A radar control method, device, vehicle and storage medium

Abstract

The application provides a radar control method and device, a vehicle and a storage medium. The method comprises the following steps: determining a current power consumption mode of the vehicle; determining a fatigue state of a driver of the vehicle; when the power consumption mode and the fatigue state belong to a preset combination, detecting whether there is a pedestrian in a preset detection range of the vehicle; and when there is a pedestrian in the preset detection range, adjusting a field of view angle of a laser beam emitted by a radar of the vehicle, so that the laser beam avoids the eyes of the pedestrian. The method can avoid the emitted laser beam entering the eyes of the pedestrian during the use of the radar by the vehicle, and ensures the use of the radar by the vehicle while protecting the eyes of the pedestrian.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a radar control method, apparatus, vehicle, and storage medium in the field of vehicles. Background Technology

[0002] With the development of technology, LiDAR has been applied to various fields, such as automotive, industrial, drone, robotics, and 3D mapping. In 2020, LiDAR applications in the automotive sector accounted for 60.5% of the total.

[0003] Studies have shown that the eye fluid in the human eye can prevent some laser light from reaching the retina at the back of the eye. However, lasers with wavelengths below 1400nm can penetrate the eye fluid and damage the retina. Common vehicle lidar systems use wavelengths of 905nm and 1550nm, with 905nm being the most prevalent. Therefore, if the laser beam emitted by a vehicle's lidar system enters a pedestrian's eyes during use, it can easily cause eye damage. Summary of the Invention

[0004] This application provides a radar control method, device, vehicle, and storage medium. The method can prevent the radar-emitted laser beam from entering the eyes of pedestrians while the vehicle is using the radar, thus protecting the eyes of pedestrians while ensuring the vehicle can use the radar.

[0005] In a first aspect, a radar control method is provided, the method comprising: determining the current power consumption mode of the vehicle; determining the fatigue state of the driver of the vehicle; when the power consumption mode and the fatigue state belong to a preset combination, detecting whether there is a pedestrian within a preset detection range of the vehicle; and when there is a pedestrian within the preset detection range, adjusting the field of view of the radar-emitted laser beam of the vehicle so that the laser beam avoids the eyes of the pedestrian.

[0006] In the above technical solution, by adjusting the field of view of the radar-emitted laser beam of the vehicle when the power consumption mode and fatigue state are in a preset combination and there are pedestrians within the preset detection range, the radar-emitted laser beam is prevented from entering the eyes of pedestrians during the use of the radar, thus protecting the pedestrians' eyes.

[0007] In conjunction with the first aspect, in some possible implementations, after determining the vehicle's current power consumption mode and the driver's fatigue state, the method further includes: when the power consumption mode is a non-low power consumption mode and the fatigue state is either fatigued or not fatigued, determining that the power consumption mode and fatigue state belong to a preset combination; when the power consumption mode is a low power consumption mode and the fatigue state is fatigued, determining that the power consumption mode and fatigue state belong to a preset combination.

[0008] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, determining the fatigue state of the vehicle driver includes: monitoring the duration of the driver's continuous eye closure; and / or, monitoring the number of times the driver yawns within a second preset duration; when the duration of continuous eye closure is greater than or equal to a first preset duration, and / or when the number of yawns is greater than or equal to a preset number, determining the driver's fatigue state as a tired state; when the duration of continuous eye closure is less than the first preset duration, and / or when the number of yawns is less than a preset number, determining the driver's fatigue state as a non-tired state.

[0009] In the above technical solution, by detecting and monitoring the driver's continuous eye-closing duration and / or the number of times the driver yawns within a preset time, the accuracy of determining the driver's fatigue state can be improved.

[0010] In combination with the first aspect and the above implementation methods, in some possible implementation methods, after determining the driver's fatigue state, the method further includes: cutting off the power supply to the radar when the power consumption mode is a low power consumption mode and the fatigue state is a non-fatigue state.

[0011] In the above technical solution, when the power consumption mode is low power mode, the use of vehicle functions should be minimized. The driver's fatigue state is not fatigued, which proves that the driver can focus on driving the vehicle and is not easily distracted by other things. At this time, radar-assisted driving is not required, and the power supply of the radar is cut off. That is, the above technical solution can turn off the radar when radar-assisted driving is not needed, which can realize the effective use of radar and reduce power consumption.

[0012] In combination with the first aspect and the above implementation methods, in some possible implementation methods, adjusting the field of view of the radar-emitted laser beam includes: determining the position of the pedestrian; and reducing the vertical field of view of the radar-emitted laser beam when the pedestrian's position is in the area in front of the vehicle.

[0013] In the above technical solution, by determining that the pedestrian's position is in the area in front of the vehicle, the vertical field of view of the radar-emitted laser beam is reduced, which achieves precise adjustment of the field of view of the radar-emitted laser beam. This avoids reducing the vertical field of view too early, which helps to ensure the accuracy of obstacle avoidance and vehicle control operations during autonomous driving, improves driving safety, and protects the pedestrian's eyes.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, reducing the vertical field of view of the radar-emitted laser beam includes: determining the number of pedestrians; if the number is a single pedestrian, reducing the vertical field of view of the radar-emitted laser beam based on a first distance between the pedestrian's eyes and the ground; if the number is multiple pedestrians, identifying a target pedestrian from among the multiple pedestrians, wherein the target pedestrian is the shortest pedestrian among the multiple pedestrians; and reducing the vertical field of view of the radar-emitted laser beam based on a second distance between the target pedestrian's eyes and the ground.

[0015] In the above technical solution, when multiple pedestrians are identified, the shortest pedestrian among them is determined as the target pedestrian. Then, the second distance between the target pedestrian's eyes and the ground is calculated, and the vertical field of view of the radar-emitted laser beam is reduced based on the second distance. The vertical field of view height corresponding to the reduced vertical field of view angle is less than the second distance, that is, the emission height of the radar-emitted laser beam is lower than the second distance. Therefore, the radar-emitted laser beam will not illuminate the eyes of all pedestrians, thus avoiding damage to the eyes of all pedestrians.

[0016] In combination with the first aspect and the above implementation methods, in some possible implementation methods, after detecting whether there is a pedestrian within the preset detection range of the vehicle, the method further includes: when the power consumption mode is a non-low power consumption mode, if there is no pedestrian within the preset detection range, controlling the radar to emit a laser beam at a preset field of view; when the power consumption mode is a low power consumption mode and the fatigue state is a tired state, if there is no pedestrian within the preset detection range, cutting off the power supply of the radar.

[0017] In the above technical solution, the radar can be turned on and off reasonably according to the vehicle's power consumption mode. When the vehicle's power consumption mode is low power consumption mode and there are no pedestrians within the preset detection range, the power supply of the radar is cut off to reduce the vehicle's power consumption and ensure the normal operation of the vehicle.

[0018] In summary, this application controls the laser beam emitted by the radar differently based on the combination of different power consumption modes of the vehicle and different fatigue states of the driver, as well as the presence of pedestrians within the preset detection range. This enables the autonomous driving system to effectively utilize the radar while avoiding or reducing eye damage to pedestrians, thus protecting their eyes. Furthermore, when the user selects a low-power mode and there are no pedestrians within the preset detection range, the radar power supply can be cut off to reduce vehicle power consumption and ensure normal vehicle operation.

[0019] Secondly, a radar control device is provided, comprising: a determination module for determining the current power consumption mode of the vehicle; determining the fatigue state of the driver of the vehicle; a detection module for detecting whether there is a pedestrian within a preset detection range of the vehicle when the power consumption mode and the fatigue state are a preset combination; and an adjustment module for adjusting the field of view of the radar-emitted laser beam of the vehicle so that the laser beam avoids the eyes of the pedestrian when there is a pedestrian within the preset detection range.

[0020] In conjunction with the second aspect, in some possible implementations, after determining the current power consumption mode of the vehicle and the fatigue state of the driver, the determining module is further configured to: determine that the power consumption mode and fatigue state belong to a preset combination when the power consumption mode is a non-low power consumption mode and the fatigue state is either fatigued or not fatigued; and determine that the power consumption mode and fatigue state belong to a preset combination when the power consumption mode is a low power consumption mode and the fatigue state is fatigued.

[0021] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the determining module is specifically used to: monitor the driver's continuous eye-closing duration; and / or monitor the number of times the driver yawns within a second preset duration; when the continuous eye-closing duration is greater than or equal to a first preset duration, and / or when the number of yawns is greater than or equal to a preset number, determine that the driver's fatigue state is a tired state; when the continuous eye-closing duration is less than the first preset duration, and / or when the number of yawns is less than a preset number, determine that the driver's fatigue state is a non-tired state.

[0022] In conjunction with the second aspect and the above implementation, in some possible implementations, the device further includes a cut-off module for cutting off the power supply to the radar when the power consumption mode is a low power consumption mode and the fatigue state is a non-fatigue state.

[0023] Combining the second aspect and the above implementation methods, in some possible implementation methods, the adjustment module is specifically used to: determine the position of the pedestrian; and reduce the vertical field of view of the radar-emitted laser beam when the pedestrian's position is in the area in front of the vehicle.

[0024] Combining the second aspect and the above implementation methods, in some possible implementation methods, the adjustment module is specifically used to: determine the number of pedestrians; when the number is a single pedestrian, reduce the vertical field of view of the radar-emitted laser beam based on the first distance between the pedestrian's eyes and the ground; when the number is multiple pedestrians, identify the target pedestrian from the multiple pedestrians, the target pedestrian being the shortest pedestrian among the multiple pedestrians; and reduce the vertical field of view of the radar-emitted laser beam based on the second distance between the target pedestrian's eyes and the ground.

[0025] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the device further includes: a control module, used to control the radar to emit a laser beam at a preset field of view when there are no pedestrians within the preset detection range and the power consumption mode is a non-low power consumption mode; the cut-off module is also used to: cut off the power supply of the radar when there are no pedestrians within the preset detection range and the power consumption mode is a low power consumption mode and the fatigue state is a fatigued state.

[0026] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0027] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0028] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of a vehicle provided in an embodiment of this application.

[0030] Figure 2 This is a schematic flowchart of a radar control method provided in an embodiment of this application.

[0031] Figure 3 This is a schematic diagram of a preset detection range provided in an embodiment of this application.

[0032] Figure 4 This is a schematic diagram of the field of view of a radar-emitted laser beam provided in an embodiment of this application.

[0033] Figure 5 This is a schematic diagram of the positional relationship between pedestrians and vehicles provided in an embodiment of this application.

[0034] Figure 6 This is a schematic diagram of the structure of a radar control device provided in an embodiment of this application.

[0035] Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0036] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0037] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0038] With the rapid development of LiDAR technology, its application areas are constantly expanding, including autonomous driving, industry, drones, robotics, and 3D mapping. In 2020, LiDAR applications in the automotive sector accounted for 60.5% of all applications. The composition and working principle of LiDAR are as follows:

[0039] Laser emission system: The excitation source periodically drives the laser to emit laser pulses. The laser modulator controls the direction and number of emitted laser pulses through the beam controller. Finally, the laser is emitted to the target object through the emission optics system.

[0040] Laser receiving system: The receiving optical system and photodetector receive the laser light reflected back from the target object and generate a received signal.

[0041] Information processing system: The received signal is amplified and converted from digital to analog. The information processing module calculates and obtains the surface morphology, physical properties and other characteristics of the target object, and finally establishes an object model of the target object.

[0042] The scanning system rotates at a stable speed to scan the plane it is on and generate real-time planar image information.

[0043] Studies have shown that different wavelengths of laser light emitted by lidar have different penetration levels, resulting in different sites of damage to the human eye, as detailed in Table 1.

[0044] Table 1

[0045] Wavelength range (nanometers: nm) Main injury site 180～400 cornea, lens 400～700 retina, choroid 700～1400 retina, choroid, lens 1400～10600 cornea

[0046] The fluid inside the eye prevents laser light from reaching the retina at the back of the eye. This fluid is essentially transparent within the visible wavelength range (390–780 nm). Studies have shown that lasers below 1400 nm can penetrate this fluid and damage the retina. Lasers with wavelengths exceeding 1550 nm cannot penetrate the fluid, but prolonged direct exposure to a high-power laser with a wavelength exceeding 1550 nm can still potentially burn the cornea at the front of the eye.

[0047] LiDAR, used in the field of autonomous driving, is mainly responsible for detecting environmental information around the vehicle to perform obstacle avoidance and other vehicle control operations. When the vehicle's intelligent driving function is activated, the LiDAR continuously emits lasers. If these lasers enter the eyes of pedestrians near the vehicle, they may damage their eyes and cause injury.

[0048] To address the aforementioned issues, this application provides a radar control method, apparatus, vehicle, and computer-readable storage medium to prevent radar-emitted laser beams from causing harm to the human eye, thereby protecting the human eye.

[0049] For example, the radar in this embodiment can be a lidar, which is installed on the top of the vehicle or on the front bumper. The field of view of the laser beam emitted by the radar is directed towards the front of the vehicle, that is, the laser beam emitted by the radar is directed towards the area in front of the vehicle, including the area directly in front of the vehicle and the area to the side front of the vehicle. Figure 1 As shown, Figure 1 A schematic diagram of a vehicle provided in an embodiment of this application is shown. Figure 1 In this diagram, A represents the vehicle, B represents the radar, and FOV represents the field of view of the radar's emitted laser beam. The vehicle's controller is connected to a high-precision positioning module, an intelligent driving map module, and sensor modules. The controller can receive information from these modules and use it to rationally control the vehicle, thus enabling intelligent driving functions.

[0050] For example, such as Figure 2 As shown, Figure 2 This illustration shows a schematic flowchart of a radar control method provided in an embodiment of this application. Taking the application of this method to a controller as an example, the method 200 includes:

[0051] Step 201: Determine the vehicle's current power consumption mode.

[0052] Step 202: Determine the driver's fatigue level.

[0053] Step 203: When the power consumption mode and fatigue state are a preset combination, detect whether there are pedestrians within the preset detection range of the vehicle.

[0054] Step 204: If a pedestrian is present within the preset detection range, adjust the field of view of the radar-emitted laser beam of the vehicle so that the laser beam avoids the pedestrian's eyes.

[0055] exist Figure 2 In the illustrated embodiment, during vehicle operation, the vehicle's current power consumption mode and the driver's fatigue state can be determined. If the vehicle's current power consumption mode and the driver's fatigue state are a preset combination, and a pedestrian is present within the vehicle's preset detection range, the field of view of the vehicle's radar-emitted laser beam is adjusted to avoid the pedestrian's eyes. By adjusting the field of view of the radar-emitted laser beam, the laser beam is prevented from entering the pedestrian's eyes, thus enabling the autonomous driving system to effectively utilize radar while avoiding laser beams irradiating the pedestrian's eyes, thereby protecting their vision.

[0056] The following is about Figure 2 The specific implementation methods of each step in the illustrated embodiment will be explained below:

[0057] In step 201, the vehicle may have different power consumption modes during operation, and the driver or other users can select or change the power consumption mode of the vehicle before driving.

[0058] For example, a vehicle can operate in two power consumption modes during operation: a low-power mode and a non-low-power mode. Different power consumption modes correspond to different configuration buttons or voice control commands, which the driver can select before driving. The controller determines the vehicle's current power consumption mode based on the configuration button or voice control command pressed by the driver or other users. For instance, when the controller detects that the driver has pressed the configuration button corresponding to the low-power mode, it can determine that the vehicle's current power consumption mode is low-power mode.

[0059] When the vehicle is in non-low power mode, it indicates that various driver assistance functions can be activated during driving to improve driving safety. When the vehicle is in non-low power mode, it indicates that the user wants to save energy and reduce power consumption during driving. Under the premise of ensuring normal driving, the vehicle will try to minimize the activation of various driver assistance functions to reduce power consumption and save energy.

[0060] In step 202, the driver may experience different levels of fatigue while the vehicle is in motion. The driver is positioned in the driver's seat, which may be equipped with a monitoring system that monitors the driver's fatigue level in real time. The monitoring system is connected to a controller, transmitting data used to determine the driver's fatigue level to the controller. The controller can then determine the driver's fatigue level based on the received fatigue data. Alternatively, the monitoring system can directly determine the driver's current fatigue level based on the monitored fatigue data and then send the fatigue level information to the controller, allowing the controller to obtain the driver's current fatigue level.

[0061] For example, a driver's fatigue state can be either fatigued or not fatigued. A monitoring system can be used to monitor the driver's fatigue state in real time.

[0062] In step 203, during driving, the vehicle's current power consumption mode is either a low-power mode or a non-low-power mode, and the driver's current fatigue state is either a fatigued state or a non-fatigued state. That is, there is a certain combination of power consumption mode and fatigue state. The preset combination can be understood as: among the different combinations of the aforementioned power consumption mode and driver fatigue state set in advance, the combination that requires monitoring for the presence or absence of pedestrians.

[0063] As in the above embodiments, the vehicle's current power consumption mode includes a non-low power consumption mode and a low power consumption mode, and the driver's fatigue state includes a fatigued state and a non-fatigued state. The combinations of power consumption modes and fatigue states are shown in Table 2.

[0064] Table 2

[0065] Fatigue Not tired Low power mode Low power mode, fatigue state Low power mode, fatigue-free state Non-low power mode Non-low power mode, fatigue state Non-low power mode, fatigue state

[0066] When there are two power consumption modes, namely low power consumption mode and non-low power consumption mode, and two fatigue states, namely fatigued state and non-fatigue state, the combinations of power consumption mode and fatigue state include: Combination 1, namely, power consumption mode is non-low power consumption mode and fatigue state is fatigued state; Combination 2, namely, power consumption mode is non-low power consumption mode and fatigue state is non-fatigue state; Combination 3, namely, power consumption mode is low power consumption mode and fatigue state is fatigued state; Combination 4, namely, power consumption mode is low power consumption mode and fatigue state is non-fatigue state.

[0067] In one possible implementation, after determining the vehicle's current power consumption mode and the driver's fatigue state, the method further includes: when the power consumption mode is a non-low power consumption mode and the fatigue state is either fatigued or not fatigued, determining that the power consumption mode and fatigue state belong to a preset combination; when the power consumption mode is a low power consumption mode and the fatigue state is fatigued, determining that the power consumption mode and fatigue state belong to a preset combination.

[0068] The aforementioned preset combinations include three combinations: power consumption mode is non-low power consumption mode and fatigue state is fatigued state; power consumption mode is non-low power consumption mode and fatigue state is not fatigued state; and power consumption mode is low power consumption mode and fatigue state is fatigued state. Based on the above description, the aforementioned preset combinations include combinations 1, 2, and 3.

[0069] It should be understood that during vehicle operation, there is also a combination where the power consumption mode is low-power mode and the fatigue state is non-fatigue state. During vehicle operation, the combination of power consumption mode and fatigue state can be any of the four combinations.

[0070] For example, the data used to determine the driver's fatigue state may include: the duration of the driver's continuous eye closure and / or the number of times the driver yawns within a second preset duration. The driver's fatigue state can be determined based on the duration of the driver's continuous eye closure and / or the number of times the driver yawns within the second preset duration.

[0071] In one possible implementation, determining the driver's fatigue state includes: monitoring the duration of the driver's continuous eye closure; and / or monitoring the number of times the driver yawns within a second preset duration; determining the driver's fatigue state as fatigued when the duration of continuous eye closure is greater than or equal to a first preset duration, and / or when the number of yawns is greater than or equal to a preset number; and determining the driver's fatigue state as not fatigued when the duration of continuous eye closure is less than the first preset duration, and / or when the number of yawns is less than a preset number.

[0072] For example, a method for determining a driver's fatigue state may include: monitoring the duration of the driver's continuous eye closure; if the duration of continuous eye closure is greater than or equal to a first preset duration, the driver's fatigue state is determined to be a tired state; if the duration of continuous eye closure is less than the first preset duration, the driver's fatigue state is determined to be a non-tired state.

[0073] For example, a method for determining a driver's fatigue state may include: monitoring the number of times the driver yawns within a second preset time period; if the number of yawns is greater than or equal to a preset number, the driver's fatigue state is determined to be fatigued; if the number of yawns is less than the preset number, the driver's fatigue state is determined to be not fatigued.

[0074] For example, a method for determining a driver's fatigue state may include: monitoring the duration of the driver's continuous eye closure and the number of times the driver yawns within a second preset duration. When the duration of continuous eye closure is greater than or equal to a first preset duration and / or when the number of yawns is greater than or equal to a preset number, the driver's fatigue state is determined to be a fatigued state. When the duration of continuous eye closure is less than the first preset duration and / or when the number of yawns is less than a preset number, the driver's fatigue state is determined to be a non-fatigued state.

[0075] The monitoring system in the above embodiments can monitor fatigue state with different sensitivities. For monitoring systems with different sensitivities, the first preset duration and the second preset duration may differ. The first and second preset durations can be set according to actual conditions. Under the same sensitivity, the first and second preset durations can be the same or different. The preset number of times can be set according to actual conditions; this application embodiment does not limit this.

[0076] The driver's seat of the vehicle can also be equipped with an image acquisition device, and the monitoring system in the above embodiment can be connected to the image acquisition device. The image acquisition device can be installed in the driver's seat of the vehicle to acquire images of the driver. The monitoring of the driver's continuous eye-closing duration and the number of times the driver yawns within a second preset time period can be performed by the monitoring system based on the driver's images acquired by the image acquisition device.

[0077] In some embodiments, the driver's seat of the vehicle may also be equipped with a sound acquisition device, and the monitoring system in the above embodiments may also be connected to the sound acquisition device. The monitoring of the number of times the driver yawns within a second preset time period may also be performed by the monitoring system based on the image of the driver acquired by the image acquisition device and the sound acquired by the sound acquisition device.

[0078] For example, when the monitoring system has high sensitivity, the first preset duration is 4 seconds, the second preset duration is 30 seconds, and the preset number of times is 3. When the monitoring system has low sensitivity, the first preset duration is 5 seconds, the second preset duration is 50 seconds, and the preset number of times is 4. As shown in Table 3:

[0079] Table 3

[0080] Fatigue High sensitivity low sensitivity Not tired Detection of continuous eye closure lasting less than 4 seconds Detection of continuous eye closure lasting less than 5 seconds Fatigue Detected continuous eye closure for 4 seconds or more Detected continuous eye closure for 5 seconds or more

[0081] When the monitoring system is set to high sensitivity, the first preset duration is 4 seconds, the second preset duration is 30 seconds, and the preset number of yawns is 3. Taking an infrared camera as an example, the image acquisition device can capture images of the driver in real time and transmit the captured image data to the monitoring system for driver monitoring. When the monitoring system detects that the driver's continuous eye-closing duration is greater than or equal to the first preset duration of 4 seconds, and / or, when the monitoring system detects that the driver yawns more than or equal to the preset number of 3 yawns within the second preset duration of 30 seconds, the driver's fatigue state is determined to be a fatigued state. When the monitoring system detects that the driver's continuous eye-closing duration is less than the first preset duration of 4 seconds, and / or, when the monitoring system detects that the driver yawns less than the preset number of 3 yawns within the second preset duration of 30 seconds, the driver's fatigue state is determined to be a non-fatigued state.

[0082] When the monitoring system's sensitivity is set to low, the first preset duration is 5 seconds, the second preset duration is 50 seconds, and the preset number of yawns is 4. For example, an infrared camera is used as the image acquisition device, capable of capturing images of the driver in real time. A microphone is used as the sound acquisition device, capable of capturing the driver's voice in real time. The infrared camera and microphone transmit the acquired image and sound data to the monitoring system for driver monitoring. When the monitoring system detects that the driver's continuous eye-closing duration is greater than or equal to the first preset duration of 5 seconds, and / or, when the monitoring system detects that the driver yawns more than or equal to the preset number of yawns within the second preset duration of 50 seconds, the driver's fatigue state is determined to be fatigued. When the monitoring system detects that the driver's continuous eye-closing duration is less than the first preset duration of 5 seconds, and / or, when the monitoring system detects that the driver yawns more than or equal to the preset number of yawns within the second preset duration of 50 seconds, the driver's fatigue state is determined to be not fatigued.

[0083] In some embodiments, the aforementioned fatigue state can be determined by a fatigue level, which can be mild fatigue, moderate fatigue, or severe fatigue. When the fatigue level is moderate or higher, the driver is determined to be in a fatigued state. In this case, the first preset duration and the second preset duration are the durations for determining the fatigue level as severe fatigue. As shown in Table 4:

[0084] Table 4

[0085]

[0086] The monitoring system has high sensitivity, a first preset duration of 4 seconds, a second preset duration of 30 seconds, and a preset number of yawns of 3. When the monitoring system detects that the driver's continuous eye-closing duration is less than the first preset duration of 4 seconds but greater than or equal to 2 seconds, and / or when the monitoring system detects that the driver yawns once, the driver's fatigue level is determined to be mild fatigue. When the monitoring system detects that the driver's continuous eye-closing duration is less than the first preset duration of 4 seconds but greater than or equal to 3 seconds, and / or when the monitoring system detects that the driver yawns twice, the driver's fatigue level is determined to be moderate fatigue. When the monitoring system detects that the driver's continuous eye-closing duration is greater than or equal to the first preset duration of 4 seconds, and / or when the monitoring system detects that the driver yawns more than or equal to the preset number of 3 times, the driver's fatigue level is determined to be severe fatigue. When the driver's fatigue level is determined to be mild or moderate fatigue, the driver's fatigue state is determined to be non-fatigued. When a driver's fatigue level is determined to be severe fatigue, the driver's fatigue state is determined to be fatigued.

[0087] The monitoring system has low sensitivity, a first preset duration of 5 seconds, a second preset duration of 50 seconds, and a preset number of yawns of 4. When the monitoring system detects that the driver's continuous eye-closing duration is less than the first preset duration of 5 seconds but greater than or equal to 3 seconds, and / or when the monitoring system detects that the driver yawns 2 times, the driver's fatigue level is determined to be mild fatigue. When the monitoring system detects that the driver's continuous eye-closing duration is less than the first preset duration of 5 seconds but greater than or equal to 4 seconds, and / or when the monitoring system detects that the driver yawns 3 times, the driver's fatigue level is determined to be moderate fatigue. When the monitoring system detects that the driver's continuous eye-closing duration is greater than or equal to the first preset duration of 5 seconds, and / or when the monitoring system detects that the driver yawns 4 times or more, the driver's fatigue level is determined to be severe fatigue. When the driver's fatigue level is determined to be mild or moderate fatigue, the driver's fatigue state is determined to be non-fatigued. When a driver's fatigue level is determined to be severe fatigue, the driver's fatigue state is determined to be fatigued.

[0088] In the above technical solution, the driver's fatigue state can be determined by monitoring the duration of the driver's continuous eye closure, or by monitoring the number of times the driver yawns within a preset time, or by monitoring both the duration of the driver's continuous eye closure and the number of times the driver yawns within a preset time, thereby improving the accuracy of the determined driver's fatigue state.

[0089] The vehicle may also include sensor modules to detect the surrounding environment in real time. The aforementioned preset detection range can be understood as the detection range within which the sensor modules installed on the vehicle detect information about the external environment of the vehicle. The field of view of the radar-emitted laser beam can be included within the preset detection range, that is, the preset detection range can be larger than the field of view of the radar-emitted laser beam.

[0090] For example, the sensor module may include LiDAR, a camera, millimeter-scale radar, and an ultrasonic sensor, etc. Correspondingly, the preset detection range may include: the image capture range of the camera, the field of view of the laser beam emitted by the LiDAR, the measurement and detection range of the millimeter-scale radar, and the detection range of the ultrasonic signal emitted by the ultrasonic sensor, etc. For instance, the preset detection range is the union of the image capture range of the camera, the field of view of the laser beam emitted by the LiDAR, the measurement and detection range of the millimeter-scale radar, and the detection range of the ultrasonic signal emitted by the ultrasonic sensor. For example, see [reference needed]. Figure 3 , Figure 3 The FOV is the field of view corresponding to the angle of view of the laser beam emitted by the lidar, and Y is the preset detection range mentioned above.

[0091] For example, the above-mentioned method for detecting whether a pedestrian exists within a preset detection range of the vehicle can be implemented by using the aforementioned sensor module to detect whether a pedestrian exists within the preset detection range of the vehicle. For instance, the environmental image within the preset detection range captured by the camera can be identified, and the presence of a pedestrian can be determined from the captured environmental image.

[0092] In one possible implementation, after determining the driver's fatigue state, the system further includes: cutting off the radar's power supply when the power consumption mode is low-power mode and the fatigue state is non-fatigue state.

[0093] The combination where the power consumption mode is low-power mode and the driver is not fatigued does not belong to the above preset combination, and the radar power can be directly cut off. In this case, it is not necessary to detect whether there are pedestrians around the vehicle. That is, when the vehicle's power consumption mode is low-power mode and the driver's fatigue state is not fatigued, the vehicle does not use the lidar. When the vehicle does not use the lidar, there is no laser beam, and it is not necessary to detect whether there are pedestrians around the vehicle.

[0094] In the above method, when the power consumption mode is low power mode, the use of vehicle functions should be minimized. The driver's fatigue state is not fatigued, which proves that the driver can focus on driving the vehicle and is not easily distracted by other things. At this time, radar-assisted driving is not needed. Cutting off the power supply of the radar can turn off the radar when it is not needed to assist driving, so as to realize the effective use of the radar and reduce power consumption.

[0095] In step 204, the vehicle's radar emits a laser beam. If a pedestrian is present within a preset detection range, the vehicle's controller can adjust the field of view of the emitted laser beam to avoid the pedestrian's eyes. When a pedestrian is present within the preset detection range, the emitted laser beam is likely to enter the pedestrian's eyes, causing damage. Therefore, adjusting the field of view ensures that the emitted laser beam avoids the pedestrian's eyes, preventing it from entering and protecting their eyes.

[0096] In one possible implementation, adjusting the field of view of the radar-emitted laser beam includes: determining the position of a pedestrian; and, if the pedestrian is located in the area in front of the vehicle, reducing the vertical field of view of the radar-emitted laser beam.

[0097] For example, the location of a pedestrian can be determined using data detected by the aforementioned sensor modules. For instance, an environmental image containing a pedestrian can be captured by a camera, and the pedestrian's location can be determined by the pixels of the pedestrian's image within the environmental image. Another example is the detection of pedestrian point cloud data using LiDAR, and the pedestrian's location can be calculated from this LiDAR point cloud data.

[0098] Since the radar's field of view faces the area in front of the vehicle, after determining the pedestrian's position, it can determine whether the pedestrian is located in front of the vehicle. If the pedestrian is in front of the vehicle, it means the pedestrian is within the radar's field of view, or the pedestrian will be within the radar's field of view after the vehicle continues to travel a certain distance. Once the pedestrian is within the radar's field of view, the radar's emitted laser beam will shine on the pedestrian, and may even enter the pedestrian's eyes, causing damage. Therefore, adjusting the radar's emitted laser beam's field of view can specifically involve reducing the vertical field of view of the radar's emitted laser beam, so that the emission height of the radar's emitted laser beam is lower than the height of a person's eyes, which is the distance between the pedestrian's eyes and the ground.

[0099] A radar's field of view includes a horizontal field of view and a vertical field of view. The vertical field of view determines the emission height of the radar's laser beam, while the horizontal field of view determines the horizontal sweep range of the radar's laser beam. A larger horizontal field of view results in a wider horizontal sweep range for the radar's laser beam; conversely, a smaller horizontal field of view results in a narrower horizontal sweep range. Similarly, a larger vertical field of view results in a higher emission height for the radar's laser beam, and vice versa. Figure 4 A schematic diagram showing the field of view of the laser beam emitted by the radar is shown. Figure 4 In the diagram, IOJ represents the vertical field of view of the laser beam emitted by the radar, and HOI represents the horizontal field of view of the laser beam emitted by the radar.

[0100] In this embodiment, by reducing the vertical field of view of the radar-emitted laser beam after determining that the pedestrian's position is in front of the vehicle, the vertical field of view of the radar-emitted laser beam is precisely adjusted. This avoids prematurely reducing the vertical field of view, which helps ensure the accuracy of obstacle avoidance and vehicle control operations during autonomous driving, improves driving safety, and protects the pedestrian's eyes.

[0101] For example, the area in front of the vehicle includes the area directly in front of the vehicle and the area to the side front of the vehicle. The above method for determining whether a pedestrian is located in the area in front of the vehicle includes the following:

[0102] When the first angle between the line connecting the pedestrian's position and the target point and the straight line in the direction of the vehicle's travel is within a first preset range, the pedestrian's position is determined to be in the area directly in front of the vehicle; where the target point is the center point of the vehicle's front.

[0103] When the second angle between the line connecting the pedestrian's position and the target point and the straight line in the vehicle's direction of travel is within a second preset range, the pedestrian's position is determined to be in the area to the side and in front of the vehicle.

[0104] Among them, the upper limit of the first preset interval is less than the lower limit of the second preset interval, the upper limit of the second preset interval is less than or equal to 90°, and the second included angle is greater than the first included angle.

[0105] like Figure 5 As shown, Figure 5 A schematic diagram showing the positional relationship between pedestrians and vehicles is provided. Figure 5 In this diagram, P0 represents pedestrian A, P1 represents pedestrian B, L represents the straight line along the vehicle's direction of travel, M represents the target point, a represents the first included angle, and b represents the second included angle. Assume the first preset interval is [0°, 30°], and the second preset interval is (30°, 90°). If pedestrian A (P0) is to the left of L, and the first included angle a is within the first preset interval, then pedestrian A (P0) is located directly in front of the vehicle. The same logic applies if pedestrian A (P0) is to the right of L or to the left of L. If pedestrian B (P1) is to the left of L, and the second included angle b is within the second preset interval, then pedestrian B (P1) is located to the side and front of the vehicle. The same logic applies if pedestrian B (P1) is to the right of L or to the left of L.

[0106] In one possible implementation, reducing the vertical field of view of the radar-emitted laser beam includes: determining the number of pedestrians. If the number is single, the vertical field of view of the radar-emitted laser beam is reduced based on a first distance between the pedestrian's eyes and the ground; wherein the vertical field of view height corresponding to the reduced vertical field of view is less than the first distance. If the number is multiple, a target pedestrian is identified from the multiple pedestrians, the target pedestrian being the shortest pedestrian among the multiple pedestrians. The vertical field of view of the radar-emitted laser beam is reduced based on a second distance between the target pedestrian's eyes and the ground; wherein the vertical field of view height corresponding to the reduced vertical field of view is less than the second distance.

[0107] For example, the sensor module can detect the environment around the vehicle in real time. After detecting a pedestrian, it can output the following information: pedestrian height, pedestrian position, pedestrian identification (1, 2, 3, etc.). The number of pedestrians can be obtained through the pedestrian identification.

[0108] After detecting pedestrians using the sensor module, the number of pedestrians can be counted. If the pedestrian in front of the vehicle is a single person, the first distance between the pedestrian's eyes and the ground is calculated. Then, based on the first distance, the vertical field of view of the radar-emitted laser beam is reduced. The vertical field of view height corresponding to the reduced vertical field of view angle is less than the first distance, meaning the radar-emitted laser beam's emission height is lower than the first distance, and the radar-emitted laser beam will not illuminate the pedestrian's eyes. Optionally, the emission height of the radar-emitted laser beam can be 2 / 3 of the first distance, so that the radar-emitted laser beam neither illuminates the pedestrian's eyes nor lacks a large enough emission height to assist autonomous driving.

[0109] If there are multiple pedestrians in the area in front of the vehicle, the shortest pedestrian among them is identified as the target pedestrian. A second distance between the target pedestrian's eyes and the ground is calculated, and the vertical field of view of the radar-emitted laser beam is reduced based on this second distance. The vertical field of view height corresponding to the reduced vertical field of view is less than the second distance, meaning the radar-emitted laser beam's emission height is lower than the second distance. This prevents the radar-emitted laser beam from illuminating the eyes of all pedestrians, thus avoiding potential eye injury. Optionally, the emission height of the radar-emitted laser beam can be 2 / 3 of the second distance, ensuring that the radar-emitted laser beam neither illuminates the pedestrians' eyes nor obstructs their vision, while still achieving a sufficiently high emission height to assist in autonomous driving.

[0110] In one possible implementation, after detecting whether there is a pedestrian within a preset detection range of the vehicle, the method further includes: when the power consumption mode is a non-low power consumption mode, and there is no pedestrian within the preset detection range, controlling the radar to emit a laser beam at a preset field of view; when the power consumption mode is a low power consumption mode and the fatigue state is a tired state, and there is no pedestrian within the preset detection range, cutting off the power supply to the radar.

[0111] In some embodiments, the radar is connected to the vehicle's power supply via a relay, which is connected to the body domain controller, which in turn is connected to the controller described in the embodiments. The body domain controller is the hardware controller of the vehicle power management module, which controls the power management of the vehicle's electrical components by controlling the switching of the relay. The aforementioned cutting off the radar's power supply can be understood as follows: the controller sends control information to the body domain controller, which then controls the relay to disconnect, thus cutting off the radar's power supply.

[0112] When the power consumption mode is not low-power mode, controlling the radar to emit a laser beam at a preset field of view when there are no pedestrians within the preset detection range can be understood as follows: when the power consumption mode is not low-power mode and the fatigue state is fatigued, controlling the radar to emit a laser beam at a preset field of view when there are no pedestrians within the preset detection range. Alternatively, when the power consumption mode is not low-power mode and the fatigue state is not fatigued, controlling the radar to emit a laser beam at a preset field of view when there are no pedestrians within the preset detection range.

[0113] When the vehicle is in non-low-power mode, it indicates that the vehicle's current condition is good and can support the power consumption when the radar is turned on. At this time, if there are no pedestrians within the preset detection range, the probability of the radar's emitted laser beam hitting a pedestrian's eyes is very small. Therefore, the field of view of the radar's emitted laser beam is not adjusted; that is, the radar is controlled to emit laser signals at the preset field of view. This preset field of view, for example, is the maximum field of view, or close to the radar's maximum field of view. This facilitates precise obstacle avoidance during intelligent driving, improving the safety of intelligent driving.

[0114] When a vehicle is in low-power mode, it indicates that the user wants to conserve resources as much as possible while the vehicle is in motion, or that the vehicle's current condition is poor and insufficient to support the power consumption required to activate the radar. In some embodiments, when the power consumption mode is low-power mode and the fatigue state is fatigued, cutting off the radar's power supply when there are no pedestrians within a preset detection range can reduce the vehicle's power consumption and ensure normal vehicle operation.

[0115] In summary, this application controls the laser beam emitted by the radar differently based on the combination of different power consumption modes of the vehicle and different fatigue states of the driver, as well as the presence of pedestrians within the preset detection range. This enables the autonomous driving system to effectively utilize the radar while avoiding or reducing eye damage to pedestrians, thus protecting their eyes. Furthermore, when the user selects a low-power mode and there are no pedestrians within the preset detection range, the radar power supply can be cut off to reduce vehicle power consumption and ensure normal vehicle operation.

[0116] Figure 6 This is a schematic diagram of the structure of a radar control device provided in an embodiment of this application.

[0117] For example, such as Figure 6 As shown, the device 600 includes:

[0118] The determination module 601 is used to determine the current power consumption mode of the vehicle and the fatigue state of the driver.

[0119] The detection module 602 is used to detect whether there are pedestrians within a preset detection range of the vehicle when the power consumption mode and fatigue state are a preset combination.

[0120] The adjustment module 603 is used to adjust the field of view of the radar-emitted laser beam of the vehicle when there is a pedestrian within the preset detection range, so that the laser beam avoids the pedestrian's eyes.

[0121] In one possible implementation, after determining the vehicle's current power consumption mode and the driver's fatigue state, the determining module is further configured to: determine that the power consumption mode and fatigue state belong to a preset combination when the power consumption mode is a non-low power consumption mode and the fatigue state is either fatigued or not fatigued; and determine that the power consumption mode and fatigue state belong to a preset combination when the power consumption mode is a low power consumption mode and the fatigue state is fatigued.

[0122] In one possible implementation, the determining module is specifically used to: monitor the driver's continuous eye-closing duration; and / or monitor the number of times the driver yawns within a second preset duration; when the continuous eye-closing duration is greater than or equal to a first preset duration, and / or when the number of yawns is greater than or equal to a preset number, determine that the driver's fatigue state is a tired state; when the continuous eye-closing duration is less than the first preset duration, and / or when the number of yawns is less than a preset number, determine that the driver's fatigue state is a non-tired state.

[0123] In one possible implementation, the device further includes a cutoff module for cutting off the radar's power supply when the power consumption mode is low-power mode and the fatigue state is non-fatigue state.

[0124] In one possible implementation, the adjustment module is specifically used to: determine the position of the pedestrian; and, if the pedestrian is located in the area in front of the vehicle, reduce the vertical field of view of the radar-emitted laser beam.

[0125] In one possible implementation, the adjustment module is specifically used to: determine the number of pedestrians; if the number is single, reduce the vertical field of view of the radar-emitted laser beam based on a first distance between the pedestrian's eyes and the ground; if the number is multiple, identify the target pedestrian from among the multiple pedestrians, the target pedestrian being the shortest pedestrian among the multiple pedestrians; and reduce the vertical field of view of the radar-emitted laser beam based on a second distance between the target pedestrian's eyes and the ground.

[0126] In one possible implementation, the device further includes: a control module, configured to control the radar to emit a laser beam at a preset field of view when the power consumption mode is a non-low power consumption mode and the fatigue state is a fatigued state or a non-fatigue state, and there are no pedestrians within the preset detection range; the cut-off module is further configured to: cut off the power supply of the radar when the power consumption mode is a low power consumption mode and the fatigue state is a fatigued state, and there are no pedestrians within the preset detection range.

[0127] Figure 7This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0128] For example, such as Figure 7 As shown, the vehicle 700 includes a memory 701 and a processor 702. The memory 701 stores executable program code 7011, and the processor 702 is used to call and execute the executable program code 7011 to perform a radar control method.

[0129] This embodiment can divide the vehicle into functional modules according to the above method example. For example, each function can be assigned to a separate module, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0130] When each functional module is divided according to its corresponding function, the vehicle may include: a determination module, a detection module, an adjustment module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced from the functional description of the corresponding functional module, and will not be repeated here.

[0131] The vehicle provided in this embodiment is used to execute the radar control method described above, and therefore can achieve the same effect as the above implementation method.

[0132] When using integrated units, the vehicle may include a processing module and a storage module. The processing module is used to control and manage the vehicle's actions. The storage module supports the vehicle in executing program code and data.

[0133] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module may be a memory.

[0134] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the aforementioned related method steps to implement a radar control method in the above embodiment.

[0135] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a radar control method as described in the above embodiment.

[0136] In this embodiment, the vehicle, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0137] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0138] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0139] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A radar control method, characterized in that, The method includes: Determine the vehicle's current power consumption mode; Determine the fatigue state of the driver of the vehicle; When the power consumption mode is a non-low power consumption mode and the fatigue state is either a fatigued state or a non-fatigue state, it is determined that the power consumption mode and the fatigue state belong to a preset combination. When the power consumption mode is low power consumption mode and the fatigue state is fatigued state, it is determined that the power consumption mode and the fatigue state belong to a preset combination; the preset combination is a combination of different permutations of the power consumption mode and the driver's fatigue state that requires monitoring for the presence or absence of pedestrians. When the power consumption mode and the fatigue state are a preset combination, detect whether there are pedestrians within the preset detection range of the vehicle; If the pedestrian is present within the preset detection range, the field of view of the radar-emitted laser beam of the vehicle is adjusted so that the laser beam avoids the pedestrian's eyes.

2. The method according to claim 1, characterized in that, Determining the driver's fatigue state of the vehicle includes: Monitor the duration of the driver's continuous eye closure, and / or monitor the number of times the driver yawns within a second preset duration; When the duration of continuous eye closure is greater than or equal to a first preset duration, and / or when the number of times is greater than or equal to a preset number, the driver's fatigue state is determined to be a fatigued state. When the duration of continuous eye closure is less than the first preset duration, and / or when the number of times is less than the preset number of times, the driver's fatigue state is determined to be a non-fatigue state.

3. The method according to claim 1, characterized in that, After determining the driver's fatigue state of the vehicle, the method further includes: When the power consumption mode is low power consumption mode and the fatigue state is non-fatigue state, the power supply of the radar is cut off.

4. The method according to claim 1, characterized in that, The adjustment of the field of view of the laser beam emitted by the radar includes: Determine the location of the pedestrian; When the pedestrian is located in the area in front of the vehicle, the vertical field of view of the radar-emitted laser beam is reduced.

5. The method according to claim 4, characterized in that, The reduction of the vertical field of view of the laser beam emitted by the radar includes: Determine the number of the pedestrians; When the number is single, the vertical field of view of the radar-emitted laser beam is reduced based on a first distance between the pedestrian's eyes and the ground; When there are multiple pedestrians, a target pedestrian is identified from the multiple pedestrians, and the target pedestrian is the pedestrian with the shortest height among the multiple pedestrians; Based on the second distance between the target pedestrian's eyes and the ground, the vertical field of view of the laser beam emitted by the radar is reduced.

6. The method according to claim 1 or 2, characterized in that, After detecting whether a pedestrian exists within a preset detection range of the vehicle, the method further includes: When the power consumption mode is a non-low power consumption mode, if there is no pedestrian within the preset detection range, the radar is controlled to emit the laser beam at a preset field of view. When the power consumption mode is low power consumption mode and the fatigue state is fatigued state, the power supply of the radar is cut off if there is no pedestrian within the preset detection range.

7. A radar control device, characterized in that, The device includes: The first determining module is used to determine the current power consumption mode of the vehicle and the fatigue state of the driver of the vehicle. The second determining module is used to determine that the power consumption mode and the fatigue state belong to a preset combination when the power consumption mode is a non-low power consumption mode and the fatigue state is a fatigued state or a non-fatigue state; and to determine that the power consumption mode and the fatigue state belong to a preset combination when the power consumption mode is a low power consumption mode and the fatigue state is a fatigued state; the preset combination is a combination of different permutations of power consumption mode and driver fatigue state that requires monitoring for the presence or absence of pedestrians. The detection module is used to detect whether there are pedestrians within a preset detection range of the vehicle when the power consumption mode and the fatigue state belong to a preset combination. An adjustment module is used to adjust the field of view of the radar-emitted laser beam of the vehicle when the pedestrian is present within the preset detection range, so that the laser beam avoids the pedestrian's eyes.

8. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 6.

Images