A vehicle-wide collision avoidance method, device, automobile, and storage medium

Abstract

This invention proposes a vehicle collision avoidance method, device, automobile, and storage medium. By determining whether the vehicle in front of the current vehicle has decelerated, and if so, by determining whether the collision risk coefficient is greater than a set first threshold. If it is greater, the front and rear collision risk coefficients under the first, second, and third deceleration strategies are calculated respectively. Based on the comparison between the calculated front and rear collision risk coefficients and the set second threshold, the corresponding deceleration strategy is executed, thereby achieving driving safety, reducing the possibility of rear-end collisions, and taking into account the need for comfort.

Description

Technical Field

[0001] This invention belongs to the field of vehicle engineering technology, and particularly relates to a vehicle collision avoidance method, device, automobile, and storage medium. Background Technology

[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.

[0003] With the advancement of autonomous driving technology, autonomous driving functions are covering an increasingly wider range of user scenarios. Safety and comfort are the primary goals in the design of autonomous driving functions, and achieving both is the expected user experience. Currently, typical safety functions such as AEB (Autonomous Emergency Braking) and comfort-enhancing driving strategies are separated. When the vehicle executes risk avoidance strategies, the large deceleration often leads to a poor user experience. In some cases, the AEB braking is triggered too late, and the excessive deceleration can easily cause rear-end collisions and secondary injuries, failing to meet user expectations. Summary of the Invention

[0004] To overcome the shortcomings of the prior art, this invention provides a vehicle-wide collision avoidance method, device, automobile, and storage medium, achieving both driving safety and reduced rear-end collision probability while also considering comfort. The technical solution is as follows:

[0005] On the one hand, a vehicle-wide collision avoidance method is provided, the method comprising:

[0006] Determine if the vehicle ahead is slowing down;

[0007] If the vehicle in front slows down, calculate the collision risk coefficient between the current vehicle and the vehicle in front.

[0008] Determine whether the collision risk coefficient is greater than a set first threshold;

[0009] If the collision risk coefficient is greater than the set first threshold, then the front and rear collision risk coefficients of the current vehicle under the first deceleration strategy, the second deceleration strategy and the third deceleration strategy are calculated respectively; wherein, the deceleration value of the first deceleration strategy is less than the deceleration value of the second deceleration strategy, and the deceleration value of the second deceleration strategy is less than the deceleration value of the third deceleration strategy.

[0010] The front and rear collision risk coefficients are compared with a set second threshold, and the vehicle executes a corresponding deceleration strategy based on the comparison result.

[0011] In some embodiments, the front and rear collision risk coefficients are compared with a set second threshold, and the current vehicle executes a corresponding deceleration strategy based on the comparison result, including:

[0012] If the front and rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are all greater than the set second threshold, then the current vehicle will execute the third deceleration strategy.

[0013] In some embodiments, comparing the front and rear collision risk coefficients with a set second threshold, and executing a corresponding deceleration strategy for the current vehicle based on the comparison result, further includes:

[0014] If the front and rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are all less than or equal to a set second threshold, then the strategy to be executed by the current vehicle is selected according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy.

[0015] In some embodiments, selecting the strategy to be executed by the current vehicle according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy includes:

[0016] If the front and rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are all less than the set second threshold, then the current vehicle executes the first deceleration strategy.

[0017] In some embodiments, selecting the strategy currently executed by the vehicle according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy further includes:

[0018] If the front and rear collision risk coefficients corresponding to the first deceleration strategy are greater than the set second threshold, and the front and rear collision risk coefficients corresponding to the second deceleration strategy and the third deceleration strategy are both less than or equal to the set second threshold, then the current vehicle executes the second deceleration strategy.

[0019] In some embodiments, selecting the strategy currently executed by the vehicle according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy further includes:

[0020] If the front and rear collision risk coefficients corresponding to the first deceleration strategy and the second deceleration strategy are greater than the set second threshold, and the front and rear collision risk coefficients corresponding to the third deceleration strategy are less than or equal to the set second threshold, then the current vehicle executes the third deceleration strategy.

[0021] In some embodiments, the method further includes: if the vehicle in front does not decelerate, but the vehicle before that decelerates, then determining whether the deceleration of the vehicle before that decelerates is greater than a set deceleration threshold; if the deceleration of the vehicle before that decelerates is less than or equal to the set deceleration threshold, then the current vehicle maintains its current driving state; if the deceleration of the vehicle before that decelerates is greater than the set deceleration threshold, then the current vehicle executes a first deceleration strategy.

[0022] On the other hand, a vehicle collision avoidance device is provided, the device comprising:

[0023] The first judgment module is used to determine whether the vehicle in front has slowed down.

[0024] The first calculation module is used to calculate the collision risk coefficient between the current vehicle and the vehicle in front if the vehicle in front decelerates.

[0025] The second judgment module is used to determine whether the collision risk coefficient is greater than a set first threshold.

[0026] The second calculation module is used to calculate the front and rear collision risk coefficients of the current vehicle under the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy respectively if the collision risk coefficient is greater than the set first threshold; wherein the deceleration value of the first deceleration strategy is less than the deceleration value of the second deceleration strategy, and the deceleration value of the second deceleration strategy is less than the deceleration value of the third deceleration strategy.

[0027] The execution module is used to compare the front and rear collision risk coefficients with a set second threshold, and execute the corresponding deceleration strategy for the current vehicle based on the comparison result.

[0028] On the other hand, an automobile is provided, the automobile including a memory and a processor, the memory for storing computer programs, and the processor for executing the computer programs stored in the memory to implement the steps of the vehicle collision avoidance method described above.

[0029] On the other hand, a computer-readable storage medium is provided, wherein a computer program is stored therein, and when the computer program is executed by a processor, it implements the steps of the vehicle collision avoidance method described above.

[0030] The above one or more technical solutions have the following beneficial effects:

[0031] In this invention, by determining whether the vehicle in front of the current vehicle has decelerated, if the vehicle in front has decelerated, the collision risk coefficient at this time is determined to be greater than a set first threshold. If it is greater, the front and rear collision risk coefficients under the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are calculated respectively. Based on the comparison between the calculated front and rear collision risk coefficients and the set second threshold, the corresponding deceleration strategy is executed, thereby achieving the goal of ensuring driving safety and reducing the possibility of rear-end collisions while also taking into account the need for comfort.

[0032] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0033] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0034] Figure 1 A flowchart illustrating a vehicle collision avoidance method provided in an embodiment of the present invention;

[0035] Figure 2 A schematic diagram of the structure of a vehicle anti-collision device provided in an embodiment of the present invention;

[0036] Figure 3 This is a schematic diagram of the structure of a car provided in an embodiment of the present invention. Detailed Implementation

[0037] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0038] It should be noted that the terminology used herein is for the purpose of describing particular implementations only and is not intended to limit the exemplary implementations of the present invention.

[0039] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0040] Before providing a detailed explanation of the vehicle collision avoidance method provided in the embodiments of this application, the application scenarios and system architecture implementation environment provided in the embodiments of this application will be introduced first.

[0041] First, the application scenarios involved in the embodiments of this application will be introduced.

[0042] With the advancement of autonomous driving technology, autonomous driving functions are covering an increasingly wider range of user scenarios. Safety and comfort are the primary goals in the design of autonomous driving functions, and achieving both is the expected user experience. Currently, typical safety functions such as AEB (Autonomous Emergency Braking) and comfort-enhancing driving strategies are separated. When the vehicle executes risk avoidance strategies, the large deceleration often leads to a poor user experience. In some cases, the AEB braking is triggered too late, and the excessive deceleration can easily cause rear-end collisions and secondary injuries, failing to meet user expectations.

[0043] Based on this application scenario, this application provides a vehicle collision avoidance method that can resolve the conflict between safety and comfort when there is a risk of collision.

[0044] Next, the system architecture involved in the embodiments of this application will be described.

[0045] This application provides a schematic diagram of a vehicle collision avoidance system. The system architecture includes a microwave radar, a central gateway, an RRM (Radio Receive Module), an ICM (Interference Control Monitor), a BCM (Body Control Module), emergency brake lights, etc. The microwave radar can be connected to the central gateway, which can be connected to the RRM, ICM, and BCM respectively. The BCM can be connected to the emergency brake lights.

[0046] Based on the above system architecture, the solution in this application is based on BEV perception technology to analyze the surrounding environment of the current vehicle.

[0047] EV sensing technologies are mainly divided into three categories based on the type of input sensor: BEV camera-based BEV sensing technology, BEV lidar-based BEV sensing technology, and BEV fusion-based BEV sensing technology using a combination of multiple sensors. BEV fusion utilizes data from multiple sensors as input, such as image data from cameras and point cloud data from lidar. By designing a fusion mechanism to fuse information from different modalities, it can obtain richer BEV features, thereby improving the accuracy and robustness of BEV sensing.

[0048] As an example, this application uses EV perception technology to obtain information about the deceleration of the vehicle in front of the current vehicle and the vehicle in front of that vehicle.

[0049] Those skilled in the art should understand that the above system architecture is merely an example, and other existing or future modules or components that are applicable to this application should also be included within the scope of protection of this application, and are hereby incorporated by reference.

[0050] The collision avoidance method for automobiles provided in the embodiments of this application will now be explained in detail with reference to the accompanying drawings.

[0051] Figure 1 This is a flowchart illustrating a vehicle collision avoidance method provided in an embodiment of this application, which is applied to automobiles. Please refer to... Figure 1 The method includes the following steps.

[0052] Step 1: Determine if the vehicle in front has slowed down;

[0053] Step 2: If the vehicle in front slows down, calculate the collision risk coefficient between the current vehicle and the vehicle in front.

[0054] Step 3: Determine if the collision risk coefficient is greater than the set first threshold;

[0055] Step 4: If the collision risk coefficient is greater than the set first threshold, calculate the front and rear collision risk coefficients of the current vehicle under the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy respectively; wherein, the deceleration value of the first deceleration strategy is less than the deceleration value of the second deceleration strategy, and the deceleration value of the second deceleration strategy is less than the deceleration value of the third deceleration strategy.

[0056] Step 5: Compare the front and rear collision risk coefficients with the set second threshold, and execute the corresponding deceleration strategy for the current vehicle based on the comparison result.

[0057] In this application, by determining whether the vehicle in front of the current vehicle has decelerated, and if the vehicle in front has decelerated, the system determines whether the collision risk coefficient is greater than a set first threshold. If it is greater, the system calculates the front and rear collision risk coefficients under the first, second, and third deceleration strategies respectively. Based on the comparison between the calculated front and rear collision risk coefficients and the set second threshold, the system executes the corresponding deceleration strategy, thereby achieving the goal of ensuring driving safety, reducing the possibility of rear-end collisions, and taking into account the need for comfort.

[0058] In some embodiments, the front and rear collision risk coefficients are compared with a set second threshold, and the current vehicle executes a corresponding deceleration strategy based on the comparison result, including:

[0059] If the front and rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are all greater than the set second threshold, then the current vehicle will execute the third deceleration strategy.

[0060] In some embodiments, comparing the front and rear collision risk coefficients with a set second threshold, and executing a corresponding deceleration strategy for the current vehicle based on the comparison result, further includes:

[0061] If the front and rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are all less than or equal to the set second threshold, then the strategy to be executed by the current vehicle is selected according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy.

[0062] In some embodiments, selecting the strategy to be executed by the current vehicle according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy includes:

[0063] If the front and rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are all less than the set second threshold, then the current vehicle will execute the first deceleration strategy.

[0064] In some embodiments, selecting the strategy currently executed by the vehicle according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy further includes:

[0065] If the front and rear collision risk coefficients corresponding to the first deceleration strategy are greater than the set second threshold, and the front and rear collision risk coefficients corresponding to the second and third deceleration strategies are both less than or equal to the set second threshold, then the current vehicle executes the second deceleration strategy.

[0066] In some embodiments, selecting the strategy currently executed by the vehicle according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy further includes:

[0067] If the front and rear collision risk coefficients corresponding to the first deceleration strategy and the second deceleration strategy are greater than the set second threshold, and the front and rear collision risk coefficients corresponding to the third deceleration strategy are less than or equal to the set second threshold, then the current vehicle executes the third deceleration strategy.

[0068] In some embodiments, the method further includes: if the vehicle in front does not decelerate, but the vehicle before that decelerates, then it is determined whether the deceleration of the vehicle before that is greater than a set deceleration threshold; if the deceleration of the vehicle before that is less than or equal to the set deceleration threshold, then the current vehicle maintains its current driving state; if the deceleration of the vehicle before that is greater than the set deceleration threshold, then the current vehicle executes a first deceleration strategy.

[0069] All of the above-mentioned optional technical solutions can be combined in any way to form optional embodiments of this application, and the embodiments of this application will not be described in detail one by one.

[0070] Figure 1A flowchart of a vehicle collision avoidance method provided in this application embodiment is shown below. Figure 1 The method includes the following steps.

[0071] Step 201: If the vehicle in front slows down, calculate the collision risk coefficient between the current vehicle and the vehicle in front.

[0072] It should be noted that the vehicle ahead is the vehicle located in front of the current vehicle in its lane and is the closest to the current vehicle. The current vehicle refers to the vehicle that is the subject of the implementation.

[0073] The collision risk factor can be defined as the ratio of the time required for the driver and braking system to take evasive action to the actual collision time, based on the relative speed of the vehicle ahead. A collision will occur when the time required for the driver and braking system to take evasive action is greater than the actual collision time. The longer the time required for the driver and braking system to take evasive action, the higher the collision risk factor and the greater the danger.

[0074] Specifically, the vehicle uses BEV perception to calculate a collision risk coefficient T0; when T0 is less than or equal to a set first threshold Ti, a comfort deceleration is performed. The system calculates different deceleration rates based on different risk coefficients.

[0075] When T0 is greater than the set first threshold Ti, the front and rear collision risk coefficients for comfort avoidance, non-comfortable deceleration, and non-comfortable avoidance are calculated as R1 / R2, R3 / R4, and R5 / R6, respectively.

[0076] T0: Vehicle collision risk coefficient. The higher the value, the greater the probability of a collision.

[0077] Ti: The maximum collision risk factor that can be avoided by comfortable deceleration.

[0078] Step 401: If the collision risk coefficient is greater than the set first threshold, calculate the front and rear collision risk coefficients of the current vehicle under the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy respectively; wherein, the deceleration value of the first deceleration strategy is less than the deceleration value of the second deceleration strategy, and the deceleration value of the second deceleration strategy is less than the deceleration value of the third deceleration strategy.

[0079] The strategy to be executed by the current vehicle is selected according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy, including:

[0080] If the front and rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are all less than the set second threshold, then the current vehicle will execute the first deceleration strategy.

[0081] If the front and rear collision risk coefficients corresponding to the first deceleration strategy are greater than the set second threshold, and the front and rear collision risk coefficients corresponding to the second and third deceleration strategies are both less than or equal to the set second threshold, then the current vehicle executes the second deceleration strategy.

[0082] If the front and rear collision risk coefficients corresponding to the first deceleration strategy and the second deceleration strategy are greater than the set second threshold, and the front and rear collision risk coefficients corresponding to the third deceleration strategy are less than or equal to the set second threshold, then the current vehicle executes the third deceleration strategy.

[0083] Among them, the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy correspond to the comfort avoidance strategy, the non-comfortable deceleration strategy, and the non-comfortable avoidance strategy, respectively. The front and rear collision risk coefficients of the comfort avoidance strategy, the non-comfortable deceleration strategy, and the non-comfortable avoidance strategy are calculated as R1 / R2, R3 / R4, and R5 / R6, respectively.

[0084] Compare the forward and backward collision risk coefficients (R1 / R2, R3 / R4, R5 / R6) of the comfort avoidance strategy, the non-comfort deceleration strategy, and the non-comfort avoidance strategy with the set second threshold Ri. If R1 / R2, R3 / R4, and R5 / R6 are all less than Ri, the collision is determined to be avoidable; otherwise, it is unavoidable.

[0085] Specifically, the collision risk coefficient of the comfort avoidance strategy refers to the probability that there is a collision risk when the lateral acceleration is less than the critical acceleration a1 of comfort avoidance and non-comfort avoidance, i.e., the probability that the driving trajectory intersects with the surrounding vehicles.

[0086] The collision risk coefficient of an uncomfortable deceleration strategy refers to the probability that there is a collision risk when the longitudinal acceleration is greater than the deceleration threshold a3 of both uncomfortable and comfortable deceleration, but less than the deceleration allowed by the intelligent driving system a4. In this case, the driving trajectory intersects with the surrounding vehicles.

[0087] The collision risk coefficient of an uncomfortable avoidance strategy refers to the probability that there is a collision risk when the lateral acceleration is greater than the critical acceleration a1 of comfortable avoidance and uncomfortable avoidance, but less than the acceleration a2 allowed by the intelligent driving system. That is, the probability that the driving trajectory and the surrounding vehicles will intersect.

[0088] When R1 / R2, R3 / R4, and R5 / R6 are all greater than Ri, a non-comfortable deceleration strategy is implemented. Specifically, R1 represents the vehicle's forward collision risk coefficient after implementing a comfortable left or right obstacle avoidance strategy; R2 represents the vehicle's rearward collision risk coefficient after implementing a comfortable left or right obstacle avoidance strategy; R3 represents the vehicle's forward collision risk coefficient after implementing non-comfortable deceleration (i.e., AEB deceleration); R4 represents the vehicle's rearward collision risk coefficient after implementing non-comfortable deceleration (i.e., AEB deceleration); R5 represents the vehicle's forward collision risk coefficient after implementing a non-comfortable left / right obstacle avoidance strategy; and R6 represents the vehicle's rearward collision risk coefficient after implementing a non-comfortable left / right obstacle avoidance strategy.

[0089] When R1 / R2, R3 / R4, and R5 / R6 are all less than or equal to Ri, the appropriate strategy is selected in the order of priority: comfortable avoidance, uncomfortable deceleration, and uncomfortable avoidance.

[0090] R1 / R2: The frontal / rearward collision risk coefficient after implementing a comfortable left or right avoidance strategy.

[0091] R3 / R4: The collision risk factor of the whole vehicle after performing non-comfortable deceleration (i.e., AEB deceleration).

[0092] R5 / R6: The overall vehicle collision risk coefficient after implementing a non-comfortable left / right avoidance strategy.

[0093] Ri: Even after implementing all risk avoidance strategies, the collision risk factor during a collision cannot be avoided.

[0094] This application also includes: if the vehicle in front does not decelerate, but the vehicle before that decelerates, then it is determined whether the deceleration of the vehicle before that is greater than a set deceleration threshold. If the deceleration of the vehicle before that is less than or equal to the set deceleration threshold, then the current vehicle maintains its current driving state; if the deceleration of the vehicle before that is greater than the set deceleration threshold, then the current vehicle executes the first deceleration strategy.

[0095] The vehicle ahead of the current vehicle is the vehicle located in front of the vehicle in the lane ahead of the current vehicle, and is the closest vehicle to the vehicle ahead of the current vehicle. The current vehicle refers to the vehicle that is the subject of the implementation.

[0096] If the deceleration A of the vehicle in front is less than or equal to Ai, no relevant strategy is executed; if the deceleration A of the vehicle in front is greater than Ai, a comfortable deceleration is executed.

[0097] Where A represents the deceleration of the vehicle in front;

[0098] AI: The deceleration threshold of the vehicle in front. Exceeding this threshold will cause the vehicle in front to decelerate after recognizing the vehicle in front decelerating, which may lead to the vehicle in front having to brake suddenly.

[0099] It should be noted that all the parameters and threshold values ​​mentioned above can be determined through calibration.

[0100] After explaining the collision avoidance method for automobiles provided in the embodiments of this application, the collision avoidance device for automobiles provided in the embodiments of this application will be introduced next.

[0101] Figure 2 This is a schematic diagram of a collision avoidance device for automobiles provided in an embodiment of this application. This collision avoidance device can be implemented as part or all of the automobile by software, hardware, or a combination of both. Please refer to... Figure 2 The device includes: a first judgment module, a first calculation module, a second judgment module, a second calculation module, and an execution module.

[0102] The first judgment module is used to determine whether the vehicle in front has slowed down.

[0103] The first calculation module is used to calculate the collision risk coefficient between the current vehicle and the vehicle in front if the vehicle in front decelerates.

[0104] The second judgment module is used to determine whether the collision risk coefficient is greater than a set first threshold.

[0105] The second calculation module is used to calculate the front and rear collision risk coefficients of the current vehicle under the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy respectively if the collision risk coefficient is greater than the set first threshold; wherein the deceleration value of the first deceleration strategy is less than the deceleration value of the second deceleration strategy, and the deceleration value of the second deceleration strategy is less than the deceleration value of the third deceleration strategy.

[0106] The execution module is used to compare the front and rear collision risk coefficients with a set second threshold, and execute the corresponding deceleration strategy for the current vehicle based on the comparison result.

[0107] In some embodiments, the execution module includes:

[0108] The first execution submodule is used to execute the third deceleration strategy if the front and rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are all greater than a set second threshold.

[0109] In some embodiments, the execution module further includes:

[0110] The second execution submodule is used to select the strategy to be executed by the current vehicle in the order of priority of the first deceleration strategy, the second deceleration strategy and the third deceleration strategy if the front and rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy and the third deceleration strategy are less than or equal to a set second threshold.

[0111] In some embodiments, the second execution submodule includes:

[0112] The first submodule is used to execute the first deceleration strategy if the front and rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are all less than the set second threshold.

[0113] In some embodiments, the second execution submodule further includes:

[0114] The second submodule is used to execute the second deceleration strategy if the front and rear collision risk coefficients corresponding to the first deceleration strategy are greater than the set second threshold, and the front and rear collision risk coefficients corresponding to the second deceleration strategy and the third deceleration strategy are both less than or equal to the set second threshold.

[0115] In some embodiments, the second execution submodule further includes:

[0116] The third submodule is used to execute the third deceleration strategy if the front and rear collision risk coefficients corresponding to the first deceleration strategy and the second deceleration strategy are greater than the set second threshold, and the front and rear collision risk coefficients corresponding to the third deceleration strategy are less than or equal to the set second threshold.

[0117] In some embodiments, a third determination module is further included. The third determination module is used to determine whether the deceleration of the vehicle in front is greater than a set deceleration threshold if the vehicle in front does not decelerate but the vehicle in front of it does decelerate. If the deceleration of the vehicle in front of it is less than or equal to the set deceleration threshold, the current vehicle maintains its current driving state. If the deceleration of the vehicle in front of it is greater than the set deceleration threshold, the current vehicle executes a first deceleration strategy.

[0118] It should be noted that the above embodiments of the vehicle collision avoidance device are only illustrated by the division of the above functional modules when controlling vehicle collision avoidance. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle collision avoidance device and the vehicle collision avoidance method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0119] like Figure 3 This is a structural block diagram of a car provided in an embodiment of this application. Typically, a car includes a processor and a memory.

[0120] The processor may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor may be implemented using at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), or PLA (Programmable Logic Array). The processor may also include a main processor and coprocessors. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, the processor may also include an AI (Artificial Intelligence) processor, which handles computational operations related to machine learning.

[0121] The memory may include one or more computer-readable storage media, which may be non-transitory. The memory may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory are used to store at least one instruction, which is executed by a processor to implement the collision avoidance method for an automobile provided in the method embodiments of this application.

[0122] In some embodiments, the vehicle may also optionally include: a peripheral device interface and at least one peripheral device. The processor, memory, and peripheral device interface can be connected via a bus or signal line. Each peripheral device can be connected to the peripheral device interface via a bus, signal line, or circuit board. Specifically, the peripheral device includes at least one of: radio frequency circuitry, a touchscreen display, a camera, audio circuitry, a positioning component, and a power supply.

[0123] Peripheral device interfaces can be used to connect at least one I / O (Input / Output) related peripheral device to the processor and memory. In some embodiments, the processor, memory, and peripheral device interface are integrated on the same chip or circuit board; in some other embodiments, any one or two of the processor, memory, and peripheral device interface can be implemented on separate chips or circuit boards, which is not limited in this embodiment.

[0124] Radio frequency (RF) circuits are used to receive and transmit RF signals, also known as electromagnetic signals. RF circuits communicate with communication networks and other communication devices via electromagnetic signals. RF circuits convert electrical signals into electromagnetic signals for transmission, or convert received electromagnetic signals back into electrical signals. Optionally, RF circuits include: antenna systems, RF transceivers, one or more amplifiers, tuners, oscillators, digital signal processors, codec chipsets, user identity module cards, etc. RF circuits can communicate with other terminals through at least one wireless communication protocol. These wireless communication protocols include, but are not limited to: the World Wide Web, metropolitan area networks, intranets, various generations of mobile communication networks (2G, 3G, 4G, and 5G), wireless local area networks, and / or WiFi (Wireless Fidelity) networks. In some embodiments, the RF circuit may also include circuitry related to NFC (Near Field Communication), which is not limited in this application.

[0125] The display screen is used to display the UI (User Interface). This UI can include graphics, text, icons, videos, and any combination thereof. When the display screen is a touch screen, it also has the ability to collect touch signals on or above the surface of the display. These touch signals can be input as control signals to a processor for processing. In this case, the display screen can also be used to provide virtual buttons and / or a virtual keyboard, also known as soft buttons and / or a soft keyboard. In some embodiments, there may be one display screen, located on the front panel of the vehicle; in other embodiments, there may be at least two display screens, respectively located on different surfaces of the vehicle or in a folded design; in still other embodiments, the display screen may be a flexible display screen, located on a curved or folded surface of the vehicle. Furthermore, the display screen can be configured as a non-rectangular, irregular shape, i.e., a non-rectangular screen. The display screen can be made of materials such as LCD (Liquid Crystal Display) and OLED (Organic Light-Emitting Diode).

[0126] A camera assembly is used to acquire images or videos. Optionally, the camera assembly includes any one of a main camera, a depth-sensing camera, a wide-angle camera, and a telephoto camera to achieve background blurring by fusion of the main camera and the depth-sensing camera, panoramic shooting by fusion of the main camera and the wide-angle camera, VR (Virtual Reality) shooting, or other fusion shooting functions. In some embodiments, the camera assembly may also include a flash. The flash can be a single-color temperature flash or a dual-color temperature flash. A dual-color temperature flash refers to a combination of a warm-light flash and a cool-light flash, which can be used for light compensation at different color temperatures.

[0127] The audio circuitry may include a microphone and a speaker. The microphone is used to collect sound waves from the user and the environment, converting them into electrical signals that are input to a processor for processing, or to radio frequency circuitry for voice communication. For stereo sound acquisition or noise reduction purposes, multiple microphones may be used, positioned in different parts of the vehicle. The microphone may also be an array microphone or an omnidirectional microphone. The speaker is used to convert electrical signals from the processor or radio frequency circuitry into sound waves. The speaker may be a traditional film speaker or a piezoelectric ceramic speaker. When the speaker is a piezoelectric ceramic speaker, it can convert electrical signals not only into audible sound waves but also into inaudible sound waves for purposes such as distance measurement. In some embodiments, the audio circuitry may also include a headphone jack.

[0128] The positioning component is used to determine the current geographical location of a vehicle to enable navigation or LBS (Location Based Service). The positioning component can be based on the US GPS (Global Positioning System), China's BeiDou system, or Russia's Galileo system.

[0129] The power source is used to power various components in the vehicle. The power source can be alternating current (AC), direct current (DC), a disposable battery, or a rechargeable battery. When the power source includes a rechargeable battery, it can be a wired or wirelessly rechargeable battery. A wired rechargeable battery is charged via a wired connection, while a wirelessly rechargeable battery is charged via a wireless coil. The rechargeable battery can also be used to support fast charging technology.

[0130] In some embodiments, the vehicle also includes one or more sensors.

[0131] Those skilled in the art will understand that the structures shown above do not constitute a limitation on the automobile and may include more or fewer components than illustrated, or combine certain components, or employ different component arrangements.

[0132] In some embodiments, a computer-readable storage medium is also provided, which stores a computer program that, when executed by a processor, implements the steps of the collision avoidance method for automobiles described above. For example, the computer-readable storage medium may be a ROM, RAM, CD-ROM, magnetic tape, floppy disk, or optical data storage device.

[0133] It is worth noting that the computer-readable storage medium mentioned in this application can be a non-volatile storage medium, in other words, it can be a non-transient storage medium.

[0134] It should be understood that all or part of the steps of the above embodiments can be implemented by software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented wholly or partially in the form of a computer program product. The computer program product includes one or more computer instructions. The computer instructions can be stored in the above-described computer-readable storage medium.

[0135] That is, in some embodiments, a computer program product containing instructions is also provided, which, when run on a computer, causes the computer to perform the steps of the above-described vehicle collision avoidance method.

[0136] The above descriptions are embodiments provided in this application and are not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A vehicle-wide collision avoidance method, characterized in that, The method includes: Determine if the vehicle ahead is slowing down; If the vehicle in front slows down, calculate the collision risk coefficient between the current vehicle and the vehicle in front. Determine whether the collision risk coefficient is greater than a set first threshold; If the collision risk coefficient is greater than the set first threshold, then the front and rear collision risk coefficients of the current vehicle under the first deceleration strategy, the second deceleration strategy and the third deceleration strategy are calculated respectively; wherein, the deceleration value of the first deceleration strategy is less than the deceleration value of the second deceleration strategy, and the deceleration value of the second deceleration strategy is less than the deceleration value of the third deceleration strategy. The front and rear collision risk coefficients are compared with a set second threshold, and the vehicle executes a corresponding deceleration strategy based on the comparison result.

2. The vehicle collision avoidance method as described in claim 1, characterized in that, The front and rear collision risk coefficients are compared with a set second threshold, and the vehicle executes a corresponding deceleration strategy based on the comparison result, including: If the front and rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are all greater than the set second threshold, then the current vehicle will execute the third deceleration strategy.

3. The vehicle collision avoidance method as described in claim 1, characterized in that, The method further includes comparing the front and rear collision risk coefficients with a set second threshold, and implementing a corresponding deceleration strategy for the current vehicle based on the comparison result. If the front and rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are all less than or equal to a set second threshold, then the strategy to be executed by the current vehicle is selected according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy.

4. A vehicle collision avoidance method as described in claim 3, characterized in that, The strategy to be executed by the current vehicle is selected according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy, including: If the front and rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are all less than the set second threshold, then the current vehicle executes the first deceleration strategy.

5. A vehicle collision avoidance method as described in claim 3, characterized in that, The method for selecting the current vehicle's deceleration strategy according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy also includes: If the front and rear collision risk coefficients corresponding to the first deceleration strategy are greater than the set second threshold, and the front and rear collision risk coefficients corresponding to the second deceleration strategy and the third deceleration strategy are both less than or equal to the set second threshold, then the current vehicle executes the second deceleration strategy.

6. A vehicle collision avoidance method as described in claim 3, characterized in that, The method for selecting the current vehicle's deceleration strategy according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy also includes: If the front and rear collision risk coefficients corresponding to the first deceleration strategy and the second deceleration strategy are greater than the set second threshold, and the front and rear collision risk coefficients corresponding to the third deceleration strategy are less than or equal to the set second threshold, then the current vehicle executes the third deceleration strategy.

7. A vehicle collision avoidance method as described in claim 1, characterized in that, Also includes: If the vehicle in front does not decelerate, but the vehicle before that decelerates, it is determined whether the deceleration of the vehicle before that decelerates is greater than a set deceleration threshold. If the deceleration of the vehicle before that decelerates is less than or equal to the set deceleration threshold, the current vehicle maintains its current driving state; if the deceleration of the vehicle before that decelerates is greater than the set deceleration threshold, the current vehicle executes the first deceleration strategy.

8. A vehicle-wide collision avoidance device, characterized in that, The device includes: The first judgment module is used to determine whether the vehicle in front has slowed down. The second calculation module is used to calculate the collision risk coefficient between the current vehicle and the vehicle in front if the vehicle in front decelerates. The second judgment module is used to determine whether the collision risk coefficient is greater than a set first threshold. The second calculation module is used to calculate the front and rear collision risk coefficients of the current vehicle under the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy respectively if the collision risk coefficient is greater than the set first threshold; wherein the deceleration value of the first deceleration strategy is less than the deceleration value of the second deceleration strategy, and the deceleration value of the second deceleration strategy is less than the deceleration value of the third deceleration strategy. The execution module is used to compare the front and rear collision risk coefficients with a set second threshold, and execute the corresponding deceleration strategy for the current vehicle based on the comparison result.

9. A car, characterized in that, The vehicle includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program stored in the memory to implement a vehicle collision avoidance method according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The storage medium stores a computer program, which, when executed by a processor, implements the steps of the vehicle collision avoidance method according to any one of claims 1-7.

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