based on the first speed, the second speed, and the first relative distance; if the collision time is less than or equal to the preset trigger time, determining the vehicle target risk of the target vehicle as a triggered collision, and generating a vehicle collision deceleration based on the first speed, the second speed, and the first relative distance.

[0098] Figure 6 It is a logic diagram of vehicle target collision risk judgment of a low-speed automatic emergency braking system shown in an exemplary embodiment of the present application.

[0099] In one embodiment of the present application, the preset trigger time is equal to the LAEB vehicle trigger time as an example. Figure 6 As shown in the figure, when calculating the collision risk of vehicle targets, the vehicle trigger targets of LAEB are screened (dangerous vehicle targets are screened), and the required deceleration is calculated for all vehicle targets that meet the trigger conditions, and the maximum deceleration value is taken. The details are as follows:

[0100] (1) The vehicle collision risk flag is not triggered by default. All targets are looped in turn to determine whether the target type is a vehicle;

[0101] 1-3) If yes, skip to (2).

[0102] 1-4) No, then jump to (1) and loop to the next target.

[0103] (2) Determine whether the current target is in the vehicle danger zone. The definition of the vehicle danger zone is: when the current vehicle speed is ≥ 0 km / h, the center of the current vehicle's rear axle is the origin, 30 meters in front and 8 meters to the left and right; when the current vehicle speed is < 0 km / h, the center of the current vehicle's rear axle is the origin, 15 meters in the back and 8 meters to the left and right;

[0104] 2-2) If yes, skip to (4).

[0105] 2-2) No, skip to (3).

[0106] (3) The vehicle collision risk flag is not triggered:

[0107] (4) Determine whether the target overlaps with the current vehicle trajectory;

[0108] 4-3) If yes, skip to (5).

[0109] 4-4) No, skip to (3).

[0110] (5) Calculate the target collision time,

[0111] (6) Determine whether the target collision time ≤ LAEB vehicle trigger time is established,

[0112] 6-1) If yes, skip to (7).

[0113] 6-2) If no, skip to (3).

[0114] (7) When the vehicle collision risk flag is triggered, the vehicle collision deceleration is output.

[0115] In one embodiment of the present application, a stationary obstacle target risk assessment is performed on a stationary obstacle target, including: determining any obstacle as a target obstacle, and obtaining a first speed of the current vehicle, a first driving trajectory of the current vehicle, a third speed of the target obstacle, a third driving trajectory of the target obstacle, and a second relative distance between the current vehicle and the target obstacle; when the target obstacle is within a preset vehicle danger zone and the first driving trajectory and the second driving trajectory overlap, determining a collision time between the current vehicle and the target obstacle based on the first speed, the third speed, and the second relative distance; if the collision time is less than or equal to a preset trigger time, determining that the obstacle target risk of the target obstacle is a trigger collision, and generating an obstacle collision deceleration based on the first speed, the third speed, and the second relative distance.

[0116] Figure 7 It is a logic diagram for judging the collision risk of a stationary obstacle target of a vehicle automatic emergency braking system shown in an exemplary embodiment of the present application.

[0117] In one embodiment of the present application, the preset trigger time is equal to the LAEB obstacle trigger time as an example. Figure 7 When calculating the collision risk of obstacle targets, the non-vehicle and non-pedestrian trigger targets of LAEB are screened, and the required deceleration is calculated for all obstacle targets that meet the trigger conditions, and the maximum deceleration is taken. The details are as follows:

[0118] (1) The obstacle collision risk flag is not triggered by default. All targets are cycled in sequence to determine whether the target type is a vehicle or a pedestrian;

[0119] 1-1) No, skip to (2).

[0120] 1-2) If yes, then jump to (1) and loop to the next target.

[0121] (2) Determine whether the current target is in the obstacle danger zone;

[0122] 2-1) If yes, skip to (4).

[0123] 2-2) No, skip to (3).

[0124] (3) The obstacle collision risk flag is not triggered:

[0125] (4) Determine whether the obstacle target overlaps with the current vehicle trajectory;

[0126] 4-1) If yes, skip to (5).

[0127] 4-2) No, skip to (3).

[0128] (5) Calculate the target collision time,

[0129] (6) Determine whether the static obstacle target collision time ≤ LAEB obstacle trigger time is established;

[0130] 6-1) If yes, skip to (7).

[0131] 6-2) If no, skip to (3).

[0132] (7) The obstacle collision risk flag is triggered and the obstacle collision deceleration is output.

[0133] In one embodiment of the present application, the obstacle danger zone is defined as: when the current vehicle speed is ≥ 0 km / h, the center of the rear axle of the current vehicle is used as the origin, and the range is 10 meters in front and 5 meters on the left and right; when the current vehicle speed is < 0 km / h, the center of the rear axle of the current vehicle is used as the origin, and the range is 10 meters in the back and 5 meters on the left and right.

[0134] In one embodiment of the present application, when the current vehicle speed is low, in order to improve the current vehicle's parking success rate in narrow parking spaces and the pass rate in narrow passages, the LAEB described in the present application has a close-range obstacle assistance function. Under this function, when the absolute value of the current vehicle speed is greater than 2km / h, the LAEB obstacle trigger time is relatively short (which can be calibrated based on actual vehicle tests), that is, the required safety distance redundancy between the system and the obstacle is relatively large; when the absolute value of the current vehicle speed is less than or equal to 2km / h, the LAEB obstacle trigger time is relatively long, that is, the required safety distance redundancy between the system and the obstacle is relatively small.

[0135] In one embodiment of the present application, a drivable area collision risk determination is performed on the drivable area, including: obtaining all boundary points of the drivable area, the current speed of the current vehicle, the first driving trajectory of the current vehicle, and the initial count value of the dangerous boundary point; when the boundary point is in a preset dangerous area, if any boundary point overlaps with the first driving trajectory, the initial count value of the dangerous boundary point is increased by one, and all boundary points are traversed to obtain an intermediate count value of the dangerous boundary point; when the intermediate value of the dangerous boundary point is greater than or equal to a first preset value, multiple boundary values ​​overlapping with the first driving trajectory are filtered to obtain multiple target boundary values, and the number of target boundary values ​​is determined as the dangerous boundary point target value; when the dangerous boundary point target value is greater than or equal to a second preset value, the longitudinal relative distance between the target boundary point and the current vehicle is obtained, and if the longitudinal relative distance is less than or equal to the preset boundary point trigger distance, the drivable area risk of the drivable area is determined to be a trigger collision, and a drivable area collision deceleration is generated based on the current speed and the longitudinal relative distance.

[0136] Figure 8 It is a logic diagram for determining collision risk in the drivable area of ​​a low-speed automatic emergency braking system shown in an exemplary embodiment of the present application.

[0137] In one embodiment of the present application, taking the first preset value equal to 3 and the second preset value equal to 2 as an example, Figure 8 As shown, when calculating the collision risk of the drivable area, all boundary points with collision risks in the drivable area are screened. When the number of boundary points meets the requirement, the collision risk flag of the drivable area is triggered. The required deceleration is calculated for all boundary points that meet the triggering conditions, and the maximum deceleration is taken. The details are as follows:

[0138] (1) The collision risk flag of the drivable area is not triggered by default, and all the boundary points of the drivable area are cycled in sequence;

[0139] (2) Determine whether the boundary point is within the danger zone. The definition of the danger zone in the drivable area is: when the current vehicle speed is ≥ 0 km / h, the center of the current vehicle's rear axle is the origin, the range is 10 meters in front and 5 meters to the left and right; when the current vehicle speed is < 0 km / h, the center of the current vehicle's rear axle is the origin, the range is 10 meters in the back and 5 meters to the left and right;

[0140] 2-1) If yes, skip to (2).

[0141] 2-2) If no, skip to (1).

[0142] (3) The vehicle collision risk flag is not triggered:

[0143] (4) Determine whether the boundary point of the drivable area overlaps with the current vehicle trajectory;

[0144] 4-1) If yes, skip to (5).

[0145] 4-2) If no, skip to (6).

[0146] (5) Accumulate the number of boundary points N of the drivable area with collision risk, initially N = 0, then N = N + 1, jump to (7);

[0147] (6) The number of boundary points N of the drivable area with collision risk does not increase cumulatively, but maintains the original value, that is, N = N, and jumps to (7);

[0148] (7) Determine whether all the boundary points of the drivable area have been cycled through:

[0149] 7-1) If yes, skip to (8).

[0150] 7-2) If no, skip to (1).

[0151] (8) Determine whether the number of boundary points N of the drivable area with collision risk is greater than or equal to 3:

[0152] 8-1) If yes, skip to (9).

[0153] 8-2) If no, skip to (10).

[0154] (9) Filter out the noise points in the N boundary points of the drivable area with collision risk, that is, filter out the points whose longitudinal and lateral relative positions are significantly different from those of other boundary points with collision risk. After filtering, determine whether the number of remaining boundary points of the drivable area with collision risk, N, is greater than or equal to 2:

[0155] 9-1) If yes, skip to (11).

[0156] 9-2) If no, skip to (10).

[0157] (10) The collision risk flag in the drivable area is not triggered:

[0158] (11) Determine whether the longitudinal relative position of the boundary point of the drivable area with a collision risk is ≤ the LAEB boundary point trigger distance: When the current vehicle speed is low, in order to improve the current vehicle's narrow parking space parking success rate and narrow channel pass rate, the LAEB described in this application has a drivable area close-range assistance function. Under this function, when the absolute value of the current vehicle speed is greater than 2 km / h, the LAEB boundary point trigger distance is relatively large (which can be calibrated based on actual vehicle testing), that is, the required safety distance redundancy between the system and the obstacle is large; when the absolute value of the current vehicle speed is less than or equal to 2 km / h, the LAEB boundary point trigger distance is relatively small, that is, the required safety distance redundancy between the system and the obstacle is small;

[0159] 11-1) If yes, skip to (12).

[0160] 11-2) No, skip to (10).

[0161] (12) When the collision risk flag of the drivable area is triggered, the collision deceleration of the drivable area is output.

[0162] In one embodiment of the present application, an ultrasonic sector risk determination is performed on an ultrasonic sector, including: obtaining the current speed of the current vehicle, and determining any sensor obstacle in the ultrasonic sector as a target sensor obstacle, where the sensor obstacle is used to characterize the obstacle detected by the sensor; if the current speed is less than or equal to a first preset speed and less than or equal to a second preset speed, determining the dangerous trigger state of the ultrasonic sector behind the current vehicle, where the dangerous trigger state includes triggered and not triggered; if the current speed is less than or equal to the first preset speed and greater than the second preset speed, determining the dangerous trigger state of the ultrasonic sector in front of the current vehicle; if the dangerous trigger state of the rear ultrasonic sector is triggered or the trigger state of the front ultrasonic sector is triggered, determining that the ultrasonic sector risk of the ultrasonic sector is a triggered state, and generating an ultrasonic sector collision deceleration based on the current vehicle.

[0163] Figure 9 It is a logic diagram of ultrasonic sector collision risk judgment of a low-speed automatic emergency braking system shown in an exemplary embodiment of the present application.

[0164] In one embodiment of the present application, taking the first preset speed equal to 5 km / h and the second preset speed equal to 0.5 km / h as an example, Figure 9As shown in the figure, when calculating the ultrasonic sector collision risk, low obstacles such as curbs and wheel chocks that have no impact on the vehicle are filtered out. Due to the short ultrasonic detection range, ultrasonic sector collision risk detection is only performed when the vehicle speed is less than 5 km / h. The required deceleration is calculated for all ultrasonic sectors that meet the trigger conditions, and the maximum deceleration is taken. The details are as follows:

[0165] (1) The ultrasonic sector collision risk flag is not triggered by default. 16 ultrasonic sectors are cycled in sequence to determine whether the ultrasonic obstacle height is greater than 0.3m.

[0166] 1-1) If yes, skip to (2).

[0167] 1-2) If no, skip to (1) and cycle to the next ultrasonic sector.

[0168] (2) Determine whether |current vehicle speed|≤5km / h;

[0169] 2-1) If yes, skip to (4).

[0170] 2-2) No, skip to (3).

[0171] (3) The ultrasonic sector collision risk flag is not triggered:

[0172] (4) Determine whether the current vehicle speed is ≤ 0.5 km / h;

[0173] 4-1) If yes, skip to (7).

[0174] 4-2) If no, skip to (5).

[0175] (5) Determine whether the front sector triggers LAEB;

[0176] 5-1) If yes, skip to (7).

[0177] 5-2) If no, skip to (3).

[0178] (6) Determine whether the rear sector trigger LAEB is triggered;

[0179] 6-1) If yes, skip to (7).

[0180] 6-2) If no, skip to (3).

[0181] (7) The ultrasonic sector collision risk flag is triggered and the ultrasonic sector collision deceleration is output.

[0182] The logic of the front sector triggering LAEB is as follows: the front sector triggering LAEB is not triggered by default. When any of the following conditions is met, the front sector triggering LAEB is set to triggered;

[0183] (1) Ultrasonic left front center sector distance ≤ K_LAEB_Sector_front;

[0184] (2) Ultrasonic front right middle sector distance ≤ K_LAEB_Sector_front;

[0185] (3) Ultrasonic left front sector distance ≤ K_LAEB_Sector_side;

[0186] (4) Ultrasonic front right sector distance ≤ K_LAEB_Sector_side;

[0187] (5) Ultrasonic left front sector distance ≤ K_LAEB_Sector_side;

[0188] (6) Ultrasonic right front sector distance ≤ K_LAEB_Sector_side;

[0189] (7) Steering wheel angle ≥ K_LAEB_turn; and ultrasonic left front corner sector distance ≤ K_LAEB_Sector_corner;

[0190] (8) Steering wheel angle ≤ -K_LAEB_turn; and ultrasonic right front corner sector distance ≤ K_LAEB_Sector_corner;

[0191] The logic of the rear sector trigger LAEB is as follows: The rear sector trigger LAEB is not triggered by default. When any of the following conditions is met, the rear sector trigger LAEB is set to triggered;

[0192] (1) Ultrasonic left rear center sector distance ≤ K_LAEB_Sector_front;

[0193] (2) The distance of the ultrasonic right rear middle sector is ≤ K_LAEB_Sector_front;

[0194] (3) Ultrasonic left rear sector distance ≤ K_LAEB_Sector_side;

[0195] (4) The ultrasonic right rear sector distance ≤ K_LAEB_Sector_side;

[0196] (5) Ultrasonic left rear sector distance ≤ K_LAEB_Sector_side;

[0197] (6) The distance of the ultrasonic right rear sector is ≤ K_LAEB_Sector_side;

[0198] (7) Steering wheel angle ≥ K_LAEB_turn; and ultrasonic right rear corner sector distance ≤ K_LAEB_Sector_corner;

[0199] The steering wheel angle is ≤ -K_LAEB_turn; and the ultrasonic left rear corner sector distance is ≤ K_LAEB_Sector_corner.

[0200] In addition, it should be noted that in order to improve the current vehicle's parking success rate in narrow parking spaces and the pass rate in narrow channels, the LAEB described in this application has a close-range assistance function in the drivable area. Under this function, when the absolute value of the current vehicle speed is greater than 2km / h, the triggering distance value of the ultrasonic sector is relatively large (which can be calibrated based on actual vehicle tests), that is, the required safety distance redundancy between the system and the obstacle is relatively large; when the absolute value of the current vehicle speed is less than or equal to 2km / h, the triggering distance value of the ultrasonic sector is relatively small, that is, the required safety distance redundancy between the system and the obstacle is relatively small.

[0201] Figure 10 This is a block diagram of a low-speed automatic emergency braking device shown in an exemplary embodiment of the present application. The device can be applied to Figure 1 The device may also be applicable to other exemplary implementation environments and specifically configured in other devices. This embodiment does not limit the implementation environment to which the device is applicable.

[0202] like Figure 10 As shown, the exemplary low-speed automatic emergency braking device includes: an information acquisition module 1010 , a collision risk determination module 1020 , a collision risk arbitration module 1030 , and an emergency braking module 1040 .

[0203] Among them, the information acquisition module 1010 is used to obtain the initial information of the current vehicle and the vehicle control ownership information of the current vehicle, the initial information includes sensor information, fusion target information, and fusion drivable area information; the collision risk determination module 1020 is used to perform a first collision risk judgment based on the sensor information to obtain a first collision risk, perform a second collision risk judgment based on the fusion target information to obtain a second collision risk, and perform a third collision risk judgment based on the fusion drivable area information to obtain a third collision risk; the collision risk arbitration module 1030 is used to arbitrate the first collision risk, the second collision risk, and the third collision risk to obtain a comprehensive collision risk; the emergency braking module 1040 is used to generate a vehicle braking strategy based on the comprehensive collision risk and vehicle control ownership information, and perform low-speed automatic emergency braking on the current vehicle according to the vehicle braking strategy.

[0204] It should be noted that the low-speed automatic emergency braking device provided in the above-described embodiment and the low-speed automatic emergency braking method provided in the above-described embodiment are based on the same concept. The specific manner in which each module and unit performs operations has been described in detail in the method embodiment and will not be repeated here. In actual applications, the low-speed automatic emergency braking device provided in the above-described embodiment can, as needed, allocate the above-described functions to different functional modules, i.e., divide the internal structure of the device into different functional modules to perform all or part of the functions described above, and this is not limited herein.

[0205] An embodiment of the present application also provides an electronic device, comprising: one or more processors; a storage device for storing one or more programs, wherein when the one or more programs are executed by the one or more processors, the electronic device implements the low-speed automatic emergency braking method provided in the above-mentioned embodiments.

[0206] Figure 11 The following is a schematic diagram showing the structure of a computer system suitable for implementing an electronic device according to an embodiment of the present application. Figure 11 The computer system 1100 of the electronic device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0207] like Figure 11 As shown, the computer system 1100 includes a central processing unit (CPU) 1101, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 1102 or the program loaded from the storage part 1108 into the random access memory (RAM) 1103, such as executing the method described in the above embodiment. Various programs and data required for system operation are also stored in the RAM 1103. The CPU 1101, ROM 1102 and RAM 1103 are connected to each other via a bus 1104. An input / output (I / O) interface 1105 is also connected to the bus 1104.

[0208] The following components are connected to the I / O interface 1105: an input section 1106 including a keyboard, a mouse, and the like; an output section 1107 including devices such as a cathode ray tube (CRT), a liquid crystal display (LCD), and a speaker; a storage section 1108 including a hard disk and the like; and a communication section 1109 including a network interface card such as a LAN (Local Area Network) card or a modem. The communication section 1109 performs communication processing via a network such as the Internet. A drive 1110 is also connected to the I / O interface 1105 as needed. Removable media 1111, such as a magnetic disk, an optical disk, a magneto-optical disk, or a semiconductor memory, is installed in the drive 1110 as needed, so that computer programs read therefrom can be installed into the storage section 1108 as needed.

[0209] In particular, according to an embodiment of the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present application includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a computer program for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via the communication section 1109, and / or installed from a removable medium 1111. When the computer program is executed by the central processing unit (CPU) 1101, the various functions defined in the system of the present application are executed.

[0210] It should be noted that the computer-readable medium shown in the embodiments of the present application can be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media can include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, which carries a computer-readable computer program. This propagated data signal can take a variety of forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination of the above. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium that can transmit, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. A computer program embodied on a computer-readable medium may be transmitted using any suitable medium, including but not limited to wireless, wired, or any suitable combination thereof.

[0211] The flowcharts and block diagrams in the accompanying drawings illustrate the possible implementation architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. Among them, each box in the flowchart or block diagram can represent a module, program segment, or part of the code, and the above-mentioned module, program segment, or part of the code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart, can be implemented with a dedicated hardware-based system that performs the specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0212] The units involved in the embodiments described in this application may be implemented by software or hardware, and the units described may also be set in a processor. In some cases, the names of these units do not constitute limitations on the units themselves.

[0213] Another aspect of the present application provides a computer-readable storage medium having a computer program stored thereon. When executed by a computer processor, the computer program causes the computer to perform the low-speed automatic emergency braking method described above. The computer-readable storage medium may be included in the electronic device described in the above embodiments, or may exist independently and not be incorporated into the electronic device.

[0214] Another aspect of the present application provides a computer program product or computer program, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform the low-speed automatic emergency braking method provided in each of the above embodiments.

[0215] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Anyone skilled in the art may modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, any equivalent modifications or alterations accomplished by a person of ordinary skill in the art without departing from the spirit and technical concepts disclosed in this application shall be covered by the claims of this application.

Claims

1. A low-speed automatic emergency braking method, characterized in that: The method comprises: Acquire initial information of the current vehicle and vehicle control ownership information of the current vehicle, wherein the initial information includes sensor information, fusion target information, and fusion drivable area information; Performing a first collision risk determination based on the sensor information to obtain a first collision risk, performing a second collision risk determination based on the fused target information to obtain a second collision risk, and performing a third collision risk determination based on the fused drivable area information to obtain a third collision risk; arbitrating the first collision risk, the second collision risk, and the third collision risk to obtain a comprehensive collision risk; A vehicle braking strategy is generated based on the comprehensive collision risk and the vehicle control right ownership information, and low-speed automatic emergency braking is performed on the current vehicle according to the vehicle braking strategy.

2. The low-speed automatic emergency braking method according to claim 1, characterized in that: Performing a first collision risk determination according to the sensor information to obtain a first collision risk includes: Determining a first pedestrian target, a first vehicle target, a first stationary obstacle target, a first drivable area, and an ultrasonic sector based on the sensor information; Performing a pedestrian target risk assessment on the first pedestrian target to obtain a first pedestrian collision risk, performing a vehicle target risk assessment on the first vehicle target to obtain a first vehicle collision risk, performing a stationary obstacle target risk assessment on the first stationary obstacle target to obtain a first stationary obstacle collision risk, performing a first drivable area collision risk assessment on the first drivable area to obtain a first drivable area collision risk, and performing an ultrasonic sector risk assessment on the ultrasonic sector to obtain an ultrasonic sector collision risk; A first risk arbitration is performed on the first pedestrian collision risk, the first vehicle collision risk, the first stationary obstacle collision risk, the first drivable area collision risk, and the ultrasonic sector collision risk to obtain the first collision risk.

3. The low-speed automatic emergency braking method according to claim 1, characterized in that: Performing a second collision risk determination according to the fused target information to obtain a second collision risk includes: determining a second pedestrian target, a second vehicle target, and a second stationary obstacle target according to the fused target information; Performing a pedestrian target risk assessment on the second pedestrian target to obtain a second pedestrian collision risk, performing a vehicle target risk assessment on the second vehicle target to obtain a second vehicle collision risk, and performing a stationary obstacle target risk assessment on the second stationary obstacle target to obtain a second stationary obstacle collision risk; A second risk arbitration is performed on the second pedestrian collision risk, the second vehicle collision risk, and the second stationary obstacle collision risk to obtain the second collision risk.

4. The low-speed automatic emergency braking method according to claim 1, characterized in that: Performing a third collision risk determination based on the fused drivable area information to obtain a third collision risk includes: Determining a second drivable area according to the fused drivable area information; performing a second drivable area collision risk determination on the second drivable area to obtain a second drivable area collision risk; The second drivable area collision risk is determined as the third collision risk.

5. The low-speed automatic emergency braking method according to any one of claims 1 to 4, characterized in that: Before generating a vehicle braking strategy based on the comprehensive collision risk and the vehicle control right ownership information, the method further includes: generating a first braking strategy according to the first collision risk, and determining a first braking deceleration based on the first braking strategy; generating a second braking strategy according to the second collision risk, and determining a second braking deceleration based on the second braking strategy; A third braking strategy is generated according to the third collision risk, and a third braking deceleration is determined based on the third braking strategy.

6. The low-speed automatic emergency braking method according to claim 5, characterized in that: Generating a vehicle braking strategy based on the comprehensive collision risk and the vehicle control ownership information includes: Determining a driving state of the current vehicle according to the vehicle control right ownership information, where the driving state includes manual driving and automatic driving; When the driving state is manual driving, determining a minimum braking deceleration according to the first braking deceleration, the second braking deceleration, and the third braking deceleration, and determining the minimum braking deceleration as the comprehensive braking deceleration of the current vehicle; When the driving state is automatic driving, determining the first braking deceleration as the comprehensive braking deceleration of the current vehicle; A vehicle braking strategy for the current vehicle is generated based on the comprehensive braking deceleration.

7. The low-speed automatic emergency braking method according to claim 6, characterized in that: Generating a vehicle braking strategy for the current vehicle based on the comprehensive braking deceleration further includes: Obtaining the vehicle pitch angle of the current vehicle; When the vehicle pitch angle is less than or equal to a preset pitch angle, the integrated braking deceleration is determined as the target braking deceleration of the target vehicle; when the vehicle pitch angle is greater than the preset pitch angle, a preset multiple of the integrated braking deceleration is determined as the target braking deceleration of the target vehicle, the target vehicle being any vehicle among the vehicle targets; If the target braking deceleration is less than or equal to a preset first deceleration, performing low-speed automatic emergency braking on the current vehicle based on the target braking deceleration, and determining the target braking deceleration as a first vehicle braking strategy; If the target braking deceleration is greater than the preset first deceleration and the target braking deceleration is less than or equal to a second preset deceleration, performing low-speed automatic emergency braking on the current vehicle based on the preset first braking deceleration, and determining the preset first braking deceleration as a second vehicle braking strategy; If the target braking deceleration is greater than the preset first deceleration and the target braking deceleration is greater than the second preset deceleration, low-speed automatic emergency braking is performed on the current vehicle based on the preset second braking deceleration, and the preset second braking deceleration is determined as a third vehicle braking strategy.

8. The low-speed automatic emergency braking method according to any one of claims 2 to 3, characterized in that: Perform pedestrian risk assessment on pedestrian targets, including: Obtaining the current speed of the current vehicle and determining any pedestrian as a target pedestrian; When the target pedestrian is within a preset pedestrian danger zone, determining whether the target pedestrian has a lateral movement trend or does not have a lateral movement trend; If the target pedestrian has a lateral movement trend, and the target lateral position of the target pedestrian is less than or equal to the preset lateral trigger distance, and the target longitudinal distance of the target pedestrian is less than or equal to the preset longitudinal trigger distance, then the pedestrian target risk of the target pedestrian is determined to be a trigger collision; If the target pedestrian has no lateral movement trend, the target lateral position of the target pedestrian is less than or equal to the preset static lateral trigger distance, and the target longitudinal distance of the target pedestrian is less than or equal to the preset static longitudinal trigger distance, then the pedestrian target risk of the target pedestrian is determined to be a trigger collision; When the pedestrian target risk of the target pedestrian is to trigger a collision, a pedestrian collision speed is generated based on the current speed, lateral position, and longitudinal position.

9. The low-speed automatic emergency braking method according to any one of claims 2 to 3, characterized in that: The vehicle target risk assessment for the vehicle target includes: Determine any vehicle as a target vehicle, and obtain a first speed of the current vehicle, a first driving trajectory of the current vehicle, a second speed of the target vehicle, a second driving trajectory of the target vehicle, and a first relative distance between the current vehicle and the target vehicle; When the target vehicle is within a preset vehicle danger zone and the first driving trajectory overlaps with the second driving trajectory, determining a collision time between the current vehicle and the target vehicle based on the first speed, the second speed, and the first relative distance; If the collision time is less than or equal to a preset trigger time, the vehicle target risk of the target vehicle is determined to be a triggered collision, and a vehicle collision deceleration is generated based on the first speed, the second speed, and the first relative distance.

10. The low-speed automatic emergency braking method according to claim 9, characterized in that: Conduct risk assessment on stationary obstacle targets, including: Determine any obstacle as a target obstacle, and obtain a first speed of the current vehicle, a first driving trajectory of the current vehicle, a third speed of the target obstacle, a third driving trajectory of the target obstacle, and a second relative distance between the current vehicle and the target obstacle; When the target obstacle is within a preset vehicle danger zone and the first driving trajectory overlaps with the second driving trajectory, determining a collision time between the current vehicle and the target obstacle based on the first speed, the third speed, and the second relative distance; If the collision time is less than or equal to a preset trigger time, the obstacle target risk of the target obstacle is determined to be a trigger collision, and an obstacle collision deceleration is generated based on the first speed, the third speed, and the second relative distance.

11. The low-speed automatic emergency braking method according to any one of claims 2 or 4, characterized in that: Conduct collision risk assessment on the drivable area, including: Obtaining all boundary points of the drivable area, the current speed of the current vehicle, the first driving trajectory of the current vehicle, and an initial count value of dangerous boundary points; When the boundary point is in the preset dangerous area, if any boundary point overlaps with the first driving trajectory, the initial count value of the dangerous boundary point is increased by one, and all boundary points are traversed to obtain the intermediate count value of the dangerous boundary point; When the intermediate value of the dangerous boundary point is greater than or equal to a first preset value, filtering multiple boundary values ​​overlapping with the first driving trajectory to obtain multiple target boundary values, and determining the number of the target boundary values ​​as the dangerous boundary point target value; When the target value of the dangerous boundary point is greater than or equal to a second preset value, the longitudinal relative distance between the target boundary point and the current vehicle is obtained. If the longitudinal relative distance is less than or equal to the preset boundary point trigger distance, the drivable area risk of the drivable area is determined to be a triggering collision, and a drivable area collision deceleration is generated based on the current speed and the longitudinal relative distance. The target boundary point is a drivable area boundary point where there is a collision risk.

12. The low-speed automatic emergency braking method according to claim 2, characterized in that: Performing ultrasonic sector risk determination on the ultrasonic sector includes: obtaining a current speed of the current vehicle, and determining any sensor obstacle in the ultrasonic sector as a target sensor obstacle, wherein the sensor obstacle is used to represent an obstacle detected by the sensor; When the current speed is less than or equal to a first preset speed and less than or equal to a second preset speed, determining a dangerous trigger state of the rear ultrasonic sector of the current vehicle, the dangerous trigger state including triggered and untriggered; When the current speed is less than or equal to the first preset speed and greater than the second preset speed, determining that the ultrasonic sector in front of the current vehicle is in a dangerous trigger state; If the danger trigger state of the rear ultrasonic sector is triggered or the trigger state of the front ultrasonic sector is triggered, the ultrasonic sector risk of the ultrasonic sector is determined to be in the trigger state, and an ultrasonic sector collision deceleration is generated based on the current vehicle.

13. A low-speed automatic emergency braking device, characterized in that: The device comprises: An information acquisition module is used to obtain initial information of the current vehicle and vehicle control ownership information of the current vehicle, wherein the initial information includes sensor information, fusion target information, and fusion drivable area information; a collision risk determination module, configured to perform a first collision risk determination based on the sensor information to obtain a first collision risk, perform a second collision risk determination based on the fused target information to obtain a second collision risk, and perform a third collision risk determination based on the fused drivable area information to obtain a third collision risk; a collision risk arbitration module, configured to arbitrate the first collision risk, the second collision risk, and the third collision risk to obtain a comprehensive collision risk; An emergency braking module is used to generate a vehicle braking strategy based on the comprehensive collision risk and the vehicle control right ownership information, and perform low-speed automatic emergency braking on the current vehicle according to the vehicle braking strategy.

14. An electronic device, characterized in that: The electronic device comprises: one or more processors; A storage device for storing one or more programs, which, when executed by the one or more processors, enables the electronic device to implement the low-speed automatic emergency braking method as described in any one of claims 1 to 12.

15. A computer-readable storage medium, characterized in that A computer program is stored thereon, and when the computer program is executed by a processor of a computer, the computer is caused to execute the low-speed automatic emergency braking method according to any one of claims 1 to 12.

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