Method and device for preventing false triggering of aeb during overtaking, electronic equipment and storage medium

Abstract

The application discloses an AEB anti-mis-triggering method and device when overtaking, electronic equipment and a storage medium. The method comprises the following steps: calculating a first steering wheel angle of a vehicle according to an environment perception module on the vehicle; calculating a second steering wheel angle of the vehicle according to a chassis module of the vehicle; judging whether the vehicle belongs to lane changing and overtaking based on a preset relationship among an actual steering wheel angle of the vehicle and the first steering wheel angle and the second steering wheel angle; if it is judged that the vehicle belongs to lane changing and overtaking, not triggering the brake of AEB when the commercial vehicle is close to overtaking; and if it is judged that the vehicle does not belong to lane changing and overtaking, triggering the brake of AEB when the commercial vehicle is close to overtaking. The application can prevent AEB from being mis-triggered when the commercial vehicle is close to overtaking.

Description

Technical Field

[0001] This application relates to the field of autonomous driving technology, and in particular to a method, device, electronic device, and storage medium for preventing false triggering of AEB during overtaking. Background Technology

[0002] In the field of automotive active safety technology, with the increasing emphasis placed on safe driving of commercial vehicles by the government, some models have been mandated to install AEB (Autonomous Emergency Braking) systems. AEB systems use sensors to acquire information about obstacles ahead and, combined with the vehicle's motion status, calculate the collision risk with the target object in real time. In the event of a collision, the vehicle automatically activates its braking system to slow down and avoid or mitigate the impact of the collision.

[0003] In related technologies, the collision risk of AEB is calculated based on the safe distance model between the two vehicles or the collision time, which can achieve the effect of avoiding collisions or mitigating collision damage. However, it ignores the scenario of aggressive drivers overtaking at close range in commercial vehicles. In this case, the speed difference between the two vehicles is large, the collision risk is high, and the AEB function is easily triggered erroneously. Therefore, preventing the AEB function from being triggered erroneously when overtaking at close range is an urgent problem to be solved. Summary of the Invention

[0004] This application provides a method, device, electronic device, and storage medium for preventing accidental triggering of AEB during overtaking, in order to prevent commercial vehicles from having their AEB systems accidentally triggered when overtaking at close range.

[0005] The embodiments of this application adopt the following technical solutions:

[0006] In a first aspect, embodiments of this application provide a method for preventing false triggering of AEB (Autonomous Emergency Braking) during overtaking, wherein the method includes:

[0007] Calculate the vehicle's first steering wheel angle based on the vehicle's environmental perception module;

[0008] Calculate the second steering wheel angle of the vehicle based on the vehicle's chassis module;

[0009] Based on the preset relationship between the vehicle's actual steering wheel angle and the first and second steering wheel angles, it is determined whether the vehicle is changing lanes to overtake.

[0010] If it is determined that the vehicle is changing lanes to overtake, the AEB braking will not be triggered when the commercial vehicle overtakes at close range;

[0011] If it is determined that the vehicle is not changing lanes to overtake, the AEB braking will be triggered when the commercial vehicle overtakes at close range.

[0012] In some embodiments, determining whether a vehicle is changing lanes to overtake based on a preset relationship between the vehicle's actual steering wheel angle, the first steering wheel angle, and the second steering wheel angle includes:

[0013] Determine if the steering wheel angle increment is within the preset range;

[0014] If the difference between the actual steering wheel angle and the first steering wheel angle is greater than the preset anchor value, or if the difference between the actual steering wheel angle and the second steering wheel angle is greater than the preset anchor value, then it is considered that the steering wheel angle increment is not within the preset range, and the vehicle is continuing to determine whether it is overtaking.

[0015] If the vehicle is overtaking, the AEB braking will not be triggered.

[0016] In some embodiments, determining whether a vehicle is changing lanes to overtake based on a preset relationship between the vehicle's actual steering wheel angle, the first steering wheel angle, and the second steering wheel angle includes:

[0017] If the difference between the actual steering wheel angle and the first steering wheel angle is not greater than a preset anchor value and the difference between the actual steering wheel angle and the second steering wheel angle is not greater than a preset anchor value, then it is considered that the vehicle is not overtaking within the preset range when the steering wheel angle increment is within the preset range, and the collision risk continues to be calculated.

[0018] In some embodiments, the decision to trigger or not trigger AEB braking when a commercial vehicle is overtaking at close range, based on the collision risk, includes:

[0019] By judging the driver's overtaking intention when the vehicle is traveling on roads with different curvatures, it is determined whether the vehicle is changing lanes to overtake. The roads with different curvatures include at least one of the following: straight roads and curved roads.

[0020] If there is a risk of collision, the AEB braking system will be activated.

[0021] If there is no risk of collision, AEB braking will not be triggered.

[0022] In some embodiments, both the first steering wheel angle and the second steering wheel angle are theoretical steering wheel angles, and the first steering wheel angle and the second steering wheel angle are redundant with each other. The first steering wheel angle is calculated using a lane line-based calculation method, and the second steering wheel angle is calculated using a vehicle posture-based calculation method.

[0023] In some embodiments, the vehicle includes a commercial vehicle, and calculating the first steering wheel angle of the vehicle based on an environmental perception module on the vehicle includes:

[0024] Based on the image perception results from the AEB environmental perception module of the commercial vehicle, the lane line equation is extracted. The lane line equation is a cubic function based on intercept, slope, curvature, and rate of change of curvature.

[0025] Calculate the first steering wheel angle of the vehicle under different curvatures based on the vehicle's wheelbase and steering coefficient.

[0026] In some embodiments, the vehicle includes a commercial vehicle, and calculating the second steering wheel angle of the vehicle based on the vehicle's chassis module includes:

[0027] Extract yaw rate information from the chassis module of the commercial vehicle;

[0028] When there are no lane markings on the road ahead, calculate the vehicle's second steering wheel angle;

[0029] Calculate the turning radius based on the vehicle chassis speed and the yaw rate information;

[0030] The second steering wheel angle of the vehicle is calculated based on the vehicle wheelbase, steering coefficient, and turning radius.

[0031] In some embodiments, calculating the first steering wheel angle of the vehicle based on the environmental perception module on the vehicle includes:

[0032] Based on the lane line information provided by the environmental perception module on the vehicle, the theoretical steering wheel angle on roads with different curvatures is calculated.

[0033] The step of calculating the second steering wheel angle of the vehicle based on the vehicle's chassis module includes:

[0034] The radius of the curve the vehicle is currently traveling on is calculated based on the lateral angular velocity of the vehicle in the chassis module, and the second steering wheel angle of the vehicle on roads with different curvatures is calculated based on the curve radius.

[0035] Secondly, embodiments of this application also provide an AEB (Autonomous Emergency Braking) anti-false triggering device during overtaking, wherein the device includes:

[0036] The first calculation module is used to calculate the first steering wheel angle of the vehicle based on the environmental perception module on the vehicle.

[0037] The second calculation module is used to calculate the second steering wheel angle of the vehicle based on the chassis module of the vehicle;

[0038] The overtaking judgment module is used to determine whether the vehicle is changing lanes to overtake based on the preset relationship between the vehicle's actual steering wheel angle and the first steering wheel angle and the second steering wheel angle.

[0039] The first response module is used to prevent the AEB braking from being triggered when a commercial vehicle is overtaking at close range, in the case of determining that the vehicle is changing lanes to overtake.

[0040] The second response module is used to trigger AEB braking when it is determined that the vehicle is not changing lanes to overtake and is overtaking a commercial vehicle at close range.

[0041] Thirdly, embodiments of this application also provide an electronic device, including: a processor; and a memory arranged to store computer-executable instructions, which, when executed, cause the processor to perform the above-described method.

[0042] Fourthly, embodiments of this application also provide a computer-readable storage medium that stores one or more programs, which, when executed by an electronic device including multiple applications, cause the electronic device to perform the above-described method.

[0043] The at least one technical solution adopted in this application embodiment can achieve the following beneficial effects: An environmental perception module is used to calculate the vehicle's first steering wheel angle; a chassis module is used to calculate the vehicle's second steering wheel angle. Further, based on a preset relationship between the vehicle's actual steering wheel angle and the first and second steering wheel angles, it is determined whether the vehicle is changing lanes to overtake. Finally, depending on whether the vehicle is changing lanes to overtake, AEB braking is triggered or not triggered when the commercial vehicle is overtaking at close range. By clearly defining the specific close-range overtaking scenarios for commercial vehicles, it is possible to prevent AEB from being falsely triggered during normal overtaking, while still ensuring normal AEB braking when there is a collision risk during close-range overtaking. This effectively reduces the triggering of false AEB braking during close-range overtaking. Attached Figure Description

[0044] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments of this application and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0045] Figure 1 This is a schematic diagram of the hardware structure involved in the AEB anti-false triggering method during overtaking in the embodiments of this application;

[0046] Figure 2 This is a flowchart illustrating the AEB (Autonomous Emergency Braking) prevention method during overtaking in this embodiment of the application.

[0047] Figure 3 This is a schematic diagram illustrating the implementation principle of the AEB anti-false triggering method during overtaking in the embodiments of this application;

[0048] Figure 4This is a schematic diagram of a straight-road overtaking scenario in the AEB anti-false triggering method for overtaking in the embodiments of this application;

[0049] Figure 5 This is a schematic diagram of a curve overtaking scenario in the AEB anti-false triggering method for overtaking in the embodiments of this application;

[0050] Figure 6 This is a schematic diagram of the AEB anti-false triggering device during overtaking in the embodiments of this application;

[0051] Figure 7 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0052] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below in conjunction with specific embodiments and corresponding drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0053] The technical solutions provided by the various embodiments of this application are described in detail below with reference to the accompanying drawings.

[0054] like Figure 1 As shown in the diagram, this application embodiment illustrates the hardware structure involved in the AEB anti-false triggering method during overtaking, including an environmental perception module, a vehicle chassis module, an AEB control unit, and a braking actuator. The environmental perception module, vehicle chassis module, AEB control unit, and braking actuator are all pre-installed or inherent mechanisms and modules on commercial vehicles. Specifically, on one hand, the environmental perception module can establish lane line equations based on environmental perception results and simultaneously obtain target (front vehicle, obstacle ahead) information. The environmental perception module inputs the perception results to the AEB control unit, which can respond to and execute a deceleration operation command to achieve the target deceleration, and then send the command to the braking actuator for execution. On the other hand, the vehicle chassis module acquires vehicle status information and then sends the vehicle status information acquired by the vehicle chassis module to the AEB control unit for response.

[0055] Preferably, considering that this application is used to prevent false triggering of AEB in overtaking scenarios, the environmental perception module and the vehicle chassis module are both detected and synchronized to the AEB control unit in real time.

[0056] Preferably, the environmental perception module can be used when the confidence level of the recognition results of lane markings (or other traffic signs) on the road surface is high. It can calculate the steering wheel angle based on different road curvatures in overtaking scenarios and make further judgments on overtaking or collision risks.

[0057] Preferably, when lane markings on the road surface are missing or the recognition results are poor, the vehicle chassis module can obtain the vehicle's own body posture and calculate the steering wheel angle, and can then make further judgments on overtaking or collision risks.

[0058] This application provides a method for preventing false triggering of AEB during overtaking, such as... Figure 2 The diagram shows a flowchart of an AEB (Autonomous Emergency Braking) prevention method for overtaking in this application embodiment. The method includes at least the following steps S210 to S240:

[0059] Step S210: Calculate the first steering wheel angle of the vehicle based on the environmental perception module on the vehicle.

[0060] Taking commercial vehicles as an example, the AEB anti-accidental touch environmental perception module of commercial vehicles adopts a fusion solution of millimeter-wave radar and intelligent camera, and the intelligent camera can provide lane line equations.

[0061] It is important to note that the millimeter-wave radar and smart cameras, among other sensors, are pre-calibrated together and use the same coordinate system. Furthermore, the millimeter-wave radar and smart cameras are time-stamped to ensure consistency in the perception results.

[0062] Based on the lane line equations in the above results, the corresponding theoretical steering wheel angle can be calculated.

[0063] Step S220: Calculate the second steering wheel angle of the vehicle based on the chassis module of the vehicle.

[0064] Taking commercial vehicles as an example, the chassis module that prevents accidental AEB touches in commercial vehicles can extract yaw rate information and calculate the theoretical steering wheel angle when there are no lane lines on the road ahead.

[0065] It is understandable that yaw rate refers to the angular velocity of the car's mass rotating around the z-axis (car coordinate system), and can be used as a factor in judging vehicle stability.

[0066] Step S230: Based on the preset relationship between the vehicle's actual steering wheel angle and the first and second steering wheel angles, determine whether the vehicle is changing lanes to overtake.

[0067] Taking the scenario of a commercial vehicle overtaking as an example, the collision risk is determined by using the preset relationship between the actual steering wheel angle of the vehicle obtained by actual measurement and calculation and the first and second steering wheel angles calculated above.

[0068] Generally speaking, when a commercial vehicle is overtaking another vehicle, if it is an aggressive overtaking scenario involving close proximity, it is necessary to make a comprehensive judgment on whether there is a risk of collision based on the preset relationship between the actual steering wheel angle and the first and second steering wheel angles.

[0069] In step S240, if it is determined that the vehicle is changing lanes to overtake, the AEB braking will not be triggered when the commercial vehicle is overtaking at close range.

[0070] In step S250, if it is determined that the vehicle is not changing lanes to overtake, the AEB braking is triggered when the commercial vehicle overtakes at close range.

[0071] When determining whether a vehicle is changing lanes to overtake, the risk of collision may exist if the lane change itself is not involved, or there may be no collision risk if the lane change is not involved. The AEB control unit then decides whether to activate AEB braking. If activated, it is necessary to determine the appropriate deceleration rate for braking. If not activated, the scenario can be considered an overtaking maneuver. This can cover both straight-line and curve overtaking scenarios.

[0072] In scenarios where commercial vehicles are overtaking on curves or straightaways, considering the vehicle's own weight and the increase in steering wheel angle, unnecessary false triggering of AEB braking during overtaking can be reduced. Furthermore, if there is a potential collision risk during overtaking, a reasonable deceleration needs to be calculated before triggering AEB braking.

[0073] Unlike other technologies that calculate AEB collision risk based on safe distance models or collision time between vehicles, which can achieve collision avoidance or mitigation of collision damage, this technology ignores scenarios where aggressive drivers in commercial vehicles overtake at close range. In such cases, calculating collision time would result in a high collision risk due to the significant speed difference between the two vehicles. Furthermore, without a reasonable assessment of collision risk, the AEB function would be frequently triggered unnecessarily, leading to a poor driving experience.

[0074] The above method can solve the problem of AEB being mistakenly triggered when commercial vehicles are overtaking at close range. By maintaining monitoring to prevent accidental AEB activation during commercial vehicle overtaking, and promptly triggering AEB when there is a collision risk, while not triggering AEB when there is no collision risk and the overtaking is judged to be normal overtaking by the commercial vehicle driver (aggressive driver close-range overtaking), AEB is prevented from being mistakenly triggered.

[0075] In addition, the above methods can reduce the false triggering of the AEB function when overtaking on straight roads and curves.

[0076] In one embodiment of this application, determining whether a vehicle is changing lanes to overtake based on a preset relationship between the vehicle's actual steering wheel angle and the first and second steering wheel angles includes: determining whether the steering wheel angle increment is within a preset range; if the difference between the actual steering wheel angle and the first steering wheel angle is greater than a preset anchor value, or if the difference between the actual steering wheel angle and the second steering wheel angle is greater than a preset anchor value, then the steering wheel angle increment is considered to be outside the preset range, and the determination of whether the vehicle is overtaking continues; if the vehicle is overtaking, then AEB braking is not triggered.

[0077] First, determine whether the steering wheel angle increment of the commercial vehicle meets the calibration value (actual measurement or empirical value);

[0078] Secondly, if the steering wheel angle increment is not within the set threshold, the collision risk between the two vehicles (the vehicle itself and the obstacle / vehicle in front) is calculated, and the vehicle braking is started after the AEB trigger condition is met.

[0079] Finally, the method for determining whether the steering wheel angle increment meets the calibration value is as follows:

[0080] SteerAngle-SteerAngle1>TBD (5)

[0081] SteerAngle-SteerAngle2>TBD (6)

[0082] Where SteerAngle is the actual steering wheel angle, which is the actual measured value, and TBD is the calibration value.

[0083] SteerAngle1 and SteerAngle2 are the theoretical steering wheel angles calculated using two different methods.

[0084] When equation (5) or (6) is true, it is assumed that the driver is overtaking, and the collision risk will not be calculated.

[0085] Specifically, in one scenario, if the difference between the actual steering wheel angle and the first steering wheel angle is greater than a preset anchor value. In another scenario, if the difference between the actual steering wheel angle and the second steering wheel angle is greater than a preset anchor value, then it is considered that the steering wheel angle increment is outside the preset range, and the determination of whether the vehicle is overtaking continues.

[0086] Furthermore, if it is determined that the commercial vehicle is overtaking at this time, the AEB braking will not be triggered.

[0087] In one embodiment of this application, determining whether a vehicle is changing lanes to overtake based on a preset relationship between the vehicle's actual steering wheel angle, the first steering wheel angle, and the second steering wheel angle includes: if the difference between the actual steering wheel angle and the first steering wheel angle is not greater than a preset anchor value and the difference between the actual steering wheel angle and the second steering wheel angle is not greater than a preset anchor value, then it is considered that the vehicle is not overtaking if the steering wheel angle increment is within a preset range, and the collision risk is further calculated.

[0088] In the same way, determine whether the steering wheel angle increment of the commercial vehicle meets the calibration value (actual measurement or empirical value);

[0089] The method for determining whether the steering wheel angle increment meets the calibration value is as follows:

[0090] SteerAngle-SteerAngle1>TBD (5)

[0091] SteerAngle-SteerAngle2>TBD (6)

[0092] If (5) and (6) are not true, then the collision risk is calculated, and AEB braking will be triggered when the collision risk is met.

[0093] Specifically, if the difference between the actual steering wheel angle and the first steering wheel angle is not greater than a preset anchor value and the difference between the actual steering wheel angle and the second steering wheel angle is not greater than a preset anchor value, then it is considered that the vehicle is not overtaking when the steering wheel angle increment is within the preset range, and it is still necessary to continue to determine whether there is a collision risk.

[0094] In one embodiment of this application, the step of triggering or not triggering AEB braking when a commercial vehicle is overtaking at close range based on the collision risk includes: determining whether the vehicle is changing lanes to overtake by judging the driver's overtaking intention on roads with different curvatures, wherein the different curvatures of the roads include at least one of the following: straight roads and curved roads; if it is determined that the vehicle is overtaking on a straight road or a curved road, then AEB braking is not triggered when the commercial vehicle is overtaking at close range; if it is determined that the vehicle is not overtaking on a straight road or a curved road, then AEB braking is triggered when the commercial vehicle is overtaking at close range.

[0095] Based on the different curvatures of roads, the system can prevent accidental AEB activation based on the driver's overtaking intentions. Furthermore, if there is a collision risk, AEB braking will be activated; otherwise, if there is no collision risk, AEB braking will not be activated.

[0096] It should be noted that using two algorithms, one for lane lines and the other for vehicle posture, to calculate the first and second theoretical steering wheel angles can also provide redundancy.

[0097] In one embodiment of this application, both the first steering wheel angle and the second steering wheel angle are theoretical steering wheel angles, and the first steering wheel angle and the second steering wheel angle are redundant with each other. The first steering wheel angle is calculated using a lane line-based calculation method, and the second steering wheel angle is calculated using a vehicle posture-based calculation method.

[0098] In practice, when calculating the first steering wheel angle, the theoretical steering wheel angle on roads with different curvatures can be calculated using the lane line equation. If the AEB control unit determines that the actual steering wheel angle is greater than the theoretical steering wheel angle, the AEB braking function will not be triggered.

[0099] Furthermore, when calculating the second steering wheel angle, the radius of the curve the vehicle is currently traveling on is calculated using the vehicle's lateral angular velocity. The theoretical steering wheel angle on roads with different curvatures can be calculated using the curve radius. If the AEB control unit determines that the actual steering wheel angle is greater than the theoretical steering wheel angle, the AEB braking function will not be triggered.

[0100] By determining that the increase in steering wheel angle is within the set threshold, the system begins to calculate the collision risk between the two vehicles. Once the conditions for triggering AEB are met, the system begins to control the vehicle's braking.

[0101] In one embodiment of this application, the vehicle includes a commercial vehicle, and the step of calculating the first steering wheel angle of the vehicle based on the environmental perception module on the vehicle includes: extracting the lane line equation based on the image perception results in the AEB environmental perception module of the commercial vehicle, wherein the lane line equation is a cubic function based on intercept, slope, curvature, and rate of change of curvature; and calculating the first steering wheel angle of the vehicle under different curvatures based on the vehicle wheelbase and steering coefficient.

[0102] In practical implementation, the AEB environmental perception module of commercial vehicles adopts a fusion solution of millimeter-wave radar and intelligent cameras, and the intelligent cameras can provide lane line equations:

[0103] y = C0 + C1X + C2X 2 +C3X 3 (1)

[0104] Where C0 is the intercept, C1 is the slope, 2C2 is the curvature, and C3 is the rate of change of curvature.

[0105] Then, the lane line equation coefficients are used to calculate the theoretical steering wheel angle under different curvatures:

[0106]

[0107] Where L represents the vehicle wheelbase, i represents the steering ratio, and k represents the understeer coefficient.

[0108] like Figure 4 as well as Figure 5 As shown, the lane line equation can calculate the theoretical steering wheel angle on roads with different curvatures. When the AEB control unit determines that the actual steering wheel angle is greater than the theoretical steering wheel angle, the system will not trigger the AEB function.

[0109] In one embodiment of this application, the vehicle includes a commercial vehicle. The step of calculating the second steering wheel angle of the vehicle based on the vehicle's chassis module includes: extracting yaw rate information from the commercial vehicle's chassis module; calculating the second steering wheel angle of the vehicle when there are no lane markings on the road ahead; calculating the turning radius based on the vehicle's chassis speed and the yaw rate information; and calculating the second steering wheel angle of the vehicle based on the vehicle's wheelbase, steering coefficient, and the turning radius.

[0110] In practice, the vehicle chassis extracts yaw rate information, and when there are no lane markings on the road ahead, the theoretical steering wheel angle is calculated using equations (3) and (4).

[0111] R=V / ω (3)

[0112] Where ω represents the yaw rate, R Indicates the turning radius.

[0113] Furthermore, the theoretical steering wheel angle under different curvatures was calculated for the yaw rate.

[0114] SteerAngle2=R*L*i*k (4)

[0115] Where L represents the vehicle wheelbase, i represents the steering ratio, and k represents the understeer coefficient.

[0116] When calculating the lateral angular velocity of a vehicle, the theoretical steering wheel angle on roads with different curvatures can be calculated based on the current curve radius of the vehicle. If the AEB control unit determines that the actual steering wheel angle is greater than the theoretical steering wheel angle, the system will not trigger the AEB function.

[0117] In one embodiment of this application, calculating the first steering wheel angle of the vehicle based on the environmental perception module on the vehicle includes: calculating the theoretical steering wheel angle on roads with different curvatures based on the lane line information provided by the environmental perception module on the vehicle; calculating the second steering wheel angle of the vehicle based on the chassis module of the vehicle includes: calculating the radius of the curve the vehicle is currently traveling on based on the lateral angular velocity of the vehicle in the chassis module of the vehicle, and calculating the second steering wheel angle of the vehicle on roads with different curvatures based on the radius of the curve.

[0118] The lane line equation can calculate the theoretical steering wheel angle on roads with different curvatures. If the AEB control unit determines that the actual steering wheel angle is greater than the theoretical steering wheel angle, the AEB function will not be triggered. The vehicle's lateral angular velocity is used to calculate the current vehicle's curve radius. The curve radius can be used to calculate the theoretical steering wheel angle on roads with different curvatures. If the AEB control unit determines that the actual steering wheel angle is greater than the theoretical steering wheel angle, the AEB function will not be triggered.

[0119] Furthermore, by calculating the vehicle's first and second steering wheel angles, the steering wheel angles of the theoretical vehicle can be calculated using both lane lines and vehicle posture algorithms, thus achieving redundancy.

[0120] To better understand the implementation principle of the AEB anti-false triggering method during overtaking in the embodiments of this application, such as Figure 3 As shown, the specific steps include the following:

[0121] The AEB (Autonomous Emergency Braking) environmental perception module for commercial vehicles adopts a fusion solution of millimeter-wave radar and intelligent cameras, while the intelligent cameras can provide lane line equations.

[0122] y = C0 + C1X + C2X 2 +C3X 3 (1)

[0123] Where C0 is the intercept, C1 is the slope, 2C2 is the curvature, and C3 is the rate of change of curvature.

[0124] Lane line equation coefficients for calculating theoretical steering wheel angles under different curvatures

[0125]

[0126] L: Vehicle wheelbase, i: Steering ratio, k: Understeer coefficient

[0127] The vehicle chassis extracts yaw rate information, and when there are no lane markings on the road ahead, the theoretical steering wheel angle is calculated using equations (3) and (4).

[0128] R=V / ω (3)

[0129] ω: Yaw velocity, R: Turning radius

[0130] Calculation of yaw rate for theoretical steering wheel angle under different curvatures

[0131] SteerAngle2=R*L*i*k (4)

[0132] Determine if the steering wheel angle increment meets the calibration value.

[0133] SteerAngle-SteerAngle1>TBD (5)

[0134] SteerAngle-SteerAngle2>TBD (6)

[0135] SteerAngle: Actual steering wheel angle, TBD calibration value.

[0136] When equation (5) or (6) is true, it is assumed that the driver is overtaking, and the risk of collision will not be calculated.

[0137] If (5) and (6) are not true, then the collision risk is calculated, and AEB braking will be triggered when the collision risk is met.

[0138] like Figure 4 As shown, when a commercial vehicle is overtaking at close range on a straight road, it is determined whether the steering wheel angle increment is within a preset range; if the difference between the actual steering wheel angle and the first steering wheel angle is greater than a preset anchor value, or the difference between the actual steering wheel angle and the second steering wheel angle is greater than a preset anchor value, then it is considered that the steering wheel angle increment is not within the preset range, and the determination of whether the vehicle is overtaking on a straight road continues.

[0139] If the vehicle is overtaking, the AEB braking will not be triggered.

[0140] The method of determining whether a vehicle is changing lanes to overtake based on the preset relationship between the vehicle's actual steering wheel angle and the first and second steering wheel angles includes:

[0141] If the difference between the actual steering wheel angle and the first steering wheel angle is not greater than a preset anchor value and the difference between the actual steering wheel angle and the second steering wheel angle is not greater than a preset anchor value, then it is considered that the vehicle is not overtaking on a straight road if the steering wheel angle increment is within the preset range, and the collision risk continues to be calculated.

[0142] like Figure 5As shown, when a commercial vehicle is overtaking at close range on a curve, or when a commercial vehicle is overtaking at close range on a straight road, it is determined whether the steering wheel angle increment is within a preset range. If the difference between the actual steering wheel angle and the first steering wheel angle is greater than a preset anchor value, or if the difference between the actual steering wheel angle and the second steering wheel angle is greater than a preset anchor value, then it is considered that the steering wheel angle increment is not within the preset range, and the determination of whether the vehicle is overtaking on a curve continues.

[0143] If the vehicle is overtaking, the AEB braking will not be triggered.

[0144] The method of determining whether a vehicle is changing lanes to overtake based on the preset relationship between the vehicle's actual steering wheel angle and the first and second steering wheel angles includes:

[0145] If the difference between the actual steering wheel angle and the first steering wheel angle is not greater than a preset anchor value and the difference between the actual steering wheel angle and the second steering wheel angle is not greater than a preset anchor value, then it is considered that the vehicle is not overtaking on a curve within the preset range of the steering wheel angle increment, and the collision risk continues to be calculated.

[0146] This application embodiment also provides an AEB anti-false triggering device 600 for overtaking, such as... Figure 6 As shown, a schematic diagram of the AEB anti-false triggering device in an embodiment of this application is provided. The device 600 includes at least: a first calculation module 610, a second calculation module 620, an overtaking judgment module 630, a first response module 640, and a second response module 650, wherein:

[0147] In one embodiment of this application, the first calculation module 610 is specifically used to: calculate the first steering wheel angle of the vehicle based on the environmental perception module on the vehicle.

[0148] Taking commercial vehicles as an example, the AEB anti-accidental touch environmental perception module of commercial vehicles adopts a fusion solution of millimeter-wave radar and intelligent camera, and the intelligent camera can provide lane line equations.

[0149] It is important to note that the millimeter-wave radar and smart cameras, among other sensors, are pre-calibrated together and use the same coordinate system. Furthermore, the millimeter-wave radar and smart cameras are time-stamped to ensure consistency in the perception results.

[0150] Based on the lane line equations in the above results, the corresponding theoretical steering wheel angle can be calculated.

[0151] In one embodiment of this application, the second calculation module 620 is specifically used to: calculate the second steering wheel angle of the vehicle based on the chassis module of the vehicle.

[0152] Taking commercial vehicles as an example, the chassis module that prevents accidental AEB touches in commercial vehicles can extract yaw rate information and calculate the theoretical steering wheel angle when there are no lane lines on the road ahead.

[0153] It is understandable that yaw rate refers to the angular velocity of the car's mass rotating around the z-axis (car coordinate system), and can be used as a factor in judging vehicle stability.

[0154] In one embodiment of this application, the overtaking judgment module 630 is specifically used to: determine whether the vehicle is overtaking by changing lanes based on a preset relationship between the vehicle's actual steering wheel angle, the first steering wheel angle, and the second steering wheel angle.

[0155] Taking the scenario of a commercial vehicle overtaking as an example, the collision risk is determined by using the preset relationship between the actual steering wheel angle of the vehicle obtained by actual measurement and calculation and the first and second steering wheel angles calculated above.

[0156] Generally speaking, when a commercial vehicle is overtaking another vehicle, if it is an aggressive overtaking scenario involving close proximity, it is necessary to make a comprehensive judgment on whether there is a risk of collision based on the preset relationship between the actual steering wheel angle and the first and second steering wheel angles.

[0157] In one embodiment of this application, the first response module 640 and the second response module 650 are specifically used to: not trigger AEB braking when the vehicle is determined to be changing lanes to overtake, and to trigger AEB braking when the vehicle is overtaking at close range, and to trigger AEB braking when the vehicle is determined not to be changing lanes to overtake, and when the vehicle is overtaking at close range.

[0158] When determining whether a vehicle is changing lanes to overtake, the risk of collision may exist if the lane change itself is not involved, or there may be no collision risk if the lane change is not involved. The AEB control unit then decides whether to activate AEB braking. If activated, it is necessary to determine the appropriate deceleration rate for braking. If not activated, the scenario can be considered an overtaking maneuver. This can cover both straight-line and curve overtaking scenarios.

[0159] In scenarios where commercial vehicles are overtaking on curves or straightaways, considering the vehicle's own weight and the increase in steering wheel angle, unnecessary false triggering of AEB braking during overtaking can be reduced. Furthermore, if there is a potential collision risk during overtaking, a reasonable deceleration needs to be calculated before triggering AEB braking.

[0160] It is understood that the above-mentioned AEB anti-false triggering device during overtaking can realize all the steps of the AEB anti-false triggering method provided in the foregoing embodiments. The relevant explanations of the AEB anti-false triggering method during overtaking are applicable to the AEB anti-false triggering device during overtaking, and will not be repeated here.

[0161] Figure 7 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application. Please refer to it. Figure 7 At the hardware level, the electronic device includes a processor, and optionally also includes an internal bus, a network interface, and memory. The memory may include main memory, such as high-speed random-access memory (RAM), or non-volatile memory, such as at least one disk drive. Of course, the electronic device may also include other hardware required for other business operations.

[0162] The processor, network interface, and memory can be interconnected via an internal bus, which can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. This bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 7 The symbol is represented by a single double-headed arrow, but this does not mean that there is only one bus or one type of bus.

[0163] Memory is used to store programs. Specifically, programs may include program code, which includes computer operation instructions. Memory may include main memory and non-volatile memory, and provides instructions and data to the processor.

[0164] The processor reads the corresponding computer program from non-volatile memory into main memory and then executes it, forming the AEB (Autonomous Emergency Braking) anti-false triggering device at the logical level. The processor executes the program stored in memory and specifically performs the following operations:

[0165] Calculate the vehicle's first steering wheel angle based on the vehicle's environmental perception module;

[0166] Calculate the second steering wheel angle of the vehicle based on the vehicle's chassis module;

[0167] Based on the preset relationship between the vehicle's actual steering wheel angle and the first and second steering wheel angles, it is determined whether the vehicle is changing lanes to overtake.

[0168] If it is determined that the vehicle is changing lanes to overtake, the AEB braking will not be triggered when the commercial vehicle overtakes at close range;

[0169] If it is determined that the vehicle is not changing lanes to overtake, the AEB braking will be triggered when the commercial vehicle overtakes at close range.

[0170] The above is as stated in this application. Figure 2 The method for preventing false triggering of the AEB (Autonomous Emergency Braking) device during overtaking, as disclosed in the illustrated embodiment, can be applied to a processor or implemented by a processor. The processor may be an integrated circuit chip with signal processing capabilities. During implementation, each step of the above method can be completed by integrated logic circuits in the processor's hardware or by instructions in software form. The processor can be a general-purpose processor, including a Central Processing Unit (CPU), a Network Processor (NP), etc.; it can also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in the embodiments of this application can be directly manifested as execution by a hardware decoding processor, or execution by a combination of hardware and software modules in the decoding processor. The software module can reside in a mature storage medium in the field, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, or registers. This storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method.

[0171] The electronic device can also perform Figure 2 The method for implementing the AEB anti-false triggering device during overtaking, and the realization of the AEB anti-false triggering device during overtaking. Figure 2 The functions of the embodiments shown are not described again in this application.

[0172] This application also proposes a computer-readable storage medium that stores one or more programs, the programs including instructions that, when executed by an electronic device including multiple applications, enable the electronic device to perform... Figure 2 The method for the AEB anti-false triggering device during overtaking in the illustrated embodiment is specifically used to perform the following:

[0173] Calculate the vehicle's first steering wheel angle based on the vehicle's environmental perception module;

[0174] Calculate the second steering wheel angle of the vehicle based on the vehicle's chassis module;

[0175] Based on the preset relationship between the vehicle's actual steering wheel angle and the first and second steering wheel angles, it is determined whether the vehicle is changing lanes to overtake.

[0176] If it is determined that the vehicle is changing lanes to overtake, the AEB braking will not be triggered when the commercial vehicle overtakes at close range;

[0177] If it is determined that the vehicle is not changing lanes to overtake, the AEB braking will be triggered when the commercial vehicle overtakes at close range.

[0178] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0179] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0180] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0181] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0182] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0183] Memory may include non-persistent storage in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0184] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0185] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0186] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0187] The above description is merely an embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of this application should be included within the scope of the claims of this application.

Claims

1. A method for preventing false triggering of AEB during overtaking, wherein, The method includes: Based on the cubic function equation of the lane lines identified by the environmental perception module on the vehicle, and combined with the vehicle wheelbase, steering ratio, and understeer coefficient, the theoretical first steering wheel angle of the vehicle is calculated. The turning radius is calculated based on the vehicle speed and yaw rate collected by the vehicle's chassis module. Then, combined with the vehicle's wheelbase, steering ratio, and understeer coefficient, the theoretical second steering wheel angle of the vehicle is calculated. Based on the preset relationship between the vehicle's actual steering wheel angle, the theoretical first steering wheel angle, and the theoretical second steering wheel angle, it is determined whether the vehicle is changing lanes to overtake. If it is determined that the vehicle is changing lanes to overtake, the AEB braking will not be triggered when the commercial vehicle overtakes at close range; If it is determined that the vehicle is not changing lanes to overtake, the AEB braking will be triggered when the commercial vehicle overtakes at close range.

2. The method as described in claim 1, wherein, The determination of whether a vehicle is changing lanes to overtake, based on the preset relationship between the vehicle's actual steering wheel angle, the theoretical first steering wheel angle, and the theoretical second steering wheel angle, includes: Determine if the steering wheel angle increment is within the preset range; If the difference between the actual steering wheel angle and the first steering wheel angle is greater than the preset anchor value, or if the difference between the actual steering wheel angle and the second steering wheel angle is greater than the preset anchor value, then it is considered that the steering wheel angle increment is not within the preset range, and the vehicle is continuing to determine whether it is overtaking. If the vehicle is overtaking, the AEB braking will not be triggered.

3. The method as described in claim 2, wherein, The determination of whether a vehicle is changing lanes to overtake, based on the preset relationship between the vehicle's actual steering wheel angle, the theoretical first steering wheel angle, and the theoretical second steering wheel angle, includes: If the difference between the actual steering wheel angle and the first steering wheel angle is not greater than a preset anchor value and the difference between the actual steering wheel angle and the second steering wheel angle is not greater than a preset anchor value, then it is considered that the vehicle is not overtaking within the preset range when the steering wheel angle increment is within the preset range, and the collision risk continues to be calculated.

4. The method as described in claim 3, wherein, The method further includes: By determining whether a vehicle is changing lanes to overtake, the driver's overtaking intention is determined when the vehicle is traveling on roads with different curvatures. The roads with different curvatures include at least one of the following: straight roads and curved roads. If it is determined that the vehicle is overtaking on a straight road or a curved road, the AEB braking will not be triggered when the commercial vehicle is overtaking at close range; If it is determined that the vehicle is neither overtaking on a straight road nor overtaking on a curved road, then the AEB braking will be triggered when the commercial vehicle overtakes at close range.

5. The method as described in claim 3 or 2, wherein, Both the first steering wheel angle and the second steering wheel angle are theoretical steering wheel angles, and the first steering wheel angle and the second steering wheel angle are redundant with each other. The first steering wheel angle is calculated using a lane line-based calculation method, and the second steering wheel angle is calculated using a vehicle posture-based calculation method. Specifically, the turning radius is calculated based on the vehicle speed and yaw rate collected by the chassis, and then the theoretical steering wheel angle is calculated based on the turning radius, vehicle wheelbase, steering ratio, and understeer coefficient.

6. The method of claim 1, wherein, The vehicle includes a commercial vehicle, and the calculation of the first steering wheel angle of the vehicle based on the environmental perception module on the vehicle includes: Based on the image perception results from the AEB environmental perception module of the commercial vehicle, the lane line equation is extracted. The lane line equation is a cubic function based on intercept, slope, curvature, and rate of change of curvature. The lane curvature is obtained from the cubic function. Combined with the vehicle wheelbase, steering ratio, and understeer coefficient, the theoretical first steering wheel angle of the vehicle under different curvatures is calculated.

7. The method of claim 1, wherein, The vehicle includes a commercial vehicle, and the calculation of the second steering wheel angle of the vehicle based on the vehicle's chassis module includes: The yaw rate information is collected in real time from the chassis module of the commercial vehicle. Calculate the vehicle's current theoretical turning radius based on the vehicle chassis's real-time speed and real-time yaw rate; The theoretical second steering wheel angle of the vehicle is calculated based on the vehicle's wheelbase, steering coefficient, and turning radius.

8. The method according to any one of claims 1 to 7, wherein, The step of calculating the first steering wheel angle of the vehicle based on the environmental perception module on the vehicle includes: Based on the lane line information provided by the environmental perception module on the vehicle, the theoretical steering wheel angle on roads with different curvatures is calculated. The step of calculating the second steering wheel angle of the vehicle based on the vehicle's chassis module includes: The curve radius is calculated based on the real-time yaw rate and real-time vehicle speed in the vehicle's chassis module. Then, the second steering wheel angle of the vehicle on roads with different curvatures is calculated based on the curve radius, vehicle wheelbase, steering ratio, and understeer coefficient.

9. An AEB (Autonomous Emergency Braking) anti-false triggering device during overtaking, wherein, The device includes: The first calculation module is used to calculate the theoretical first steering wheel angle of the vehicle based on the cubic function equation of the lane line identified by the environmental perception module on the vehicle, combined with the vehicle wheelbase, steering ratio, and understeer coefficient. The second calculation module is used to calculate the turning radius based on the vehicle speed and yaw rate collected by the chassis module of the vehicle, and then calculate the theoretical second steering wheel angle of the vehicle by combining the vehicle wheelbase, steering transmission ratio and understeer coefficient. The overtaking judgment module is used to determine whether the vehicle is changing lanes to overtake based on a preset relationship between the vehicle's actual steering wheel angle, the theoretical first steering wheel angle, and the theoretical second steering wheel angle. The first response module is used to prevent the AEB braking from being triggered when a commercial vehicle is overtaking at close range, in the case of determining that the vehicle is changing lanes to overtake. The second response module is used to trigger AEB braking when it is determined that the vehicle is not changing lanes to overtake and is overtaking a commercial vehicle at close range.

10. An electronic device, comprising: processor; as well as A memory configured to store computer-executable instructions, which, when executed, cause the processor to perform the method of any one of claims 1 to 7.

11. A computer-readable storage medium storing one or more programs, which, when executed by an electronic device including a plurality of applications, cause the electronic device to perform the method of any one of claims 1 to 7.

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