Control method for an automatic emergency braking system considering expected functional safety

Abstract

The application discloses a control method of an automatic emergency braking system considering expected functional safety, and the steps of the method comprise the following steps: 1, considering the insufficient performance of AEB in a specific scene, parameterizing modeling of a 'ghost probe' scene is carried out to obtain a maximum theoretical initial speed of complete collision avoidance; 2, the 'ghost probe' is identified in an AEB scene library, and a warning is given when a vehicle enters a possible 'ghost probe' scene, and even active deceleration is carried out; 3, based on expected functional safety, a risk state evaluation strategy in the 'ghost probe' scene is established in the horizontal and vertical directions; and 4, AEB realizes braking action. The 'ghost probe' scene is parameterized through mathematical modeling, the judgment criterion and the risk evaluation strategy of the 'ghost probe' scene are established, the AEB control method considering expected functional safety is designed, and therefore, traffic safety is ensured.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automatic driving, in particular to a control method of an automatic emergency braking system considering expected functional safety. TECHNICAL BACKGROUND

[0002] With the progress of society and the development of science and technology, people's material life has been greatly satisfied, so that the vehicle field has been greatly developed, the number of vehicles has increased rapidly, and the performance has become increasingly intelligent, which has derived auxiliary driving systems including adaptive cruise, automatic parking, etc., greatly improving the convenience of people's travel. However, at the same time, the problem of traffic safety is increasingly prominent, in order to better protect traffic safety, relevant departments at home and abroad have launched in-depth research on the safety of autonomous vehicles.

[0003] Automatic Emergency Braking (AEB) is a heavy active safety system, which has attracted much attention due to its ability to automatically detect hazards and take measures such as sound and light warning or active braking to prevent collisions. Vehicles equipped with AEB system can greatly improve the driving safety of vehicles, reduce the occurrence of collision traffic accidents, and reduce the driving fatigue and intensity of drivers. AEB is composed of a perception layer composed of various sensors, a decision layer including ECU, and an execution layer including engine throttle and brake, etc. The principle is that the perception layer perceives the environment around the vehicle, collects corresponding data and sends it to the decision layer. The decision layer identifies and tracks the surrounding environment dynamically and statically according to the obtained data, and makes judgments and decisions to control the execution layer. The decision layer takes measures including sound and light warning, automatic emergency braking in emergency to avoid collision.

[0004] Currently, although AEB system is an important part of realizing automatic driving of vehicles in the future, its safety still faces many challenges, in addition to the failure risk from system failure, it also faces the performance limitations due to design deficiencies and non-failure risks such as human error, the former risk belongs to functional safety, the latter risk belongs to expected functional safety, the latter is more difficult to predict harm in advance and more harmful. Expected functional safety mainly reflects that in the process of vehicle driving, traffic safety problems caused by system and component function deficiency or misoperation should be avoided in the case of non-failure of the system, for example, in the "ghost probe" scenario, due to the existence of external obstacles, the vehicle will have a blind area of perception, even if the AEB system has no failure, the vehicle may still collide with the moving body that suddenly rushes out behind the obstacle, causing a traffic accident, which belongs to the expected functional safety problem. The current research on AEB system mainly focuses on improving the design structure and control algorithm to improve its ability to accurately control the brake pressure, prevent functional safety problems such as brake force lag or instability, and lacks research on its expected safety. Therefore, the research on AEB system considering expected functional safety has important theoretical research significance and important engineering practical value. SUMMARY

[0005] The present application is to solve the above-mentioned deficiencies in the prior art, and proposes an automatic emergency braking system control method considering expected functional safety, so as to ensure the driving safety of the vehicle and the traffic efficiency of the vehicle in the "ghost probe" scenario.

[0006] In order to achieve the above-mentioned purpose, the technical scheme adopted by the present application is as follows:

[0007] The control method of the automatic emergency braking system considering expected functional safety has the characteristics that it comprises the following steps:

[0008] Step 1: Construct the "ghost probe" scenario, simplify and extract key parameters;

[0009] Step 1.1: Construct the "ghost probe" scenario:

[0010] Assume that the vehicle c is driving at a speed v c , and there is a cuboid obstacle a in the lateral direction of the vehicle c, which makes the vehicle c have a blind area in the front side of the driving direction, and there is a moving body b in the blind area of the vehicle c, which is perpendicular to the central axis of the driving direction of the vehicle c from the side of the vehicle c. b

[0011] ​Step 1.2: Establish an o-xyz coordinate system with the intersection of the center axis of vehicle c and the trajectory line of moving body b as the origin o, the direction of the driving direction of moving body b as the x-axis direction, the opposite direction of the driving direction of vehicle c as the y-axis direction, and the direction perpendicular to the oxy plane and pointing from the bottom of vehicle c to the top of vehicle c as the z-axis direction;

[0012] Obtain the driving parameters in the current scene under the o-xyz coordinate system, including: the distance x c of vehicle c to obstacle a in the x-axis direction, the length l of obstacle a in the y-axis direction, the height h r of the vehicle-mounted radar, the distance x g between the center axis of vehicle c and obstacle a, the height z a of obstacle a, the half angle a of the horizontal direction of the radar detection angle, and the half angle β of the vertical direction of the radar detection angle;

[0013] Step 1.3: Set the height of moving body b as h b , the distance of moving body b to obstacle a as y g , the speed of moving body b as v b , the lateral safety distance between vehicle c and moving body b as ω, and the longitudinal safety distance between vehicle c and moving body b as d;

[0014] Step 2: Establish the judgment criteria for the "ghost probe" scene and obtain the maximum theoretical initial speed v cmax of vehicle c for complete collision avoidance;

[0015] Step 2.1: According to the geometric relationship between vehicle c, obstacle a and moving body b when vehicle c can perceive moving body b, use formula (1) to establish the "ghost probe" scene judgment criteria:

[0016]

[0017] If formula (1) is established, it means that the current scene of vehicle c is a "ghost probe" scene; and step 2.2 is executed; otherwise, return to step 1.2 to reacquire the driving parameters of the next scene;

[0018] Step 2.2: Obtain the maximum theoretical initial speed v cmax of vehicle c for complete collision avoidance according to relationship (2):

[0019]

[0020] In formula (2), t1 is the sum of the driver reaction delay time on vehicle c and the time of identifying moving objects by the vehicle-mounted radar, and t2 is the brake delay time;

[0021] Step 3: according to the lateral reserved safety distance ω and the maximum theoretical initial speed v cmax , establish the lateral risk state judgment criterion and the longitudinal risk state judgment criterion of the vehicle c to avoid collision;

[0022] Step 4: according to the judgment criterion of the "ghost head" scene, the lateral risk state judgment criterion and the longitudinal risk state judgment criterion, obtain the risk state evaluation results of the vehicle c in the "ghost head" scene, and then execute the braking strategy of the AEB system according to the risk state evaluation results.

[0023] The control method of the automatic emergency braking system considering the expected functional safety has the characteristics that in step 3, the lateral risk state judgment criterion of the vehicle c to avoid collision is constructed by using formula (3):

[0024] x g ≤ω (3)

[0025] If formula (3) is established, it means that the lateral risk warning condition is met, and at this time, the vehicle c and the moving body b have a collision risk; otherwise, it means that the vehicle c and the moving body b have no collision risk.

[0026] In step 3, the longitudinal risk state judgment criterion of the vehicle c to avoid collision is constructed by using formula (4):

[0027] v c ≥v cmax (4)

[0028] If formula (4) is established, it means that the longitudinal risk warning condition is met, and at this time, the vehicle c and the moving body b have a collision risk, otherwise, it means that the vehicle c and the moving body b have no collision risk.

[0029] The risk state evaluation results in step 4 are obtained by the following process:

[0030] Step 4.1: if the current scene is the "ghost head" scene, step 4.2 is executed; otherwise, let the total risk coefficient K z +K h =0, wherein K z represents the longitudinal risk coefficient, and K h represents the lateral risk coefficient;

[0031] Step 4.2: if the lateral risk warning condition is met, let K h =1, otherwise, let K h =0;

[0032] When the longitudinal risk warning condition is met and , let K z =2, if the longitudinal risk warning condition is met and , let Kz = 1, otherwise, let K z = 0.

[0033] Step 4.3: If the total risk coefficient K z + K h = 3, it means that the vehicle c is about to collide with the moving body b with a high probability, and is determined as a special danger;

[0034] If the total risk coefficient K z + K h = 2, it means that the vehicle c is about to collide with the moving body b with a high probability, and is determined as a relative danger;

[0035] If the total risk coefficient satisfies 0 < K z + K h < 2, it means that the vehicle c is likely to collide with the moving body b, and is determined as a general danger;

[0036] If the total risk coefficient K z + K h = 0, it means that the vehicle c has no collision risk with the moving body b, and is determined as temporarily safe;

[0037] where s b is the critical safety distance of the vehicle c to avoid collision, and s b = y g + x g × cot α.

[0038] The braking strategy of the AEB system in the step 4 is executed as follows:

[0039] When the total risk coefficient K z + K h = 0, it means that it is temporarily safe, the AEB system does not intervene in braking, and the vehicle c does not issue a sound and light warning, and the vehicle c continues to travel at the current vehicle speed v c ;

[0040] When the total risk coefficient 0 < K z + K h < 2, it means that it is a general danger, the AEB system does not intervene in braking, and only controls the vehicle c to issue a sound and light warning;

[0041] When the total risk coefficient K z + K h = 2, it means that it is a relative danger, the AEB system intervenes in braking, and controls the vehicle speed v c of the vehicle c to be reduced to satisfy v c < v cmax , and controls the vehicle c to issue a sound and light warning;

[0042] When the total risk coefficient K z + Kh = 3, it means that it is particularly dangerous, the AEB system continues to actively brake and controls the vehicle speed v of the vehicle c c continues to decrease until it satisfies , and controls the vehicle c to give an acoustic and light warning; if the total risk coefficient K z + K h = 0, the AEB system will stop actively braking, and controls the vehicle c to stop giving an acoustic and light warning, and the vehicle c continues to drive.

[0043] The electronic device comprises a memory and a processor, wherein the memory is configured to store a program supporting the processor to execute the control method, and the processor is configured to execute the program stored in the memory.

[0044] The computer readable storage medium stores a computer program, wherein the computer program is configured to execute the steps of the control method when executed by a processor.

[0045] Compared with the prior art, the beneficial effects of the present application are reflected in the following aspects:

[0046] 1. Considering the insufficient performance of the AEB system in a specific scenario, the present application innovatively extracts the characteristic elements of the "ghost head" scenario for parameterized modeling and adds the scenario library to establish the judgment criteria of the "ghost head" scenario, and the maximum theoretical initial speed of the vehicle for complete collision avoidance is calculated through mathematical operation, so that the vehicle can identify the "ghost head" scenario.

[0047] 2. The present application is based on the expected functional safety, mainly aiming at the mobile body collision avoidance in the "ghost head" scenario, and establishes the risk state evaluation strategy in the lateral and longitudinal directions as the reference basis of the AEB braking strategy, and designs the AEB control algorithm considering the expected functional safety, if the vehicle does not encounter the mobile body in the blind area, the vehicle can maintain a relatively high speed through the blind area; if the vehicle perceives the mobile body, the vehicle can have enough time for emergency braking, and finally stops before the mobile body crosses the trajectory line, so as to ensure the traffic safety while ensuring the traffic efficiency of the vehicle passing through the scene.

[0048] 3. The present application mainly aims at the mobile body collision avoidance in the "ghost head" scenario, extracts the characteristic elements of the scene and adds them to the scenario library after parameterized modeling, establishes the judgment criteria and risk state evaluation strategy of the scene, and designs the control method of the automatic emergency braking system (AEB) considering the expected functional safety based on the expected functional safety, so as to ensure the traffic safety from the aspect of the expected functional safety and avoid the occurrence of collision from the source. BRIEF DESCRIPTION OF DRAWINGS

[0049] Figure 1a It is a schematic diagram of the "ghost head" scenario of the xoy projection plane of the present application.

[0050] Figure 1b The "ghost head" scene schematic diagram of the zoy projection surface of the present application;

[0051] Figure 2a The transverse risk state schematic diagram of the present application;

[0052] Figure 2b The longitudinal risk state schematic diagram of the present application;

[0053] Figure 3 The workflow diagram of the AEB system control method considering expected functional safety of the present application. DETAILED DESCRIPTION

[0054] In this embodiment, the control method of the automatic emergency braking system considering expected functional safety is to design the control algorithm of the expected functional safety of the automatic emergency braking system in the "ghost head" scene. The main contents are as follows: (1) The "ghost head" scene is parameterized based on the expected functional safety, and the maximum theoretical initial speed of complete collision avoidance is calculated. The system can identify the "ghost head" from the scene library and issue a warning when the vehicle enters the possible "ghost head" scene. (2) The risk state evaluation strategy in the transverse and longitudinal directions is established as the reference basis of the AEB braking strategy, and the AEB control algorithm considering the expected functional safety is designed to ensure the traffic safety and the passing efficiency of the vehicle through the scene. Specifically as follows:

[0055] Step 1: Construct the "ghost head" scene, simplify and extract the key parameters;

[0056] Step 1.1: Construct the "ghost head" scene:

[0057] Suppose vehicle c is driving at a speed v c In the process of straight driving, there is a cuboid obstacle a in the side of the vehicle c, which makes the vehicle c have a perception blind area in the front side of the driving direction, and there is a moving body b in the perception blind area of the vehicle c, which is driving at a speed v b Perpendicular to the center axis of the driving direction of the vehicle c from the side of the vehicle c;

[0058] Step 1.2: As shown in Figure 1a And Figure 1b The intersection of the center axis of the vehicle c in the driving direction of the vehicle c and the intersection line of the moving body b is taken as the origin o, the direction of the driving direction of the moving body b is taken as the x-axis direction, the opposite direction of the driving direction of the vehicle c is taken as the y-axis direction, and the direction perpendicular to the oxy plane and from the bottom of the vehicle c to the top of the vehicle c is taken as the z-axis direction, to establish the o-xyz coordinate system;

[0059] The driving parameters for the current scene are obtained in the o-xyz coordinate system, including: the distance x from vehicle c to obstacle a along the x-axis. c The length l of obstacle a along the y-axis, and the height h of the vehicle-mounted radar. r The distance x between the centerline of vehicle c and obstacle a g The height z of obstacle a a The horizontal half-angle α of the vehicle-mounted radar detection angle, and the vertical half-angle β of the vehicle-mounted radar detection angle;

[0060] Step 1.3: Set the height of the moving body b to h. b The distance from the moving object b to the obstacle a is y. g The velocity of the moving body b is v b The lateral safety distance between vehicle c and moving body b is ω, and the longitudinal safety distance between vehicle c and moving body b is d.

[0061] Step 2: Establish the judgment criteria for the "ghost peek" scenario and obtain the maximum theoretical initial velocity v of vehicle c to completely avoid a collision. cmax ;

[0062] Step 2.1: To ensure safety, the "threshold" for "ghost peek" scenarios should be lowered as much as possible, and the blind spot of vehicle c should be expanded. When the speed of moving object b is v b When the value is not zero, the range of the blind spot of vehicle c is less than the speed v of the moving body b. b The range of the blind spot perceived by vehicle c at time zero is used to establish the speed v of moving body b when the "ghost peek" scenario judgment criterion is established. b The value should be zero. Based on the geometric relationship between vehicle c, obstacle a, and moving body b when vehicle c can sense moving body b, the "ghost peek" scene judgment criterion is established using equation (1):

[0063]

[0064] If equation (1) is true, it means that the current scene where vehicle c is located is a "ghost peek" scene; and step 2.2 is executed; otherwise, return to step 1.2 to obtain the driving parameters of the next scene again;

[0065] Step 2.2: Obtain the maximum theoretical initial velocity v that vehicle c can decelerate to a stop before colliding with moving body b, so that vehicle c can completely avoid the collision. cmax The calculation process is as follows:

[0066] The critical safe distance s for vehicle c to avoid a collision is obtained based on the safety distance model optimized by the vehicle head-on distance. b The expression is:

[0067]

[0068] where t1 is the time of driver reaction delay and the time of vehicle radar recognizing the moving object, t2 is the brake delay time, a cmax is the maximum braking deceleration of vehicle c.

[0069] The critical safety distance s is obtained according to the geometric relationship under the condition of complete collision avoidance b Another expression is:

[0070] s b = y g + x g cot a (3)

[0071] where a is the half angle of the horizontal direction of the radar detection angle.

[0072] The relationship of the maximum theoretical initial speed v cmax of vehicle c for complete collision avoidance is obtained by combining equation (2) and equation (3), and the expression is:

[0073]

[0074] The maximum theoretical initial speed of vehicle c for complete collision avoidance in this scenario can be obtained by substituting specific values into equation (4). In the actual scenario, y g is difficult to obtain, so multiple possible y g values should be preset, and the minimum value of the corresponding multiple v cmax is taken.

[0075] Step 3: Establish the lateral risk state judgment criterion and the longitudinal risk state judgment criterion for vehicle c to avoid collision;

[0076] When vehicle c enters the "ghost probe" scenario, the AEB system should meet the following two requirements:

[0077] (1) Vehicle c does not encounter moving object b in the blind area, and should be able to maintain a high speed through the blind area;

[0078] (2) When vehicle c perceives moving object b, there should be enough time for emergency braking, and finally stop before moving object b crosses the trajectory line, that is

[0079] Vehicle c has both lateral collision risk as shown in Figure 2a and longitudinal collision risk as shown in Figure 2b during driving.

[0080] According to the lateral reserved safety distance ω, the lateral risk state judgment criterion of vehicle c is established as follows:

[0081] x g ≤ ω (5)

[0082] If formula (5) is established, it means that the lateral risk warning condition is met, at this time the vehicle c and the moving body b have a collision risk; otherwise, it means that the vehicle c and the moving body b have no collision risk.

[0083] According to the maximum theoretical initial speed v of the vehicle c completely avoiding collision cmax , the vehicle c longitudinal risk state judgment criterion is established as follows:

[0084] v c ≥v cmax (6)

[0085] If formula (6) is established, it means that the longitudinal risk warning condition is met, at this time the vehicle c and the moving body b have a collision risk, otherwise, it means that the vehicle c and the moving body b have no collision risk.

[0086] Step 4: According to the judgment criterion of the "ghost head" scene, the lateral risk state judgment criterion and the longitudinal risk state judgment criterion, the lateral and longitudinal risk state evaluation results of the vehicle c in the "ghost head" scene are obtained. The established lateral and longitudinal risk state evaluation method in the "ghost head" scene is as follows:

[0087] Step 4.1: If the current scene is the "ghost head" scene, step 4.2 is executed; otherwise, let the total risk coefficient K z +K h =0, wherein K z represents the longitudinal risk coefficient, and K h represents the lateral risk coefficient;

[0088] Step 4.2: If the lateral risk warning condition is met, let K h =1, otherwise, let K h =0;

[0089] When the longitudinal risk warning condition is met and , let K z =2, if the longitudinal risk warning condition is met and , let K z =1, otherwise, let K z =0;

[0090] Step 4.3: If the total risk coefficient K z +K h =3, it means that the vehicle c is about to collide with the moving body b with a high probability, and is judged as particularly dangerous;

[0091] If the total risk coefficient K z +K h =2, it means that the vehicle c is about to collide with the moving body b with a high probability, and is judged as relatively dangerous;

[0092] If the total risk coefficient K z + K h < 2, it means that the vehicle c is likely to collide with the moving body b, and is determined as a general danger;

[0093] If the total risk coefficient K z + K h = 0, it means that the vehicle c has no collision risk with the moving body b, and is determined as temporarily safe;

[0094] where s b is the critical safety distance of the vehicle c to avoid collision, and s b = y g + x g × cot α.

[0095] After the vehicle c enters the "ghost head" scene, according to the risk assessment strategy, as the vehicle c gradually approaches the transverse trajectory line of the moving body b, it will experience four stages of temporarily safe, general danger, relative danger, and special danger in turn, and finally drive out of the blind area.

[0096] Step 5: According to the judgment criteria of the "ghost head" scene, the lateral risk state judgment criteria and the longitudinal risk state judgment criteria, the risk state assessment results of the vehicle c in the "ghost head" scene are obtained, and the brake strategy of the AEB system is executed according to the risk state assessment results. The working process of the AEB system control algorithm considering the expected functional safety is designed as shown in Figure 3 The specific operation steps are as follows:

[0097] Step 5.1: The vehicle c ECU determines whether the current scene constitutes a ghost head scene according to the "ghost head" scene judgment criteria in formula (1), and if the current scene is a "ghost head" scene, step 5.2 is executed; otherwise, the total risk coefficient K z + K h = 0.

[0098] Step 5.2: If the lateral risk warning condition is met, K h = 1, otherwise K h = 0.

[0099] When the longitudinal risk warning condition is met and , K z = 2, if the longitudinal risk warning condition is met and , K z = 1, otherwise K z = 0.

[0100] Step 5.3: When the total risk coefficient K z + K h= 0, indicating temporary safety, the AEB system does not intervene in braking, and the vehicle c does not issue sound and light warnings, and the vehicle c maintains the current vehicle speed v c Continue driving;

[0101] Step 5.4: When the total risk coefficient 0 < K z + K h < 2, indicating general danger, the AEB system does not intervene in braking, and only controls the vehicle c to issue sound and light warnings;

[0102] Step 5.5: When the total risk coefficient K z + K h = 2, indicating relative danger, the AEB system intervenes in braking, and controls the vehicle speed v c of the vehicle c to be reduced to satisfy v c < v cmax , and controls the vehicle c to issue sound and light warnings;

[0103] Step 5.6: When the total risk coefficient K z + K h = 3, indicating special danger, the AEB system continues to actively brake, and controls the vehicle speed v c of the vehicle c to continue to be reduced to satisfy , and controls the vehicle c to issue sound and light warnings; if the total risk coefficient K z + K h = 0, the AEB system will stop active braking, and controls the vehicle c to stop issuing sound and light warnings, and the vehicle c continues to drive.

[0104] In this embodiment, an electronic device includes a memory for storing a program supporting a processor to execute the above method, and the processor is configured to execute the program stored in the memory.

[0105] In this embodiment, a computer readable storage medium has a computer program stored thereon, and the computer program is executed by a processor to perform the steps of the above method.

Claims

1. A control method of an automatic emergency braking system taking into account the expected functional safety, characterized in that, The method comprises the following steps: Step 1: constructing a "ghost head" scene, simplifying and extracting key parameters; Step 1.1: constructing a "ghost head" scene: Assume that the vehicle c is traveling at a speed In the process of straight traveling, a cuboid obstacle a exists at the side of the vehicle c, so that there is a perception blind area in front of the vehicle c in the traveling direction, and a moving body b exists in the perception blind area of the vehicle c at a speed The cuboid obstacle a vertically crosses the central axis of the traveling direction of the vehicle c from the side of the vehicle c; Step 1.2: establishing an o-xyz coordinate system with the intersection of the center axis of the vehicle c in the driving direction of the vehicle c and the trajectory line of the moving body b as the origin o, the driving direction of the moving body b as the x-axis direction, the opposite direction of the driving direction of the vehicle c as the y-axis direction, and the direction perpendicular to the oxy plane and pointing from the bottom of the vehicle c to the top of the vehicle c as the z-axis direction; Obtain driving parameters in the current scene in the o-xyz coordinate system, including: distance of vehicle c to obstacle a in x-axis direction , length of obstacle a in y-axis direction , height of vehicle-mounted radar , distance between central axis of vehicle c and obstacle a , height of obstacle a , half angle of vehicle-mounted radar detection angle in horizontal direction , half angle of vehicle-mounted radar detection angle in vertical direction ; Step 1.3: The height of the moving body b is preset as , the distance from the moving body b to the obstacle a is , the speed of the moving body b is , the lateral reserved safety distance of the vehicle c from the moving body b is , and the longitudinal reserved safety distance of the vehicle c from the moving body b is ; Step 2: Establish the judgment criteria of "ghost probe" scene, and get the maximum theoretical initial speed of vehicle c to completely avoid collision ; Step 2.1: according to the geometric relationship among the vehicle c, the obstacle a and the moving body b when the vehicle c can perceive the moving body b, establishing a "ghost head" scene judgment criterion by using formula (1): (1) If formula (1) is established, it means that the current scene of the vehicle c is a "ghost head" scene; and step 2.2 is executed; otherwise, return to step 1.2 to reacquire the driving parameters of the next scene; Step 2.2 Obtain the maximum theoretical initial speed of the vehicle c for a complete avoidance of collision according to the relation (2) : (2) In formula (2), is the sum of the time for the driver reaction delay on the vehicle c and the time for the vehicle-mounted radar to recognize the moving object, is the brake delay time; is the maximum braking deceleration of the vehicle c; is the half angle of the detection angle of the vehicle-mounted radar in the horizontal direction; Step 3: Reserving a lateral safety distance according to the lateral relative speed and the maximum theoretical initial speed , to establish a lateral risk state judgment criterion and a longitudinal risk state judgment criterion for the vehicle c to avoid a collision; Step 4: according to the judgment criterion of the "ghost head" scene, the lateral risk state judgment criterion and the longitudinal risk state judgment criterion, obtaining the lateral and longitudinal risk state evaluation results of the vehicle c in the "ghost head" scene, so as to execute the braking strategy of the AEB system according to the risk state evaluation results.

2. A control method of an automatic emergency braking system taking into account the expected functional safety according to claim 1, characterized in that, In step 3, the lateral risk state judgment criterion for vehicle c to avoid collision is constructed by using formula (3): (3) If formula (3) is established, it means that the lateral risk warning condition is met, and at this time the vehicle c and the moving body b have a collision risk; otherwise, it means that the vehicle c and the moving body b have no collision risk.

3. A control method of an automatic emergency braking system taking into account the expected functional safety, according to claim 2, characterized in that, In step 3, the longitudinal risk state judgment criterion for vehicle c to avoid collision is constructed by using formula (4): (4) If formula (4) is established, it means that the longitudinal risk warning condition is met, and at this time the vehicle c and the moving body b have a collision risk; otherwise, it means that the vehicle c and the moving body b have no collision risk.

4. A control method of an automatic emergency braking system taking into account the expected functional safety according to claim 3, characterized in that, The risk state evaluation results in step 4 are obtained by the following process: Step 4.1: If the current scenario is the "ghost head" scenario, then perform step 4.2; otherwise, let the total risk factor be wherein, denotes the longitudinal risk factor, denotes the lateral risk factor; Step 4.2: If the cross-sectional risk warning condition is met, let , otherwise, let ; When the longitudinal risk early warning condition is met and , let , if the longitudinal risk early warning condition is met and , let , otherwise, let ; Step 4.3: If the total risk coefficient represents that the vehicle c is extremely likely to collide with the moving body b, and is determined to be particularly dangerous; If the total risk coefficient , it is determined that the vehicle c is about to collide with the moving body b with high probability, and the relative danger is determined. If the total risk coefficient satisfies , it indicates that the vehicle c and the moving body b are likely to collide, and is determined as a general danger; If the total risk coefficient represents that the vehicle c has no collision risk with the moving body b, and is determined to be temporarily safe; wherein the critical safety distance for the vehicle c to avoid a collision, and .

5. A control method of an automatic emergency braking system taking into account the expected functional safety according to claim 4, characterized in that, The braking strategy of the AEB system in step 4 is executed by the following process: When the total risk coefficient represents a temporary safety, the AEB system does not intervene in braking, and the vehicle c does not emit acoustic and light warnings, the vehicle c maintains the current vehicle speed continues driving; When the overall risk coefficient is greater than 0.5, a general danger is indicated, the AEB system does not intervene in braking, and only controls the vehicle c to emit an acoustic and light warning; When the total risk coefficient represents a relative danger, the AEB system intervenes in the braking and controls the vehicle c's speed down to satisfy until the vehicle c emits an acoustic and light warning; When the total risk coefficient is greater than 1, it indicates a special danger, the AEB system continues to actively brake and controls the vehicle c's speed to continue to decrease until it satisfies , and controls the vehicle c to issue a sound and light warning; if the total risk coefficient is less than 1, the AEB system will stop actively braking, and controls the vehicle c to stop issuing a sound and light warning, and the vehicle c continues to travel.

6. An electronic device comprising a memory and a processor, characterized in that The memory is used to store a program supporting the processor to execute the control method of any one of claims 1-5, and the processor is configured to execute the program stored in the memory.

7. A computer-readable storage medium having stored thereon a computer program, characterized in that The computer program is executed by the processor to execute the steps of the control method of any one of claims 1-5.

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