Method, device and equipment for preventing accidental touch of low-speed emergency braking function

Abstract

A method, device and equipment for preventing accidental touch of a low-speed emergency braking function, belonging to the technical field of assisted driving. Among them, the method includes: when there is a reverse signal and a steering wheel angle signal, obtaining the current temperature of the external environment, the current vehicle speed, and the lateral distance between an obstacle and the vehicle, wherein the obstacle is located on the side of the vehicle; determining an adjustment value based on the current temperature and the current vehicle speed; and increasing the lateral distance based on the adjustment value. The present application can compensate for the error in the perception of the lateral distance by ultrasonic waves during turning and reversing, prevent accidental triggering of the emergency braking function, and reduce driver complaints.

Description

Technical Field

[0001] This application relates to the field of assisted driving technology, and particularly relates to a method, device and equipment for preventing accidental triggering of the low-speed emergency braking function. Background Art

[0002] The low-speed emergency braking function is an assisted driving function, which plays a very important role in the safety of drivers and vehicles during the reverse driving process.

[0003] In the related art, the vehicle speed range at which the low-speed emergency braking function works is 2 - 10 km / h. When the vehicle speed exceeds 10 km / h, the low-speed emergency braking function cannot be activated. During the reverse driving process of the driver, the vehicle control system collects image data of the external environment of the vehicle through a camera arranged at the rear of the vehicle, and uses ultrasonic waves to detect the lateral distance between each obstacle on the left and right sides of the vehicle and the vehicle in the image data. After receiving the lateral distance detected by the ultrasonic waves, the lateral distance is compared with a preset value. When the lateral distance is less than or equal to the preset value, it is determined that the obstacle is within the reverse driving trajectory line of the vehicle, there is a collision risk, and the low-speed emergency braking function is triggered to ensure the safety of the driver and the vehicle.

[0004] However, when turning and reversing, because the ultrasonic waves have errors in perceiving the lateral distance, for example, the lateral distance detected by the ultrasonic waves is 30 cm, while the actual lateral distance is 40 cm, and the preset value is 35 cm. At this time, the actual lateral distance is greater than the preset value, and it should normally be determined that there is no collision risk and the low-speed emergency braking function is not triggered; however, the lateral distance detected by the ultrasonic waves is less than the preset value, resulting in a misjudgment that there is a collision risk, and the emergency braking function is directly triggered, causing complaints from the driver. Summary of the Invention

[0005] This application provides a method, device and equipment for preventing accidental triggering of the low-speed emergency braking function, which can solve the technical problem in the prior art that when turning and reversing, due to the error of the ultrasonic waves in perceiving the lateral distance, the vehicle control system misjudges that there is a collision risk and directly triggers the emergency braking function, causing complaints from the driver.

[0006] In a first aspect, an embodiment of this application provides a method for preventing accidental triggering of the low-speed emergency braking function, and the method for preventing accidental triggering of the low-speed emergency braking function includes:

[0007] When there is a reverse signal and a steering wheel angle signal, obtain the current temperature of the external environment, the current vehicle speed of the vehicle, and the lateral distance between the obstacle and the vehicle, where the obstacle is located on the side of the vehicle;

[0008] Determine an adjustment value based on the current temperature and the current vehicle speed;

[0009] Increase the lateral distance based on the adjustment value.

[0010] In some embodiments, when there are a reverse signal and a steering wheel angle signal, obtaining the current temperature of the external environment, the current vehicle speed, and the lateral distance between the obstacle and the vehicle includes:

[0011] When there are a reverse signal and a steering wheel angle signal, obtain image data of the external environment on the side of the vehicle;

[0012] Based on the obstacle category model, determine the obstacle types of the obstacles in the image data;

[0013] When the obstacle types of all obstacles are inanimate types, obtain the current temperature of the external environment, the current vehicle speed, and the lateral distance between the obstacle and the vehicle.

[0014] In some embodiments, the determining the adjustment value based on the current temperature and the current vehicle speed includes:

[0015] Based on the current temperature and the current vehicle speed, determine the vehicle width reduction value;

[0016] Take half of the vehicle width reduction value as the adjustment value.

[0017] In some embodiments, the determining the vehicle width reduction value based on the current temperature and the current vehicle speed includes:

[0018] Based on the current temperature, determine the first vehicle width reduction value;

[0019] Based on the current vehicle speed, determine the second vehicle width reduction value;

[0020] Based on the first vehicle width reduction value and the second vehicle width reduction value, determine the vehicle width reduction value.

[0021] In some embodiments, the determining the first vehicle width reduction value based on the current temperature includes:

[0022] Based on the current temperature, determine the first vehicle width reduction value from the pre-established correspondence between temperature and vehicle width reduction value.

[0023] In some embodiments, the determining the second vehicle width reduction value based on the current vehicle speed includes:

[0024] Based on the current vehicle speed, determine the second vehicle width reduction value from the pre-established correspondence between vehicle speed and vehicle width reduction value.

[0025] In some embodiments, determining the vehicle width reduction value based on the first vehicle width reduction value and the second vehicle width reduction value includes:

[0026] Determine the larger reduction value from the first vehicle width reduction value and the second vehicle width reduction value;

[0027] Determine the larger reduction value as the vehicle width reduction value.

[0028] In a second aspect, an embodiment of the present application provides an anti-misoperation device for a low-speed emergency braking function. The anti-misoperation device for a low-speed emergency braking function includes:

[0029] An acquisition module, configured to acquire the current temperature of the external environment, the current vehicle speed of the vehicle, and the lateral distance between an obstacle and the vehicle when there is a reverse signal and a steering wheel angle signal, where the obstacle is located on the side of the vehicle;

[0030] A determination module, configured to determine an adjustment value based on the current temperature and the current vehicle speed;

[0031] An increase module, configured to increase the lateral distance based on the adjustment value.

[0032] In a third aspect, an embodiment of the present application provides an anti-misoperation device for a low-speed emergency braking function. The anti-misoperation device for a low-speed emergency braking function includes a processor, a memory, and a low-speed emergency braking function anti-misoperation program stored on the memory and executable by the processor. When the low-speed emergency braking function anti-misoperation program is executed by the processor, the steps of the low-speed emergency braking function anti-misoperation method described in any one of the first aspects are implemented.

[0033] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium. A low-speed emergency braking function anti-misoperation program is stored on the computer-readable storage medium. When the low-speed emergency braking function anti-misoperation program is executed by a processor, the steps of the low-speed emergency braking function anti-misoperation method described in any one of the first aspects are implemented.

[0034] The beneficial effects brought by the technical solutions provided by the embodiments of the present application include:

[0035] When there is a reverse signal and a steering wheel angle signal, by acquiring the current temperature of the external environment, the current vehicle speed of the vehicle, and the lateral distance between an obstacle and the vehicle, where the obstacle is located on the side of the vehicle; further determining an adjustment value based on the current temperature and the current vehicle speed; and then increasing the lateral distance based on the adjustment value, it is possible to make up for the error in the perception of the lateral distance by ultrasonic waves during a turning reverse, prevent the emergency braking function from being mis-triggered, and reduce driver complaints. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 Schematic flow chart of the method for preventing accidental touch of the low-speed emergency braking function provided by an embodiment of the present application;

[0037] Figure 2 Schematic diagram of a turning and reversing scenario provided by an embodiment of the present application;

[0038] Figure 3 Schematic diagram of the functional modules of the device for preventing accidental touch of the low-speed emergency braking function provided by an embodiment of the present application;

[0039] Figure 4 Schematic diagram of the hardware structure of the device for preventing accidental touch of the low-speed emergency braking function involved in the solution of the embodiment of the present application. Detailed implementation manners

[0040] In order to enable those skilled in the art to better understand the solution of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the protection scope of the present application.

[0041] To make the purpose, technical solution and advantages of the present application clearer, the embodiments of the present application will be further described in detail below with reference to the accompanying drawings.

[0042] In a first aspect, an embodiment of the present application provides a method for preventing accidental touch of the low-speed emergency braking function.

[0043] In some embodiments, with reference to Figure 1 , Figure 1 Schematic flow chart of the method for preventing accidental touch of the low-speed emergency braking function provided by an embodiment of the present application. As Figure 1 shown, the method for preventing accidental touch of the low-speed emergency braking function includes:

[0044] Step 110: When there is a reverse signal and a steering wheel angle signal, obtain the current temperature of the external environment, the current vehicle speed of the vehicle, and the lateral distance between the obstacle and the vehicle, where the obstacle is located on the side of the vehicle;

[0045] It can be understood that when there is a reverse signal and a steering wheel angle signal, it indicates that the vehicle enters a turning and reversing scenario, Figure 2 Schematic diagram of a turning and reversing scenario provided by an embodiment of the present application.

[0046] Since temperature affects ultrasonic detection, the higher the temperature, the larger the envelope of the vehicle's reverse trajectory detected by ultrasound; and the lower the temperature, the smaller the envelope of the vehicle's reverse trajectory detected by ultrasound. When the temperature of the external environment is constant, as the vehicle speed increases, the curvature of the vehicle's reverse trajectory also increases, and at the same time, the ultrasonic detection accuracy decreases. Therefore, both temperature and vehicle speed have a direct impact on the lateral distance between the obstacle and the vehicle. Among them, the lateral distance between the obstacle and the vehicle is as Figure 2 shown.

[0047] In specific implementation, when there are reverse signal and steering wheel angle signal, the current temperature of the external environment can be obtained through a temperature sensor, the current vehicle speed of the vehicle can be obtained through a speed sensor, and the radar ultrasonic wave is used to detect the lateral distance between the obstacle and the vehicle. Among them, the obstacle refers to the obstacles located on the left and right sides of the vehicle.

[0048] Step 120: Determine an adjustment value based on the current temperature and the current vehicle speed;

[0049] Furthermore, based on the current temperature and the current vehicle speed, an adjustment value can be determined, and the adjustment value is used to adjust the above-mentioned lateral distance.

[0050] In some embodiments, step 120 includes:

[0051] Step 210: Determine the vehicle width reduction value based on the current temperature and the current vehicle speed;

[0052] Step 220: Use half of the vehicle width reduction value as the adjustment value.

[0053] Among them, the vehicle width is as Figure 2 shown.

[0054] It should be noted that the vehicle width reduction value in step 210 refers to the value for reducing the width of the vehicle contour model, and the vehicle width refers to the width of the vehicle contour model. The vehicle contour model is simulated based on the actual size of the real vehicle with the center of the rear axle of the vehicle as the reference using a parking control model, and the vehicle contour model can be understood as a rectangle.

[0055] In specific implementation, based on the current temperature and the current vehicle speed, the vehicle width reduction value in the vehicle contour model is determined. By reducing the vehicle width in the vehicle contour model, the error existing in ultrasonic detection can be compensated. Furthermore, half of the vehicle width reduction value of the vehicle contour model is used as the adjustment value.

[0056] In this embodiment, first, a vehicle width reduction value is determined based on the current temperature and the current vehicle speed; then, half of the vehicle width reduction value is used as the adjustment value. This embodiment clarifies how to determine the adjustment value based on the current temperature and the current vehicle speed, preparing for increasing the lateral distance.

[0057] Step 130: Increase the lateral distance based on the adjustment value.

[0058] Further, after obtaining the adjustment value, the adjustment value is added to the basis of the lateral distance, so that the lateral distance is increased.

[0059] In this embodiment, when there are a reverse signal and a steering wheel angle signal, the current temperature of the external environment, the current vehicle speed of the vehicle, and the lateral distance between the obstacle and the vehicle are obtained, where the obstacle is located on the side of the vehicle; further, an adjustment value is determined based on the current temperature and the current vehicle speed; then, based on the adjustment value, the lateral distance is increased, which can compensate for the error in the perception of the lateral distance by the ultrasonic wave during a turning reverse, realize the function of preventing accidental triggering of emergency braking, and reduce driver complaints.

[0060] In some embodiments, the obtaining of the current temperature of the external environment, the current vehicle speed of the vehicle, and the lateral distance between the obstacle and the vehicle when there are a reverse signal and a steering wheel angle signal includes:

[0061] Step 310: When there are a reverse signal and a steering wheel angle signal, obtain image data of the external environment on the side of the vehicle;

[0062] In specific implementation, when there are a reverse signal and a steering wheel angle signal, image data of the external environment on the side of the vehicle is collected by a surround view camera arranged at the rear of the vehicle.

[0063] Step 320: Determine the obstacle type of each obstacle in the image data based on the obstacle category model;

[0064] It can be understood that the obstacle category model is used to determine the obstacle type of the obstacle. The input of the obstacle category model is the image data, and the output of the obstacle category model is the obstacle type of each obstacle in the image data.

[0065] Further, input the image data into an obstacle category model, extract features of each obstacle in the image data, and generate a feature set for each obstacle. Exemplarily, if the obstacle is a cone, feature extraction is performed, and the generated feature set includes standing, triangular, and striped; if the obstacle is a two-wheeled vehicle, feature extraction is performed, and the generated feature set includes handlebars, two wheels, etc. Based on the feature sets of the respective obstacles, determine the corresponding obstacle types of each obstacle in the image data in the obstacle type sample library, and then based on the output of the obstacle category model, the obstacle types of each obstacle in the image data can be obtained. The obstacle types are living types or inanimate types. Living types include children, cats, dogs, pedestrians, etc.; inanimate types include: pillars, cones, motorcycles, etc.

[0066] Step 330: When the obstacle types of all obstacles are inanimate types, obtain the current temperature of the external environment, the current vehicle speed of the vehicle, and the lateral distance between the obstacle and the vehicle.

[0067] It should be noted that when there are living types among the obstacle types of each obstacle, for the consideration of life safety, in this case, the lateral distance is not adjusted.

[0068] Further, when the obstacle types of all obstacles are inanimate types, obtain the current temperature of the external environment through a temperature sensor, obtain the current vehicle speed of the vehicle through a speed sensor, and use radar and ultrasonic waves to detect the lateral distance between the obstacle and the vehicle.

[0069] In this embodiment, when there is a reverse signal and a steering wheel angle signal, obtain the image data of the external environment on the side of the vehicle; determine the obstacle types of each obstacle in the image data based on the obstacle category model; when the obstacle types of all obstacles are inanimate types, obtain the current temperature of the external environment, the current vehicle speed of the vehicle, and the lateral distance between the obstacle and the vehicle, so as to fully consider the life safety of the obstacle when there are living types among the obstacle types on the side of the vehicle, and maximize the braking rate.

[0070] In some embodiments, the determining the vehicle width reduction value based on the current temperature and the current vehicle speed includes:

[0071] Step 410: Determine the first vehicle width reduction value based on the current temperature;

[0072] In specific implementation, after obtaining the current temperature, determine the first vehicle width reduction value corresponding to the current temperature.

[0073] In some embodiments, step 410 includes:

[0074] Based on the current temperature, determine a first vehicle width reduction value from a pre-established correspondence between temperature and vehicle width reduction values.

[0075] In specific implementation, a correspondence between temperature and vehicle width reduction values is pre-established. After obtaining the current temperature, directly determine the first vehicle width reduction value corresponding to the current temperature from the pre-established correspondence between temperature and vehicle width reduction values.

[0076] It can be understood that when the external temperature is low, the vehicle reverse trajectory envelope detected by radar ultrasonic waves will decrease, and the ultrasonic detection performance will decrease. In this case, there is no need to reduce the vehicle width; when the external temperature is high, the vehicle reverse trajectory envelope detected by radar ultrasonic waves will increase, and the ultrasonic detection performance will increase. In this case, it is necessary to reduce the vehicle width. Exemplarily, when the external temperature is lower than 5°C, the vehicle width is not reduced; when the external temperature is higher than 5°C, since the relationship between ultrasonic detection performance and temperature change is non-linear, calibration is performed in segments of every 5°C to obtain the correspondence between temperature and vehicle width reduction values shown in Table 1.

[0077] Table 1 Correspondence between temperature and vehicle width reduction values

[0078]

[0079] Exemplarily, when the current temperature is 10°C, from Table 1, the first vehicle width reduction value can be determined to be 5 cm; when the current temperature is 15°C, from Table 1, the first vehicle width reduction value can be determined to be 8 cm; when the current temperature is 13°C, then take the average value of 6.5 cm, which is the first vehicle width reduction value corresponding to the adjacent 10°C and the first vehicle width reduction value corresponding to the adjacent 15°C, as the first vehicle width reduction value.

[0080] In this embodiment, first, a correspondence between temperature and vehicle width reduction values is pre-established. Based on the current temperature, determine the first vehicle width reduction value from the pre-established correspondence between temperature and vehicle width reduction values, preparing for determining the vehicle width reduction value.

[0081] Step 420: Based on the current vehicle speed, determine a second vehicle width reduction value;

[0082] In specific implementation, after obtaining the current vehicle speed, determine the second vehicle width reduction value corresponding to the current vehicle speed.

[0083] In some embodiments, step 420 includes:

[0084] Based on the current vehicle speed, determine the second vehicle width reduction value from a pre-established correspondence between vehicle speed and vehicle width reduction values.

[0085] In specific implementation, a corresponding relationship between vehicle speed and the reduction value of vehicle width is pre-constructed. After obtaining the current vehicle speed, the second reduction value of vehicle width corresponding to the current vehicle speed is directly determined from the pre-constructed corresponding relationship between vehicle speed and the reduction value of vehicle width.

[0086] It can be understood that the offset of turning and reversing will increase with the increase of vehicle speed. Exemplarily, when the vehicle speed ≤ 6 km / h, the offset is very small and there is no need to adjust the vehicle width; when the vehicle speed ≥ 7 km / h, the offset is relatively large and the vehicle width needs to be adjusted. For every 1 increase in vehicle speed, the vehicle width is reduced by 5 cm, with a maximum reduction of 15 cm. The corresponding relationship between vehicle speed and the reduction value of vehicle width shown in Table 2 is calibrated for the reduction value of vehicle width.

[0087] Table 2 Corresponding relationship between vehicle speed and the reduction value of vehicle width

[0088]

[0089] Exemplarily, when the current vehicle speed is 8 km / h, from Table 2, the second reduction value of vehicle width can be determined to be 5 cm; when the current vehicle speed is 9 km / h, from Table 2, the second reduction value of vehicle width can be determined to be 10 cm.

[0090] In this embodiment, based on the current vehicle speed, the second reduction value of vehicle width is determined from the pre-constructed corresponding relationship between vehicle speed and the reduction value of vehicle width, preparing for determining the reduction value of vehicle width.

[0091] Step 430: Determine the reduction value of vehicle width based on the first reduction value of vehicle width and the second reduction value of vehicle width.

[0092] In specific implementation, the first reduction value of vehicle width and the second reduction value of vehicle width are compared to obtain a comparison result, and based on the comparison result, the reduction value of vehicle width is determined.

[0093] In this embodiment, the first reduction value of vehicle width is determined based on the current temperature; the second reduction value of vehicle width is determined based on the current vehicle speed; the reduction value of vehicle width is determined based on the first reduction value of vehicle width and the second reduction value of vehicle width, clarifying the implementation process of how to determine the reduction value of vehicle width based on the current temperature and current width, preparing for determining the adjustment value. Further, based on the adjustment value, the lateral distance is increased, which can compensate for the error in the ultrasonic perception of the lateral distance during turning and reversing, realize the function of preventing accidental triggering of emergency braking, and reduce driver complaints.

[0094] In some embodiments, determining the reduction value of vehicle width based on the first reduction value of vehicle width and the second reduction value of vehicle width includes:

[0095] Step 510: Determine the larger reduction value from the first vehicle width reduction value and the second vehicle width reduction value.

[0096] Step 520: Determine the larger reduction value as the vehicle width reduction value.

[0097] In specific implementation, compare the first vehicle width reduction value and the second vehicle width reduction value, and select the larger reduction value from the first vehicle width reduction value and the second vehicle width reduction value; determine the larger reduction value as the vehicle width reduction value. Exemplarily, when the current temperature is 15°C, from Table 1, the first vehicle width reduction value can be determined as 8 cm; when the current vehicle speed is 8 km / h at this time, from Table 2, the second vehicle width reduction value can be determined as 5 cm; select the larger one from 8 cm and 5 cm, that is, determine 8 cm as the vehicle width reduction value.

[0098] In this embodiment, determine the larger reduction value from the first vehicle width reduction value and the second vehicle width reduction value; then determine the larger reduction value as the vehicle width reduction value. This embodiment describes how to specifically determine the vehicle width reduction value based on the first vehicle width reduction value and the second vehicle width reduction value, prepares for determining the adjustment value, and further increases the lateral distance based on the adjustment value.

[0099] In a second aspect, the embodiments of the present application further provide a device for preventing accidental triggering of the low-speed emergency braking function.

[0100] In some embodiments, refer to Figure 3 , Figure 3 which is a schematic diagram of the functional modules of the device for preventing accidental triggering of the low-speed emergency braking function provided in an embodiment of the present application. As Figure 3 shown, the device for preventing accidental triggering of the low-speed emergency braking function includes:

[0101] An acquisition module 310, configured to acquire the current temperature of the external environment, the current vehicle speed of the vehicle, and the lateral distance between the obstacle and the vehicle when there is a reverse signal and a steering wheel angle signal, where the obstacle is located on the side of the vehicle;

[0102] A determination module 320, configured to determine an adjustment value based on the current temperature and the current vehicle speed;

[0103] An increasing module 330, configured to increase the lateral distance based on the adjustment value.

[0104] In some embodiments, the acquisition module 310 includes:

[0105] A first acquisition unit, configured to acquire image data of the external environment on the side of the vehicle when there are a reverse signal and a steering wheel angle signal;

[0106] A first determination unit, configured to determine the obstacle types of the obstacles in the image data based on an obstacle category model;

[0107] A second acquisition unit, configured to acquire the current temperature of the external environment, the current vehicle speed, and the lateral distance between the obstacle and the vehicle when the obstacle types of all obstacles are inanimate types.

[0108] In some embodiments, the determination module 320 includes:

[0109] A second determination unit, configured to determine a vehicle width reduction value based on the current temperature and the current vehicle speed;

[0110] A calculation unit, configured to use half of the vehicle width reduction value as the adjustment value.

[0111] In some embodiments, the second determination unit includes:

[0112] A first determination subunit, configured to determine a first vehicle width reduction value based on the current temperature;

[0113] A second determination subunit, configured to determine a second vehicle width reduction value based on the current vehicle speed;

[0114] A third determination subunit, configured to determine a vehicle width reduction value based on the first vehicle width reduction value and the second vehicle width reduction value.

[0115] In some embodiments, the first determination subunit is specifically configured to:

[0116] Based on the current temperature, determine a first vehicle width reduction value from a pre-established correspondence between temperature and vehicle width reduction value.

[0117] In some embodiments, the second determination subunit is specifically configured to:

[0118] Based on the current vehicle speed, determine a second vehicle width reduction value from a pre-established correspondence between vehicle speed and vehicle width reduction value.

[0119] In some embodiments, the third determination subunit is specifically configured to:

[0120] Determine the larger reduction value from the first vehicle width reduction value and the second vehicle width reduction value;

[0121] Determine the larger reduction value as the vehicle width reduction value.

[0122] Among them, the functions of each module in the above anti-misoperation device for low-speed emergency braking function correspond to the steps in the above embodiments of the anti-misoperation method for low-speed emergency braking function, and their functions and implementation processes will not be elaborated here one by one.

[0123] In a third aspect, an embodiment of the present application provides an anti-misoperation device for low-speed emergency braking function. The anti-misoperation device for low-speed emergency braking function may be a device with data processing functions such as a personal computer (PC), a laptop computer, a server, etc.

[0124] Refer to Figure 4 , Figure 4 which is a schematic diagram of the hardware structure of the anti-misoperation device for low-speed emergency braking function involved in the solution of the embodiment of the present application. In the embodiment of the present application, the anti-misoperation device for low-speed emergency braking function may include a processor, a memory, a communication interface, and a communication bus.

[0125] Among them, the communication bus may be of any type and is used to interconnect the processor, the memory, and the communication interface.

[0126] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces, etc., which are used to implement the interconnection of components inside the AAAA device, and interfaces for interconnecting the AAAA device with other devices (such as other computing devices or user devices). The physical interface may be an Ethernet interface, an optical fiber interface, an ATM interface, etc.; the user device may be a display screen (Display), a keyboard (Keyboard), etc.

[0127] The memory may be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical memory, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0128] The processor may be a general-purpose processor, which can call the anti-misoperation program for the low-speed emergency braking function stored in the memory and execute the anti-misoperation method for the low-speed emergency braking function provided in the embodiments of the present application. For example, the general-purpose processor may be a central processing unit (CPU). Among them, the method executed when the anti-misoperation program for the low-speed emergency braking function is called may refer to the various embodiments of the anti-misoperation method for the low-speed emergency braking function in the present application, which will not be elaborated here.

[0129] Those skilled in the art can understand that Figure 4 the hardware structure shown in does not constitute a limitation to the present application, and may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements.

[0130] Fourthly, the embodiments of the present application further provide a computer-readable storage medium.

[0131] The anti-misoperation program for the low-speed emergency braking function is stored on the computer-readable storage medium of the present application. When the anti-misoperation program for the low-speed emergency braking function is executed by a processor, the steps of the anti-misoperation method for the low-speed emergency braking function as described above are implemented.

[0132] Among them, the method implemented when the anti-misoperation program for the low-speed emergency braking function is executed may refer to the various embodiments of the anti-misoperation method for the low-speed emergency braking function in the present application, which will not be elaborated here.

[0133] It should be noted that the serial numbers of the above embodiments of the present application are only for description and do not represent the superiority or inferiority of the embodiments.

[0134] The terms "including" and "having" and any variations thereof in the description of the embodiments of the present application, as well as in the claims and the above drawings, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but optionally further includes steps or units not listed, or optionally further includes other steps or units inherent to these processes, methods, products, or devices. The descriptions of the terms "first", "second", "third", etc. are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit that "first", "second", and "third" are different types.

[0135] In the description of the embodiments of the present application, terms such as "exemplary", "for example", or "for instance" are used to represent examples, illustrations, or explanations. Any embodiment or design solution described as "exemplary", "for example", or "for instance" in the embodiments of the present application should not be construed as being more preferred or having more advantages than other embodiments or design solutions. Rather, the use of terms such as "exemplary", "for example", or "for instance" is intended to present relevant concepts in a specific manner.

[0136] In the description of the embodiments of the present application, unless otherwise specified, " / " means "or". For example, A / B may mean A or B. The "and / or" in the text is only a relationship describing the associated objects, indicating that there can be three relationships. For example, A and / or B may mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of the present application, "a plurality of" means two or more than two.

[0137] In some processes described in the embodiments of the present application, there are a plurality of operations or steps that appear in a specific order. However, it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or may be executed in parallel. The serial numbers of the operations are only used to distinguish different operations, and the serial numbers themselves do not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0138] Through the description of the above embodiments, those skilled in the art can clearly understand that the above-described embodiment methods can be implemented by means of software plus a necessary general hardware platform. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application, in essence, or the part that contributes to the prior art can be embodied in the form of a software product. The computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above and includes several instructions for causing a terminal device to execute the methods described in the various embodiments of the present application.

[0139] The above are only the preferred embodiments of the present application, and do not limit the patent scope of the present application. Any equivalent structural or equivalent process transformation made by using the content of the specification and drawings of the present application, or directly or indirectly applied in other related technical fields, shall be equally included in the patent protection scope of the present application.

Claims

1. A method for preventing accidental touch of the low-speed emergency braking function, characterized in that, The method for preventing accidental activation of the low-speed emergency braking function includes: When there are reverse signals and steering wheel angle signals, acquiring image data of the external environment on the side of the vehicle; Determining the obstacle types of each obstacle in the image data based on the obstacle category model; When the obstacle types of each obstacle are all inanimate types, acquiring the current temperature of the external environment, the current vehicle speed, and the lateral distance between the obstacle and the vehicle, where the obstacle is located on the side of the vehicle, and the lateral distance is obtained by ultrasonic detection; Determining a first vehicle width reduction value based on the current temperature and the corresponding relationship between the temperature and the vehicle width reduction value; Determining a second vehicle width reduction value based on the current vehicle speed and the corresponding relationship between the vehicle speed and the vehicle width reduction value; Determining the larger reduction value from the first vehicle width reduction value and the second vehicle width reduction value; Determining the larger reduction value as the vehicle width reduction value; Determining an adjustment value according to the vehicle width reduction value; Increasing the lateral distance based on the adjustment value.

2. The method for preventing accidental touch of the low-speed emergency braking function according to claim 1, characterized in that, The determining the adjustment value according to the vehicle width reduction value includes: Taking half of the vehicle width reduction value as the adjustment value.

3. A device for preventing accidental touch of the low-speed emergency braking function, characterized in that, The device for preventing accidental activation of the low-speed emergency braking function includes: An acquisition module, configured to acquire image data of the external environment on the side of the vehicle when there are reverse signals and steering wheel angle signals; determine the obstacle types of each obstacle in the image data based on the obstacle category model; when the obstacle types of each obstacle are all inanimate types, acquire the current temperature of the external environment, the current vehicle speed, and the lateral distance between the obstacle and the vehicle, where the obstacle is located on the side of the vehicle, and the lateral distance is obtained by ultrasonic detection; A determination module, configured to determine a first vehicle width reduction value based on the current temperature and the corresponding relationship between the temperature and the vehicle width reduction value; determine a second vehicle width reduction value based on the current vehicle speed and the corresponding relationship between the vehicle speed and the vehicle width reduction value; determine the larger reduction value from the first vehicle width reduction value and the second vehicle width reduction value; determine the larger reduction value as the vehicle width reduction value; determine an adjustment value according to the vehicle width reduction value; An increasing module, configured to increase the lateral distance based on the adjustment value.

4. A device for preventing accidental touch of the low-speed emergency braking function, characterized in that, The device for preventing accidental activation of the low-speed emergency braking function includes a processor, a memory, and a low-speed emergency braking function anti-accidental activation program stored on the memory and executable by the processor. When the low-speed emergency braking function anti-accidental activation program is executed by the processor, the steps of the method for preventing accidental activation of the low-speed emergency braking function according to any one of claims 1 to 2 are implemented.

5. A computer-readable storage medium, characterized in that, A computer-readable storage medium stores a low-speed emergency braking function anti-accidental activation program. When the low-speed emergency braking function anti-accidental activation program is executed by a processor, the steps of the method for preventing accidental activation of the low-speed emergency braking function according to any one of claims 1 to 2 are implemented.

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