Vehicle braking method, device and apparatus

Abstract

The application provides a vehicle braking method, device and equipment, the method comprising: for each time, obtaining the first physical coordinates of the moving object at the time, and obtaining the second physical coordinates of the target vehicle at the time; determining the first inflation area of the moving object based on the first physical coordinates, and determining the second inflation area of the target vehicle based on the second physical coordinates; if it is determined that the target vehicle and the moving object have a collision risk based on the first inflation area at the first time and the second inflation area at the first time, pre-braking the target vehicle in a pre-braking time interval, the pre-braking comprising braking pre-filling and / or speed reduction; if it is determined that the moving object is an obstacle of the target vehicle based on the first inflation area at the second time and the second inflation area at the second time, comfort braking the target vehicle. Through the technical scheme of the application, better driving experience is brought to the driver.

Description

Technical Field

[0001] This application relates to the field of intelligent transportation technology, and in particular to a vehicle braking method, device, and equipment. Background Technology

[0002] Autonomous driving refers to the ability of vehicles to autonomously complete driving tasks without human intervention through artificial intelligence, sensors, and other technologies. Autonomous driving relies on various sensors, such as LiDAR, cameras, and radar, to perceive the surrounding environment in real time and make decisions through complex algorithms.

[0003] For moving objects such as pedestrians, motor vehicles, and non-motorized vehicles, their trajectories are difficult to predict; that is, a moving object may suddenly cut into the vehicle's travel area. Therefore, during autonomous driving, if a moving object suddenly cuts into the vehicle's travel area, it will cause the vehicle to brake suddenly, resulting in a poor driving experience for the driver. Summary of the Invention

[0004] This application provides a vehicle braking method applied to a target vehicle, the method comprising:

[0005] For each moment, the first physical coordinates of the moving object at that moment are obtained, and the second physical coordinates of the target vehicle at that moment are obtained; wherein, the moving object is located in the travel area of ​​the target vehicle during its travel; a first expansion region of the moving object is determined based on the first physical coordinates, and a second expansion region of the target vehicle is determined based on the second physical coordinates;

[0006] If it is determined that there is a collision risk between the target vehicle and the moving object based on the first expansion region and the second expansion region at the first moment, then the target vehicle is pre-braked during the pre-braking time interval. The pre-braking includes brake pre-filling and / or deceleration. The start time of the pre-braking time interval is the first moment, and the end time of the pre-braking time interval is the second moment.

[0007] If the moving object is determined to be an obstacle to the target vehicle based on the first expansion region at the second time and the second expansion region at the second time, then the target vehicle is subjected to comfort braking; when the target vehicle is subjected to comfort braking, the deceleration of the target vehicle is not greater than the maximum braking deceleration.

[0008] This application provides a vehicle braking device applied to a target vehicle, the device comprising:

[0009] The processing module is used to acquire, for each moment, the first physical coordinates of the moving object at that moment, and the second physical coordinates of the target vehicle at that moment; wherein, the moving object is located in the travel area of ​​the target vehicle during its travel; and to determine the first expansion region of the moving object based on the first physical coordinates, and to determine the second expansion region of the target vehicle based on the second physical coordinates.

[0010] A pre-braking module is configured to pre-brake the target vehicle during a pre-braking time interval if it is determined that there is a collision risk between the target vehicle and the moving object based on a first expansion region and a second expansion region at a first time. The pre-braking includes brake pre-filling and / or deceleration. The start time of the pre-braking time interval is the first time, and the end time of the pre-braking time interval is the second time.

[0011] A comfort braking module is used to apply comfort braking to the target vehicle if the moving object is determined to be an obstacle to the target vehicle based on the first expansion region at a second time and the second expansion region at a second time; when applying comfort braking, the deceleration of the target vehicle is not greater than the maximum braking deceleration.

[0012] This application provides a vehicle device, including: a processor and a machine-readable storage medium storing machine-executable instructions that can be executed by the processor; the processor is used to execute the machine-executable instructions to implement the vehicle braking method of the example above.

[0013] This application provides a computer program product, which includes a computer program that, when executed by a processor, implements the vehicle braking method of the above example.

[0014] This application provides a machine-readable storage medium storing machine-executable instructions that can be executed by a processor; wherein the processor is configured to execute the machine-executable instructions to implement the vehicle braking method of the example described above when the machine-executable instructions are executed.

[0015] As can be seen from the above technical solutions, in the embodiments of this application, when there is a risk of collision between the target vehicle and the moving object (i.e., the moving object may interfere with the trajectory of the target vehicle, but has not yet affected the target vehicle), the target vehicle is pre-braked in advance. The pre-braking is imperceptible to the driver (i.e., the driver will not perceive the pre-braking process). When the moving object is an obstacle to the target vehicle (i.e., the moving object is locked as an obstacle and has already affected the target vehicle), since pre-braking has already been performed in advance (e.g., the vehicle speed has been reduced), the target vehicle can be comfortably braked. That is, the deceleration of the target vehicle is not greater than the maximum braking deceleration. In this way, the vehicle speed can be reduced slowly (i.e., a comfortable stop is achieved), without causing emergency braking (i.e., sudden braking), thus providing the driver with a better driving experience. Attached Figure Description

[0016] Figure 1 This is a schematic flowchart of a vehicle braking method according to one embodiment of this application;

[0017] Figure 2 This is a schematic flowchart of a vehicle braking method according to one embodiment of this application;

[0018] Figure 3 This is a flowchart illustrating the motion object recall process in one embodiment of this application;

[0019] Figure 4 This is a schematic diagram of the first expansion region in one embodiment of this application;

[0020] Figure 5 This is a schematic diagram of the interference between the first expansion region and the second expansion region in one embodiment of this application;

[0021] Figure 6A This is a schematic diagram of a low-speed emergency braking scenario in automatic parking according to one embodiment of this application;

[0022] Figure 6B This is a schematic diagram of a high-speed emergency braking scenario in adaptive cruise control according to one embodiment of this application;

[0023] Figure 7 This is a schematic diagram of the vehicle braking device in one embodiment of this application;

[0024] Figure 8 This is a hardware structure diagram of a vehicle device according to one embodiment of this application. Detailed Implementation

[0025] This application provides a vehicle braking method, which is applied to a target vehicle. See [link to relevant documentation]. Figure 1 The diagram shown is a flowchart of the vehicle braking method, which may include:

[0026] Step 101: For each moment, obtain the first physical coordinates of the moving object at that moment, and obtain the second physical coordinates of the target vehicle at that moment; wherein, the moving object may be located in the travel area of ​​the target vehicle during its travel; determine the first expansion area of ​​the moving object based on the first physical coordinates, and determine the second expansion area of ​​the target vehicle based on the second physical coordinates.

[0027] Step 102: If it is determined that there is a collision risk between the target vehicle and the moving object based on the first expansion region and the second expansion region at the first moment, then pre-braking is performed on the target vehicle during the pre-braking time interval. The pre-braking may include brake pre-filling and / or deceleration; wherein, the start time of the pre-braking time interval is the first moment, and the end time of the pre-braking time interval is the second moment.

[0028] Step 103: If the moving object is determined to be an obstacle of the target vehicle based on the first expansion region at the second time and the second expansion region at the second time, then apply comfort braking to the target vehicle; for example, when applying comfort braking to the target vehicle, the deceleration of the target vehicle is not greater than the maximum braking deceleration.

[0029] For example, obtaining the first physical coordinates of a moving object at a given moment may include, but is not limited to: determining the coordinate prediction error of the moving object at that moment based on the measured physical coordinates of the moving object at that moment, the measured physical coordinates of the moving object at the previous moment, the acceleration of the moving object at the previous moment, and the time interval between the two moments; determining the acceleration prediction error based on the coordinate prediction error and the time interval; and determining the first physical coordinates of the moving object at that moment based on the measured physical coordinates of the moving object at that moment, the acceleration prediction error, and the time interval.

[0030] For example, the coordinate prediction error of the moving object at a given moment can be determined using the following formula: The acceleration prediction error can be determined using the following formula: The first physical coordinates of a moving object at a given moment can be determined using the following formula: Where, x t and y t The x-coordinate represents the measured physical coordinates of the moving object at that moment. t-1 and y t-1 a represents the measured physical coordinates of a moving object at the previous moment. x-1 and a y-1 This represents the acceleration of the moving object at the previous moment, and T represents the time interval. and Indicates coordinate prediction error. and This indicates the acceleration prediction error. and Indicates the first physical coordinate; e -(n-3) The error parameter is represented by n, which represents the number of time intervals between this moment and the first moment. The first moment is the moment when the moving object first enters the travel area of ​​the target vehicle during its travel.

[0031] For example, obtaining the second physical coordinates of the target vehicle at that moment may include, but is not limited to: determining the maximum braking deceleration of the target vehicle at that moment based on the acceleration of the target vehicle and the maximum braking deceleration of the target vehicle at the previous moment; and determining the second physical coordinates of the target vehicle at that moment based on the physical coordinates of the target vehicle at the previous moment, the maximum braking deceleration of the target vehicle at that moment, the time length corresponding to that moment, and the angle corresponding to the target vehicle at that moment.

[0032] The maximum braking deceleration of the target vehicle at that moment can be determined using the following formula: The second physical coordinates of the target vehicle at that moment are determined using the following formula: in, This represents the maximum braking deceleration of the target vehicle at the previous moment. a represents the maximum braking deceleration of the target vehicle at that moment. ′ k 'a' represents jerk; 'k' represents the pre-configured jerk level, and 'a' represents jerk. ′ k It is the jerk corresponding to the jerk level; and This represents the physical coordinates of the target vehicle at the previous moment. and The second physical coordinate is represented by t, the time duration is represented by θ. v Indicates angle.

[0033] For example, determining a collision risk between a target vehicle and a moving object based on a first expansion region and a second expansion region at a first time moment may include, but is not limited to: determining a first overlap at a first time moment based on the first expansion region and the second expansion region at a first time moment; if the first overlap is greater than a preset first threshold, then determining a collision risk between the target vehicle and the moving object; determining a moving object as an obstacle to the target vehicle based on the first expansion region at a second time moment and the second expansion region at a second time moment includes: determining a second overlap at a second time moment based on the first expansion region at a second time moment and the second expansion region at a second time moment; if the second overlap is greater than a preset second threshold, then determining the moving object as an obstacle to the target vehicle; wherein the preset second threshold is greater than or equal to the preset first threshold.

[0034] For example, determining the first overlap at the first time step based on the first expansion region and the second expansion region at the first time step can include, but is not limited to, using the following formula to determine the first overlap: This represents the lateral overlap dimension between the first expansion region and the second expansion region, and is determined using the following formula: This represents the longitudinal overlap dimension between the first expansion region and the second expansion region, and is determined using the following formula: IOU represents the first degree of overlap, w o h represents half the lateral dimension of the first expansion region. o w represents half the longitudinal dimension of the first expansion region. v h represents half the lateral dimension of the second expansion region. v This represents half the longitudinal dimension of the second expansion region; and This represents the coordinates of the center point of the first expansion region, which are the first physical coordinates. and This represents the coordinates of the center point of the second expansion region, which are the second physical coordinates.

[0035] For example: if it is determined that the moving object is not an obstacle of the target vehicle based on the first expansion region at the second time and the second expansion region at the second time, then the pre-braking is released for the target vehicle; wherein, releasing the pre-braking includes releasing the brake pre-fill and / or accelerating; the vehicle braking method is applied to the low-speed emergency braking scenario in automatic parking, or the vehicle braking method is applied to the high-speed emergency braking scenario in adaptive cruise control.

[0036] For example, when a moving object is located within the travel area of ​​the target vehicle, the moving object can be located in the area in front of or behind the target vehicle. For instance, in a low-speed emergency braking scenario during automatic parking, the target vehicle may be reversing at low speed; therefore, the moving object would be located in the area behind the target vehicle. In a high-speed emergency braking scenario during adaptive cruise control, the target vehicle may be moving forward at high speed; therefore, the moving object would be located in the area in front of the target vehicle. Of course, these are just two examples of application scenarios; the above vehicle braking method can be used at any stage of the target vehicle's movement.

[0037] As can be seen from the above technical solutions, in the embodiments of this application, when there is a risk of collision between the target vehicle and the moving object (i.e., the moving object may interfere with the trajectory of the target vehicle, but has not yet affected the target vehicle), the target vehicle is pre-braked in advance. The pre-braking is imperceptible to the driver (i.e., the driver will not perceive the pre-braking process). When the moving object is an obstacle to the target vehicle (i.e., the moving object is locked as an obstacle and has already affected the target vehicle), since pre-braking has already been performed in advance (e.g., the vehicle speed has been reduced), the target vehicle can be comfortably braked. That is, the deceleration of the target vehicle is not greater than the maximum braking deceleration. In this way, the vehicle speed can be reduced slowly (i.e., a comfortable stop is achieved), without causing emergency braking (i.e., sudden braking), thus providing the driver with a better driving experience.

[0038] The technical solutions described above in the embodiments of this application will be explained below in conjunction with specific application scenarios.

[0039] For moving objects such as pedestrians, motor vehicles, and non-motorized vehicles, their trajectories are difficult to predict; that is, a moving object may suddenly cut into the vehicle's travel area. Therefore, during autonomous driving, if a moving object suddenly cuts into the vehicle's travel area, it will cause the vehicle to brake suddenly, resulting in a poor driving experience for the driver.

[0040] In response to the above findings, this application proposes a vehicle braking method. By employing a pre-braking strategy, the vehicle is pre-braked in advance when a moving object may interfere with its trajectory. This pre-braking is imperceptible to the driver, but the vehicle speed gradually decreases. Furthermore, once the obstacle is locked, the vehicle speed has already been reduced, allowing for a gradual deceleration (i.e., a comfortable stop) without triggering emergency braking, thus providing the driver with a better driving experience.

[0041] This application proposes a vehicle braking method applicable to a target vehicle, which may include an in-vehicle terminal device. The method can be applied to this in-vehicle terminal device. The in-vehicle terminal device can support an intelligent driving system to achieve intelligent driving (autonomous driving) of the target vehicle.

[0042] For example, the target vehicle can be a vehicle equipped with an intelligent driving system (such as a regular vehicle equipped with an intelligent driving system or an automatic parking system, where the intelligent driving system assists the driver in locating the vehicle). Alternatively, the target vehicle can also be a vehicle equipped with an autonomous driving system (i.e., a vehicle that does not require a driver, where the autonomous driving system independently completes the vehicle's location), such as a robot, logistics vehicle, or driverless passenger vehicle; there are no restrictions on the type of target vehicle.

[0043] See Figure 2 The diagram shows a flowchart of a vehicle braking method, which may include processes such as recalling the moving object, pre-braking, locking the moving object, comfort braking, and releasing the moving object.

[0044] Regarding moving objects, a moving object can be an object located within the travel area of ​​the target vehicle during its movement (such as the area in front of or behind the target vehicle). That is, during the target vehicle's movement, the target vehicle may collide with the moving object, and the moving object may interfere with the target vehicle's trajectory. For example, the moving object can be a pedestrian, a motor vehicle, or a non-motor vehicle; there are no restrictions on the type of moving object, and it can be any moving object.

[0045] For the recall process of moving objects, it is necessary to detect whether there is a collision risk between the moving object and the target vehicle. If there is a collision risk between the moving object and the target vehicle, a pre-braking process can be performed. If there is no collision risk between the moving object and the target vehicle, a moving object release process can be performed.

[0046] For the moving object locking process, it is necessary to detect whether the moving object is an obstacle to the target vehicle. If the moving object is an obstacle to the target vehicle (lock the moving object as an obstacle), the comfort braking process can be executed. If the moving object is not an obstacle to the target vehicle, the moving object release process can be executed.

[0047] For releasing a moving object, the moving object can be released without performing a pre-braking process or a comfort braking process based on the moving object, and the moving object recall process can be repeated.

[0048] The following describes the motion object recall process, pre-braking process, motion object locking process, comfort braking process, and motion object release process in the embodiments of this application, in conjunction with specific application scenarios.

[0049] First, regarding the recall process for moving objects, it is necessary to detect whether there is a collision risk between the moving object and the target vehicle. See [link / reference needed]. Figure 3 The diagram shown illustrates the process of recalling moving objects, which may include:

[0050] Step 301: For each moment, obtain the first physical coordinates (i.e., coordinates in the world coordinate system) of the moving object at that moment. The moving object is located in the travel area of ​​the target vehicle during its travel.

[0051] For example, at the current time t1, obtain the first physical coordinates of the moving object at time t1; at the current time t2, obtain the first physical coordinates of the moving object at time t2, and so on.

[0052] For example, based on sensor data of the target vehicle (such as data collected by radar, data collected by cameras, etc.), the first physical coordinates of the moving object in the world coordinate system are obtained, and there are no restrictions on this process.

[0053] In one possible implementation, considering the sensing and detection error, that is, when obtaining the first physical coordinates of the moving object in the world coordinate system based on sensor data, the first physical coordinates may be deviated. Therefore, for each time moment (hereinafter, time t will be used as an example, i.e., the current time is time t), the following steps can also be used to obtain the first physical coordinates of the moving object at time t.

[0054] Step S11: Based on the measured physical coordinates of the moving object at time t, the measured physical coordinates of the moving object at the previous time t-1, the acceleration of the moving object at the previous time t-1, and the time interval between time t and the previous time t-1, determine the coordinate prediction error of the moving object at time t.

[0055] For example, based on sensor data of the target vehicle at time t (such as data collected by radar, data collected by camera, etc.), the physical coordinates of the moving object in the world coordinate system can be obtained. These physical coordinates are called the measured physical coordinates of the moving object at time t, denoted as the measured physical coordinates (x). t y t ), x t The x-coordinate of the measured physical coordinates, y t The vertical coordinate represents the measured physical coordinate. Based on the sensor data of the target vehicle at the previous time t-1, the physical coordinates of the moving object in the world coordinate system can be obtained. These physical coordinates are called the measured physical coordinates of the moving object at the previous time t-1, and are denoted as the measured physical coordinates (x). t-1 y t-1 ), x t-1The x-coordinate of the measured physical coordinates, y t-1 The vertical coordinate represents the measured physical coordinates.

[0056] At the previous time t-1, the acceleration of the moving object can be obtained, that is, the acceleration of the moving object at the previous time t-1, denoted as acceleration (α). x-1 a y-1 a x-1 a represents the lateral acceleration in the acceleration at the previous time t-1. y-1 This represents the longitudinal acceleration in the acceleration at the previous time t-1.

[0057] When the current time is time t, the interval between time t and the previous time t-1 can be determined, that is, the difference between time t and the previous time t-1. This interval is denoted as the interval duration T.

[0058] In step S11, the measured physical coordinates (x, y) of the moving object at time t can be used as a basis. t y t The measured physical coordinates (x, y) of the moving object at the previous time t-1 t-1 y t-1 ), the acceleration of the moving object at the previous time t-1 (a x-1 a y-1 The coordinate prediction error of the moving object at time t is determined by the time interval T, and the coordinate prediction error at time t is denoted as the coordinate prediction error. The lateral coordinate prediction error represents the overall coordinate prediction error. The longitudinal coordinate prediction error represents the coordinate prediction error.

[0059] For example, although the trajectory of a moving object (such as a pedestrian, motor vehicle, or non-motor vehicle in motion) is difficult to predict, the trajectory conforms to the following kinematic model: the acceleration of the moving object does not change abruptly in a short period of time; the angular acceleration of the moving object does not change abruptly in a short period of time. Based on this, when the trajectory conforms to the above kinematic model, the formulas for calculating the acceleration and angular acceleration of the moving object can be found in formula (1).

[0060]

[0061] In formula (1), a x and a y a represents the acceleration of a moving object at time t. θ x represents the angular acceleration of a moving object at time t. t and y t The x-coordinate represents the physical coordinates of a moving object at time t. t-1 and yt-1 θ represents the physical coordinates of the moving object at time t-1. t θ represents the direction of the moving object at time t. t-1 The direction of the moving object at time t-1 is indicated by T, which represents the time interval between time t and time t-1.

[0062] Based on the formulas for calculating acceleration and angular acceleration, the physical coordinates at time t can be predicted from the data at time t-1; these are called the predicted physical coordinates at time t. The physical coordinates at time t can be actually measured based on the sensor data of the target vehicle at time t; these are called the measured physical coordinates at time t. The difference between the measured physical coordinates at time t and the predicted physical coordinates at time t can be considered as the coordinate prediction error at time t.

[0063] See Equation (2) for an example of calculating the coordinate prediction error at time t.

[0064]

[0065] In formula (2), and This represents the coordinate prediction error at time t. x represents the direction prediction error at time t. t and y t The physical coordinates of the measurement at time t, θ t Indicates the measurement direction at time t.

[0066] and The predicted physical coordinates at time t are based on the data from time t-1 and are used to predict the physical coordinates at time t. This indicates the predicted direction at time t, which is the direction predicted for time t based on the data at time t-1. For example, x t-1 and y t-1 θ represents the physical coordinates of the measurement at time t-1. t-1 Indicates the measurement direction at time t-1. x-1 and a y-1 Let a represent the acceleration at time t-1. θ-1 Let represent the angular acceleration at time t-1, and T represent the time interval between time t and time t-1.

[0067] As can be seen from formula (2), the physical coordinates (x, y, t) can be measured based on time t. t y t ), the physical coordinates (x) of the measurement at time t-1 t-1 y t-1 ), the acceleration at time t-1 (a x-1 a y-1Given the time interval T, determine the coordinate prediction error of the moving object at time t.

[0068] In an ideal situation, the coordinate prediction error It is close to 0, but due to sensing and detection errors, it will lead to coordinate prediction errors. It's not close to zero; it depends on the relative position and angle between the moving object and the target vehicle. Based on perception characteristics, the closer the moving object is to the target vehicle, the more accurate the perception and detection, and the lower the coordinate prediction error. The closer it is to 0.

[0069] Step S12: Determine the acceleration prediction error of the moving object at time t based on the coordinate prediction error of the moving object at time t and the interval duration T (the interval duration between time t and the previous time t-1).

[0070] For example, the prediction error based on the coordinates of a moving object at time t Given the time interval T, the acceleration prediction error of the moving object at time t can be determined. This acceleration prediction error is denoted as... The lateral acceleration prediction error represents the acceleration prediction error. This represents the longitudinal acceleration prediction error. See Equation (3) for an example of calculating the acceleration prediction error at time t.

[0071]

[0072] In formula (3), and This indicates the acceleration prediction error. This indicates the angular acceleration prediction error. Indicates coordinate prediction error. Let T represent the direction prediction error, and T represent the time interval. From formula (3), it can be seen that the coordinate prediction error at a given time t... It can calculate acceleration prediction error (i.e., the acceleration of the prediction error) and angular acceleration prediction error (i.e., the angular acceleration of the prediction error).

[0073] Step S13: Based on the measured physical coordinates of the moving object at time t, the acceleration prediction error at time t, and the interval duration T, determine the first physical coordinates of the moving object at time t.

[0074] For example, it can be based on the measured physical coordinates (x, y) of the moving object at time t. t y t ), the acceleration prediction error of the moving object at time t Given the time interval T, determine the first physical coordinate of the moving object at time t, and mark the first physical coordinate at time t as the first physical coordinate. For example, It can represent the horizontal physical coordinate of the first physical coordinate. The vertical physical coordinate can represent the first physical coordinate. See formula (4) for an example of calculating the first physical coordinate at time t.

[0075]

[0076] In formula (4), and This represents the first physical coordinate of the moving object at time t. The x-axis represents the direction of the moving object at time t. t and y t θ represents the measured physical coordinates of a moving object at time t. t This indicates the direction of measurement of the moving object at time t. and This indicates the acceleration prediction error. This represents the angular acceleration prediction error, and T represents the time interval. Additionally, e -(n-3) Let represent the error parameter, and n represent the number of time intervals between time t and the first time interval, where the first time interval is the moment when the moving object first enters the travel area of ​​the target vehicle during its travel. In formula (4), n can be greater than or equal to 3. Obviously, the larger the value of n, the smaller the error parameter. The smaller the proportion, the The closer to x t .

[0077] As can be seen from formula (4), the measured physical coordinates and error data at time t are fused to obtain the first physical coordinates at time t. The first physical coordinates are fused physical coordinates. Compared with the measured physical coordinates, the first physical coordinates are more accurate and can reflect the true physical coordinates of the moving object. As the distance between the target vehicle and the moving object approaches, the acceleration prediction error ( and When the angular acceleration approaches zero, the prediction error is... The physical coordinates approach 0, meaning the initial physical coordinates are nearly identical to the measured physical coordinates. As the target vehicle approaches the moving object, the physical coordinates gradually shift from relying on predicted results to relying on actual detection results.

[0078] For example, when a moving object first appears in the travel area of ​​the target vehicle, i.e., when the moving object is first detected based on the target vehicle's sensor data, the current time is designated as the first time corresponding to the moving object, denoted as time t1. Then, each time the moving object is detected based on the target vehicle's sensor data, the time interval is incremented by 1, with an initial value of 1. For instance, when the moving object is detected a second time based on the target vehicle's sensor data, the current time is designated as time t2, and the time interval between time t2 and the first time t1 is 1, meaning n is 1. When the moving object is detected a third time based on the target vehicle's sensor data, the current time is designated as time t3, and the time interval between time t3 and the first time t1 is 2, meaning n is 2, and so on.

[0079] For each moment, when the moving object is detected based on the sensor data of the target vehicle, the number of time intervals between that moment and the first moment t1, i.e., the value of n, can be determined, thereby enabling the calculation of the error parameter e. -(n-3) Then, the first physical coordinate of the moving object at time t is determined by formula (4).

[0080] For example, each time the moving object is detected based on the sensor data of the target vehicle, the time interval can be incremented by 1. Alternatively, if the moving object gets closer to the target vehicle, the time interval can be incremented by 1. If the moving object gets farther away from the target vehicle, the time interval can remain unchanged.

[0081] For example, when a moving object is detected for the first time based on sensor data from the target vehicle, the first moment is recorded as time t1. Time t1 corresponds to distance d1, which represents the distance between the moving object and the target vehicle.

[0082] When the moving object is detected for the second time based on the sensor data of the target vehicle, if the distance between the moving object and the target vehicle is less than d1, the current time is recorded as time t2, the time interval is 1, and time t2 corresponds to distance d2. If the distance between the moving object and the target vehicle is not less than d1, the data of the current time is not counted, that is, the current time is not recorded as time t2, and the time interval remains 0.

[0083] When the moving object is detected for the third time based on the target vehicle's sensor data, if time t2 and distance d2 have already been recorded, and the distance between the moving object and the target vehicle is less than distance d2, then the current time is recorded as time t3, the time interval is 2, and time t3 corresponds to distance d3. If time t2 and distance d2 have not been recorded, and the distance between the moving object and the target vehicle is less than distance d1, then the current time is recorded as time t2, the time interval is 1, and time t2 corresponds to distance d2. This process continues. Each time the moving object is detected based on the target vehicle's sensor data, the time interval is incremented by 1 only when the distance between the moving object and the target vehicle decreases. Thus, the time interval number n represents the amount by which the moving object moves closer to the target vehicle.

[0084] For example, the distance between a moving object and a target vehicle can be calculated using the following formula: d t Indicate the distance, x t and y t This represents the first physical coordinate of the moving object at time t.

[0085] Step S14: Determine the velocity of the moving object at time t based on the first physical coordinate of the moving object at time t, the first physical coordinate of the moving object at the previous time t-1, and the interval T. For example, see formula (5) for an example of calculating the velocity of the moving object at time t.

[0086]

[0087] In formula (5), v x and v y This represents the velocity of a moving object at time t. and This represents the first physical coordinate of the moving object at time t. and This represents the first physical coordinate of the moving object at the previous time t-1, and T represents the time interval between time t and the previous time t-1.

[0088] Thus, the first physical coordinate (x, y) of the moving object at time t is obtained. o y o ), The velocity v of the moving object at time t o v o ={v x ,v y The angle θ of the moving object at time t o ,

[0089] At this point, step 301 is complete, and the first physical coordinates of the moving object at each moment are obtained.

[0090] Step 302: For each time moment, obtain the second physical coordinates of the target vehicle at that time moment.

[0091] For example, at the current time t1, obtain the second physical coordinates of the target vehicle at time t1; at the current time t2, obtain the second physical coordinates of the target vehicle at time t2, and so on.

[0092] In one possible implementation, for each time point (hereinafter referred to as time t, i.e., the current time point is time t), the second physical coordinates of the target vehicle at time t can be obtained by the following steps.

[0093] Step S21: Obtain the jerk corresponding to the target vehicle.

[0094] For example, since different users perceive the rate of change of acceleration (i.e., jerk) differently, different jerk levels can be configured to minimize discomfort caused by collision braking. For instance, jerk levels 1, 2, and 3 can be supported, and jerk 'a' can be configured for jerk level 1. ′ k1 Configure accelerometer a for accelerometer level 2. ′ k2 Configure accelerometer a for accelerometer level 3. ′ k3 accelerometer a ′ k1 accelerometer a ′ k2 and jerk a ′ k3 Configuration can be based on experience; this embodiment does not restrict the configuration method for this accelerator.

[0095] Users can pre-configure jerk levels on the target vehicle, such as jerk level 1, jerk level 2, or jerk level 3. Then, they can query these configurations to obtain the jerk corresponding to each pre-configured jerk level. For example, if a user pre-configures jerk level 1 on the target vehicle, querying the configuration will retrieve the jerk 'a' corresponding to jerk level 1. ′ k1 .

[0096] Step S22: Based on the acceleration of the target vehicle and the maximum braking deceleration of the target vehicle at the time t-1 before time t, determine the maximum braking deceleration of the target vehicle at time t.

[0097] For example, the maximum braking deceleration of the target vehicle at time t can be determined using the following formula (6):

[0098]

[0099] In formula (6), This represents the maximum braking deceleration of the target vehicle at time t. This represents the maximum braking deceleration of the target vehicle at the previous time t-1. For example, the maximum braking deceleration at the first time is a fixed empirical value. In subsequent processes, the maximum braking deceleration is calculated iteratively using formula (6). ′ k This indicates the jerk corresponding to the target vehicle, where k represents the pre-configured jerk level.

[0100] As can be seen from formula (6), the acceleration a corresponding to the target vehicle is obtained. ′ k Then, the maximum braking deceleration at different times can be obtained. This allows for comfortable braking using variable deceleration. Clearly, by employing variable deceleration, that is, varying the maximum braking deceleration at different times... The difference is that it can not only shorten the braking distance to the maximum extent, but also ensure the braking comfort of different users and improve the user's driving experience.

[0101] In formula (6), the maximum braking deceleration at time t can be expressed as... Divided into lateral maximum braking deceleration and longitudinal maximum braking deceleration Based on this, in calculating the maximum lateral braking deceleration hour, It is the maximum lateral braking deceleration at time t-1, a ′ k It is the lateral jerk corresponding to the jerk level (that is, lateral jerk and longitudinal jerk need to be configured separately for each jerk level).

[0102] In addition, in calculating the maximum longitudinal braking deceleration hour, It is the maximum longitudinal braking deceleration at time t-1, a ′ k It is the longitudinal jerk corresponding to the jerk level.

[0103] Step S23: Based on the physical coordinates of the target vehicle at the previous time t-1, the maximum braking deceleration of the target vehicle at time t, the time length corresponding to time t, and the angle corresponding to the target vehicle at time t, determine the second physical coordinates (i.e., coordinates in the world coordinate system) of the target vehicle at time t.

[0104] For example, the second physical coordinate at time t can be determined using the following formula (7):

[0105]

[0106] In formula (7), and This represents the second physical coordinate of the target vehicle at time t. The horizontal physical coordinates representing the second physical coordinates. The vertical physical coordinates represent the second physical coordinates.

[0107] and This represents the physical coordinates of the target vehicle at the previous time t-1. Represents the horizontal physical coordinates. Represents the longitudinal physical coordinates. The physical coordinates at the first moment can be a fixed value (such as 0). In subsequent processes, the physical coordinates of the target vehicle at each moment are calculated iteratively using formula (7).

[0108] This represents the maximum braking deceleration of the target vehicle at time t. The same maximum braking deceleration can be used when calculating the second physical coordinate at time t. See Equation (7). Alternatively, the same maximum braking deceleration can be used when calculating the second physical coordinate at time t. For example, when calculating the lateral physical coordinate of the second physical coordinate... At that time, the maximum braking deceleration in formula (7) It can be replaced with the maximum lateral braking deceleration. Similarly, in calculating the vertical physical coordinates of the second physical coordinate... At that time, the maximum braking deceleration in formula (7) It can be replaced with the maximum longitudinal braking deceleration.

[0109] t represents the time length (the time length corresponding to time t), that is, the time length between time t and the first time, which is the moment when the moving object first enters the travel area of ​​the target vehicle during its travel.

[0110] θ v This represents the angle (or direction) of the target vehicle at time t.

[0111] At this point, step 302 is complete, and the second physical coordinates of the target vehicle at each moment are obtained.

[0112] Step 303: For each moment, determine the first expansion region (also known as the target region) of the moving object at that moment based on the first physical coordinate of the moving object at that moment, and determine the second expansion region (also known as the vehicle region) of the target vehicle at that moment based on the second physical coordinate of the target vehicle at that moment.

[0113] For example, performing an expansion operation centered on the first physical coordinate yields the first expansion region. This first expansion region can be rectangular, circular, or any other shape; there are no restrictions. Let's take a rectangular region as an example. See also... Figure 4 The diagram shown is a schematic of the first expansion region.

[0114] Using the first physical coordinate (x) o y o Centered on ), expand outwards to the left by a length w in the horizontal direction. o Expanding outwards to the right by a length w o In the longitudinal direction, the length h expands outwards upwards. o , downward expansion length h o Thus, the first expansion region is obtained. Clearly, w o h represents half the lateral dimension of the first expansion region. o This represents half the longitudinal dimension of the first expansion region. Furthermore, the first expansion region can be denoted as (x... o ,y o ,w o ,h o ).

[0115] Taking time t as an example, let's assume the first physical coordinate of the moving object at time t is... The first expansion region of the moving object at time t can be denoted as:

[0116] Regarding the expansion size w o ,h o It can be configured based on experience or using actual detected dimensions. The same expansion dimension w can be configured for different types of moving objects (such as pedestrians, motor vehicles, non-motor vehicles, etc.). o ,h o Different expansion sizes (w) can also be configured for different types of moving objects. o ,h o .

[0117] For example, a second expansion region is obtained by performing an expansion operation centered on the second physical coordinate. This second expansion region can be a rectangular region, a circular region, or a region of other shapes; there are no restrictions. Let's take a rectangular region as an example. Using the second physical coordinate (x... v y v Centered on ), expand outwards to the left by a length w in the horizontal direction. v Expanding outwards to the right by a length w v In the longitudinal direction, the length h expands outwards upwards. v , downward expansion length h v This yields the second expansion region. Clearly, w v h represents half the lateral dimension of the second expansion region. v The second expansion region can be denoted as (x) to represent half of the longitudinal dimension of the second expansion region. v ,y v ,w v ,h v Taking time t as an example, assume the target vehicle's second physical coordinate at time t is... The second expansion region of the target vehicle at time t can be denoted as:

[0118] Regarding the expansion size w v ,h v The configuration can be based on experience, or the actual detected dimensions can be used. For example, the expansion dimension w can be configured based on the actual dimensions of the target vehicle. v ,h v .

[0119] Step 304: Determine whether there is a collision risk between the target vehicle and the moving object based on the first expansion region at the first moment (the first moment is the current moment) and the second expansion region at the first moment.

[0120] At the current time t2, the first time point is t2. Based on the first expansion region and the second expansion region at time t2, it is determined whether there is a collision risk between the target vehicle and the moving object. At the current time t3, the first time point is t3. Based on the first expansion region and the second expansion region at time t3, it is determined whether there is a collision risk between the target vehicle and the moving object. And so on. For each time point, when the current time point is that time point, it is taken as the first time point, and based on the first expansion region and the second expansion region at the first time point, it is determined whether there is a collision risk between the target vehicle and the moving object.

[0121] For example, a first overlap can be determined based on a first expansion region and a second expansion region at a first time. If the first overlap is greater than a preset first threshold (which can be configured empirically), then it is determined that there is a risk of collision between the target vehicle and the moving object. If the first overlap is not greater than the preset first threshold, then it is determined that there is no risk of collision between the target vehicle and the moving object.

[0122] For example, the first degree of overlap can be IOU (Intersection over Union), which can be determined by the following formula (8). Of course, formula (8) is just an example and is not restricted, as long as the first degree of overlap can be determined based on the first expansion region and the second expansion region.

[0123]

[0124] In formula (8), The lateral overlap dimension between the first expansion region and the second expansion region can be represented, and the lateral overlap dimension can be determined using the following formula: The longitudinal overlap dimension between the first expansion region and the second expansion region can be represented, and the longitudinal overlap dimension can be determined using the following formula:

[0125] IOU can represent the first degree of overlap, w o h can represent half the lateral dimension of the first expansion region. o w can represent half the longitudinal dimension of the first expansion region. v h can represent half the lateral dimension of the second expansion region. v It can represent half the longitudinal dimension of the second expansion region. and This can represent the coordinates of the center point of the first expansion region, which can be the first physical coordinates. and It can represent the coordinates of the center point of the second expansion region, which can be the second physical coordinates.

[0126] For example, see Figure 5 The diagram shows the interference between the first expansion region and the second expansion region. When there is an overlapping area between the first expansion region and the second expansion region, the first degree of overlap between the first expansion region and the second expansion region can be calculated, that is, the first degree of overlap is determined based on the area of ​​the interference region.

[0127] After obtaining the first overlap, if the first overlap is greater than a preset first threshold e (e is the judgment threshold), it indicates that there is interference between the target vehicle and the moving object, that is, it is determined that there is a collision risk between the target vehicle and the moving object. Therefore, the result of the moving object recall is that there is a collision risk, and pre-braking is prepared. In summary, if it is determined that there is a collision risk between the target vehicle and the moving object, the pre-braking process can be executed.

[0128] After obtaining the first overlap, if the first overlap is not greater than a preset first threshold e, it indicates that there is no interference between the target vehicle and the moving object, meaning there is no collision risk between them. Therefore, the result of the moving object recall is that there is no collision risk, and the moving object can be released. Releasing the moving object means not using it as a risk control target for the target vehicle, thus eliminating the need to execute the pre-braking and comfort braking processes. In summary, if it is determined that there is no collision risk between the target vehicle and the moving object, the moving object release process can be executed, and then the process returns to the moving object recall process. At the next time t+1, the next time t+1 is taken as the current time, and the process is repeated. Figure 3 The process is shown below.

[0129] In one possible implementation, there may be multiple moving objects targeting the target vehicle, and a first overlap degree between the target vehicle and each moving object needs to be calculated. If any first overlap degree is greater than a preset first threshold, it is determined that there is a collision risk between the target vehicle and the moving object, and a pre-braking process needs to be performed. If all first overlap degrees are not greater than the preset first threshold, it is determined that there is no collision risk between the target vehicle and the moving object, and a moving object release process needs to be performed, followed by a return to the moving object recall process.

[0130] Alternatively, the maximum first overlap can be selected from all first overlap values. If the maximum first overlap is greater than a preset first threshold, it is determined that there is a collision risk between the target vehicle and the moving object, and a pre-braking process needs to be performed. If the maximum first overlap is not greater than the preset first threshold, it is determined that there is no collision risk between the target vehicle and the moving object, and a moving object release process needs to be performed, and then the process returns to the moving object recall process.

[0131] Second, regarding the pre-braking process, if it is determined that there is a risk of collision between the target vehicle and the moving object based on the first expansion region and the second expansion region at the first moment, then the pre-braking process needs to be executed. For example, the target vehicle can be pre-braked during the pre-braking time interval.

[0132] For example, the pre-braking duration t can be pre-configured. pp Pre-braking duration t ppConfiguration can be based on experience. If, at the current moment (moment one), a collision risk is detected between the target vehicle and the moving object, then the start time of the pre-braking time interval is moment one, the end time of the pre-braking time interval is moment two, and the interval between moment two and moment one is the pre-braking duration t. pp That is, the second time step is the first time step + t. pp Therefore, a pre-braking time t is required. pp Within this timeframe, the pre-braking of the target vehicle is completed; that is, the pre-braking duration is increased by t based on the initial moment. pp To complete the pre-braking of the target vehicle.

[0133] For example, pre-braking may include, but is not limited to, brake pre-filling and / or deceleration. Of course, brake pre-filling and deceleration are just two examples of pre-braking, and there is no limitation on how pre-braking is implemented.

[0134] In one possible implementation, brake pre-filling can be performed on the target vehicle during the pre-braking time interval; brake pre-filling can also be referred to as pressure build-up. Alternatively, the target vehicle can be decelerated during the pre-braking time interval, or both brake pre-filling and deceleration can be performed on the target vehicle during the pre-braking time interval.

[0135] Brake pre-filling of a target vehicle refers to achieving a faster braking response. In a braking system, there is a gap between the friction pads and the brake disc to prevent premature wear of the friction pads. During emergency braking, this gap affects the overall braking distance. Brake pre-filling prepares for emergency situations by eliminating the gap between the friction pads and the brake disc in advance, without applying braking force. This allows the braking system to respond to braking requests more quickly, thus saving vehicle braking response time.

[0136] Reducing the speed of the target vehicle means that a reference speed can be pre-configured, which can be relatively low, such as 60 km / h or 50 km / h. During the pre-braking time interval, the target vehicle's speed is imperceptibly reduced to this reference speed, thereby further alleviating the discomfort caused by subsequent braking.

[0137] Third, regarding the moving object locking process, it is necessary to detect whether the moving object is an obstacle to the target vehicle, that is, whether the moving object is locked as an obstacle. For example, after the pre-braking process is completed within the pre-braking time interval, the end time of the pre-braking time interval is the second time. Based on the first expansion region at the second time and the second expansion region at the second time, it is determined whether the moving object is an obstacle to the target vehicle.

[0138] For example, when the current time is the second time, the first expansion region of the moving object and the second expansion region of the target vehicle at the second time can be obtained, see steps 301-303, and then it can be determined whether the moving object is an obstacle of the target vehicle based on the first expansion region and the second expansion region.

[0139] For example, the second overlap at the second time can be determined based on the first expansion region at the second time and the second expansion region at the second time. If the second overlap is greater than a preset second threshold (the preset second threshold can be configured empirically), then the moving object is determined to be an obstacle of the target vehicle. If the second overlap is not greater than the preset second threshold, then the moving object is determined not to be an obstacle of the target vehicle.

[0140] For example, the second overlap can be IOU. The second overlap can be determined by the above formula (8). The first expansion region at the first time is updated to the first expansion region at the second time, and the second expansion region at the first time is updated to the second expansion region at the second time. This will not be repeated here.

[0141] After obtaining the second overlap, if the second overlap is greater than a preset second threshold E (E is the obstacle interference threshold; the preset second threshold E can be greater than the preset first threshold e, so that the second overlap will be greater than the preset second threshold E when the moving object is closer to the target vehicle, avoiding mistakenly locking the moving object as an obstacle), it indicates that a collision will occur between the target vehicle and the moving object. That is, the moving object is determined to be an obstacle to the target vehicle. Therefore, the result of locking the moving object is the presence of an obstacle, and comfort braking is prepared. In summary, if the moving object is determined to be an obstacle to the target vehicle, the comfort braking process is executed.

[0142] After obtaining the second overlap, if the second overlap is not greater than the preset second threshold E, it indicates that the target vehicle and the moving object will not collide, meaning the moving object is determined not to be an obstacle to the target vehicle. Therefore, the result of locking the moving object is that there is no obstacle, and the moving object can be released. For example, releasing the moving object means not using the moving object as a wind control target for the target vehicle, thus eliminating the need to execute the comfort braking process. In summary, if it is determined that the moving object is not an obstacle to the target vehicle, meaning the obstacle cannot be locked, the moving object release process can be executed, and then the moving object recall process is returned. At the next time t+1, the next time t+1 is taken as the current time, and the process is repeated. Figure 3 The process is shown below.

[0143] Since the target vehicle has already been pre-braked, the pre-braking can be released during the release process of the moving object. This release can include, but is not limited to, releasing brake pre-fill and / or accelerating. For example, if brake pre-fill is applied to the target vehicle during the pre-braking time interval, the brake pre-fill is released, restoring the clearance between the friction pads and the brake disc; this process is not limited. Alternatively, if the target vehicle is decelerated during the pre-braking time interval, the target vehicle is accelerated, slowly increasing its speed. Or, if brake pre-fill and deceleration are applied to the target vehicle during the pre-braking time interval, the brake pre-fill is released and the target vehicle is accelerated.

[0144] Alternatively, during the release process of the moving object, the pre-braking can be released. For example, the driver can take over the vehicle and release the pre-braking to avoid accidental triggering and affecting the driver's driving experience.

[0145] In one possible implementation, there may be multiple moving objects targeting the target vehicle, and a second overlap degree between the target vehicle and each moving object needs to be calculated. If any second overlap degree is greater than a preset second threshold, the moving object is determined to be an obstacle to the target vehicle, and a comfort braking process needs to be executed. If all second overlap degrees are not greater than the preset second threshold, the moving object is determined not to be an obstacle to the target vehicle, and a moving object release process needs to be executed, then the process returns to the moving object recall process.

[0146] Alternatively, the maximum second overlap can be selected from all possible second overlap values. If the maximum second overlap is greater than a preset second threshold, the moving object is determined to be an obstacle to the target vehicle, and a comfort braking process needs to be executed. If the maximum second overlap is not greater than the preset second threshold, the moving object is determined not to be an obstacle to the target vehicle, and a moving object release process needs to be executed, then the process returns to the moving object recall process.

[0147] Fourth, regarding the comfort braking process, if the moving object is determined to be an obstacle of the target vehicle based on the first expansion region at the second moment and the second expansion region at the second moment, then the comfort braking process needs to be executed. For example, comfort braking can be performed on the target vehicle starting from the second moment.

[0148] For example, when applying comfort braking to a target vehicle, the deceleration of the target vehicle does not exceed the maximum braking deceleration. For instance, the deceleration of the target vehicle is controlled based on the maximum braking deceleration to ensure that the deceleration of the target vehicle does not exceed the maximum braking deceleration, thereby achieving comfort braking.

[0149] For the target vehicle’s maximum braking deceleration, the maximum braking deceleration can be dynamically adjusted. For example, the target vehicle’s maximum braking deceleration at the current moment can be determined based on the target vehicle’s corresponding acceleration and the target vehicle’s maximum braking deceleration at the previous moment. For example, during the target vehicle’s driving process, the maximum braking deceleration can be dynamically adjusted using formula (6).

[0150] In one possible implementation, the vehicle braking method can be applied to low-speed emergency braking scenarios in automatic parking, or it can be applied to high-speed emergency braking scenarios in adaptive cruise control. Of course, these are just two examples, and the application scenarios of this vehicle braking method are not limited.

[0151] Application Scenario 1: Low-speed emergency braking scenario in automatic parking.

[0152] In automated parking scenarios, the target vehicle cruises at a low speed, meaning it is controlled to move at a low speed and park in the parking space. During this low-speed movement, if an obstacle (moving object) cuts into the target vehicle's path, the driver cannot intervene in time, thus posing a collision risk.

[0153] See Figure 6A The diagram illustrates a low-speed emergency braking scenario in automatic parking. During the target vehicle's movement, if a collision risk is determined based on the first expansion region and the second expansion region at a first moment, pre-braking of the target vehicle begins at the first moment and is completed at the second moment. This allows for early braking pre-filling, saving vehicle braking response time, or reducing the vehicle speed to a comfortable stop in advance. The position corresponding to the first moment is the pre-braking start position, and the position corresponding to the second moment is the pre-braking end position and the braking start position, respectively.

[0154] If an obstacle is determined to exist based on the first expansion region at the second time step and the second expansion region at the second time step, i.e., when the obstacle is locked, comfort braking is applied to bring the vehicle to a stop to avoid the risk of collision. See also Figure 6A As shown, even when comfort braking is applied, the braking position is in front of the target collision position.

[0155] Application Scenario 2: High-speed emergency braking scenario in adaptive cruise control.

[0156] In adaptive cruise control scenarios, the target vehicle cruises at high speed, meaning it is controlled to travel at high speed. During this high-speed travel, the motion of vehicles ahead constantly changes. When a vehicle cuts into the target vehicle's path, the driver cannot intervene in time, thus posing a collision risk.

[0157] See Figure 6B The diagram illustrates a high-speed emergency braking scenario in adaptive cruise control. If a collision risk is determined based on the first expansion region and the second expansion region at a first moment during the target vehicle's movement, pre-braking begins at the first moment and is completed at the second moment. This advance braking pre-filling operation saves vehicle braking response time or reduces the vehicle speed to a comfortable stop in advance. The position corresponding to the first moment is the pre-braking start position, and the positions corresponding to the second moment are the pre-braking end position and the braking start position, respectively.

[0158] If an obstacle (i.e., the vehicle ahead as an obstacle) is determined based on the first expansion region at the second time step and the second expansion region at the second time step, comfort braking is applied to bring the vehicle to a stop, avoiding the risk of collision. See also Figure 6B As shown, even when comfort braking is applied, the braking position is in front of the target collision position.

[0159] If the collision risk is eliminated when the vehicle in front accelerates away, the lock on that vehicle is released. If the vehicle in front continues to decelerate, the collision risk is confirmed, and the target vehicle is braked comfortably to avoid a collision.

[0160] In one possible implementation, all data involved in this embodiment (such as all data related to the target vehicle) is obtained and used only with the knowledge and authorization of the relevant users.

[0161] As can be seen from the above technical solutions, in this embodiment, when there is a risk of collision between the target vehicle and a moving object, the target vehicle is pre-braked in advance. This pre-braking is imperceptible to the driver (i.e., the driver will not perceive the pre-braking process). That is, when a potential collision with an obstacle is detected in the driving direction, pre-braking is performed in advance to reduce the vehicle's speed. When the moving object is an obstacle that is the target vehicle (i.e., the moving object is locked as an obstacle, and the moving object has already affected the target vehicle), because pre-braking has already been performed in advance (e.g., the vehicle speed has already decreased), the target vehicle can be comfortably braked. That is, the deceleration of the target vehicle is not greater than the maximum braking deceleration, thus achieving a comfortable stop after locking onto the obstacle, avoiding sudden braking and accidental braking. In this way, the vehicle speed can be reduced slowly (i.e., a comfortable stop is achieved), avoiding emergency braking (i.e., sudden braking), thereby providing the driver with a better driving experience.

[0162] Based on the same concept as the above method, this application proposes a vehicle braking device applied to a target vehicle. See [link to relevant documentation]. Figure 7 The diagram shown is a structural schematic of the device, which includes:

[0163] Processing module 71 is configured to, for each moment, acquire the first physical coordinates of the moving object at that moment, and acquire the second physical coordinates of the target vehicle at that moment; wherein, the moving object is located in the travel area of ​​the target vehicle during its travel; and determine the first expansion area of ​​the moving object based on the first physical coordinates, and determine the second expansion area of ​​the target vehicle based on the second physical coordinates.

[0164] The pre-braking module 72 is used to pre-brake the target vehicle during a pre-braking time interval if it is determined that there is a risk of collision between the target vehicle and the moving object based on the first expansion region and the second expansion region at the first time. The pre-braking includes brake pre-filling and / or deceleration. The start time of the pre-braking time interval is the first time, and the end time of the pre-braking time interval is the second time.

[0165] The comfort braking module 73 is used to perform comfort braking on the target vehicle if the moving object is determined to be an obstacle of the target vehicle based on the first expansion region at the second time and the second expansion region at the second time; when performing comfort braking, the deceleration of the target vehicle is not greater than the maximum braking deceleration.

[0166] For example, when the processing module 71 obtains the first physical coordinates of the moving object at that moment, it is specifically used to: determine the coordinate prediction error of the moving object at that moment based on the measured physical coordinates of the moving object at that moment, the measured physical coordinates of the moving object at the previous moment, the acceleration of the moving object at the previous moment, and the time interval between the current moment and the previous moment.

[0167] The acceleration prediction error is determined based on the coordinate prediction error and the interval duration.

[0168] Based on the measured physical coordinates of the moving object at that moment, the acceleration prediction error, and the interval duration, the first physical coordinates of the moving object at that moment are determined.

[0169] For example, the processing module 71 uses the following formula to determine the coordinate prediction error of the moving object at that moment:

[0170] The processing module 71 uses the following formula to determine the acceleration prediction error:

[0171] The processing module 71 uses the following formula to determine the first physical coordinates of the moving object at that moment:

[0172]

[0173] Where, xt and y t The x-coordinate represents the measured physical coordinates of the moving object at that moment. t-1 and y t-1 a represents the measured physical coordinates of the moving object at the previous moment. x-1 and a y-1 The value of T represents the acceleration of the moving object at the previous moment, and T represents the duration of the interval. and This indicates the coordinate prediction error. and This indicates the acceleration prediction error. and Represents the first physical coordinates;

[0174] Among them, e -(n-3) The error parameter is represented by n, which represents the number of time intervals between the current moment and the first moment. The first moment is the moment when the moving object first enters the travel area of ​​the target vehicle during its travel.

[0175] For example, when the processing module 71 obtains the second physical coordinates of the target vehicle at that moment, it is specifically used to: determine the maximum braking deceleration of the target vehicle at that moment based on the acceleration corresponding to the target vehicle and the maximum braking deceleration of the target vehicle at the previous moment.

[0176] Based on the physical coordinates of the target vehicle at the previous moment, the maximum braking deceleration of the target vehicle at that moment, the time length corresponding to that moment, and the angle corresponding to that moment, the second physical coordinates of the target vehicle at that moment are determined.

[0177] For example, the processing module 71 uses the following formula to determine the maximum braking deceleration of the target vehicle at that moment: The processing module 71 uses the following formula to determine the second physical coordinates of the target vehicle at that moment: This represents the maximum braking deceleration of the target vehicle at the previous moment. a represents the maximum braking deceleration of the target vehicle at that moment. ′ k This refers to the jerk; where k represents the pre-configured jerk level, and a ′ k It is the jerk corresponding to the jerk level; and This represents the physical coordinates of the target vehicle at the previous moment. and The second physical coordinate is represented by t, the time length is represented by θ. v This indicates the angle.

[0178] For example, when the pre-braking module 72 determines that there is a collision risk between the target vehicle and the moving object based on the first expansion region and the second expansion region at the first time, it is specifically used to: determine the first overlap at the first time based on the first expansion region and the second expansion region at the first time; if the first overlap is greater than a preset first threshold, then it is determined that there is a collision risk between the target vehicle and the moving object. When the comfort braking module 73 determines that the moving object is an obstacle of the target vehicle based on the first expansion region and the second expansion region at the second time, it is specifically used to: determine the second overlap at the second time based on the first expansion region and the second expansion region at the second time; if the second overlap is greater than a preset second threshold, then it is determined that the moving object is an obstacle of the target vehicle. Wherein, the preset second threshold is greater than or equal to the preset first threshold.

[0179] For example, when the pre-braking module 72 determines the first overlap at the first moment based on the first expansion region and the second expansion region at the first moment, it is specifically used for:

[0180] The first overlap is determined using the following formula:

[0181] in, This represents the lateral overlap dimension between the first expansion region and the second expansion region, and is determined using the following formula:

[0182] in, This represents the longitudinal overlap dimension between the first expansion region and the second expansion region, and is determined using the following formula:

[0183] Where IOU represents the first overlap, w o h represents half the lateral dimension of the first expansion region. o w represents half the longitudinal dimension of the first expansion region. v h represents half the lateral dimension of the second expansion region. v This represents half the longitudinal dimension of the second expansion region; and This represents the coordinates of the center point of the first expansion region, which are the first physical coordinates. and This represents the coordinates of the center point of the second expansion region, which are the second physical coordinates.

[0184] For example, the pre-braking module 72 is further configured to release the pre-braking of the target vehicle if it is determined, based on the first expansion region at the second time and the second expansion region at the second time, that the moving object is not an obstacle of the target vehicle; the release of pre-braking includes releasing the brake pre-fill and / or accelerating.

[0185] For example, the vehicle braking method is applied to a low-speed emergency braking scenario in automatic parking, or the vehicle braking method is applied to a high-speed emergency braking scenario in adaptive cruise control.

[0186] Based on the same application concept as the above method, this application proposes a vehicle device, see [link to relevant documentation]. Figure 8 As shown, the vehicle equipment includes a processor 81 and a machine-readable storage medium 82, the machine-readable storage medium 82 storing machine-executable instructions that can be executed by the processor 81; the processor 81 is used to execute the machine-executable instructions to implement the vehicle braking method disclosed in the above example of this application.

[0187] Based on the same concept as the above method, this application also provides a machine-readable storage medium storing a plurality of computer instructions, which, when executed by a processor, can implement the vehicle braking method disclosed in the above examples of this application.

[0188] The aforementioned machine-readable storage medium can be any electronic, magnetic, optical, or other physical storage device that can contain or store information, such as executable instructions, data, etc. For example, machine-readable storage media can be: RAM (Random Access Memory), volatile memory, non-volatile memory, flash memory, storage drives (such as hard disk drives), solid-state drives, any type of storage disk (such as optical discs, DVDs, etc.), or similar storage media, or combinations thereof.

[0189] Based on the same application concept as the above method, this application embodiment also provides a computer program product, which may include a computer program, wherein when the computer program is executed by a processor, it implements the vehicle braking method disclosed in the above examples of this application.

[0190] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, embodiments of this application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0191] The above description is merely an embodiment of this application and is not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A vehicle braking method, characterized in that, Applied to a target vehicle, the method includes: For each moment, the first physical coordinates of the moving object at that moment are obtained, and the second physical coordinates of the target vehicle at that moment are obtained; wherein, the moving object is located in the travel area of ​​the target vehicle during its travel; a first expansion region of the moving object is determined based on the first physical coordinates, and a second expansion region of the target vehicle is determined based on the second physical coordinates; If it is determined that there is a collision risk between the target vehicle and the moving object based on the first expansion region and the second expansion region at the first moment, then the target vehicle is pre-braked during the pre-braking time interval. The pre-braking includes brake pre-filling and / or deceleration. The start time of the pre-braking time interval is the first moment, and the end time of the pre-braking time interval is the second moment. If the moving object is determined to be an obstacle to the target vehicle based on the first expansion region at the second time and the second expansion region at the second time, then the target vehicle is subjected to comfort braking; when the target vehicle is subjected to comfort braking, the deceleration of the target vehicle is not greater than the maximum braking deceleration; If it is determined, based on the first expansion region at the second time and the second expansion region at the second time, that the moving object is not an obstacle of the target vehicle, then the pre-braking of the target vehicle is released; wherein, the release of pre-braking includes releasing the pre-fill brake and / or accelerating.

2. The method according to claim 1, characterized in that, The process of obtaining the first physical coordinates of the moving object at that moment includes: Based on the measured physical coordinates of the moving object at this moment, the measured physical coordinates of the moving object at the previous moment, the acceleration of the moving object at the previous moment, and the time interval between this moment and the previous moment, the coordinate prediction error of the moving object at this moment is determined. The acceleration prediction error is determined based on the coordinate prediction error and the interval duration. Based on the measured physical coordinates of the moving object at that moment, the acceleration prediction error, and the interval duration, the first physical coordinates of the moving object at that moment are determined.

3. The method according to claim 2, characterized in that, The coordinate prediction error of the moving object at that moment is determined using the following formula: ； ； The acceleration prediction error is determined using the following formula: ; ; The first physical coordinates of the moving object at that moment are determined using the following formula: ； ； in, and This represents the measured physical coordinates of the moving object at that moment. and This represents the measured physical coordinates of the moving object at the previous moment. and This represents the acceleration of the moving object at the previous moment. This indicates the duration of the interval. and This indicates the coordinate prediction error. and This indicates the acceleration prediction error. and Represents the first physical coordinates; in, Indicates the error parameter. This indicates the number of time intervals between this moment and the first moment, where the first moment is the moment when the moving object first enters the travel area of ​​the target vehicle during its travel.

4. The method according to claim 1, characterized in that, Obtaining the second physical coordinates of the target vehicle at that moment includes: Based on the acceleration of the target vehicle and the maximum braking deceleration of the target vehicle in the previous moment, the maximum braking deceleration of the target vehicle at this moment is determined. Based on the physical coordinates of the target vehicle at the previous moment, the maximum braking deceleration of the target vehicle at that moment, the time length corresponding to that moment, and the angle corresponding to that moment, the second physical coordinates of the target vehicle at that moment are determined.

5. The method according to claim 4, characterized in that, The maximum braking deceleration of the target vehicle at that moment is determined using the following formula: ； The second physical coordinates of the target vehicle at that moment are determined using the following formula: ； ； in, This represents the maximum braking deceleration of the target vehicle at the previous moment. This represents the maximum braking deceleration of the target vehicle at that moment. Represents the jerk; wherein, k This indicates the pre-configured jerk level, and It is the jerk corresponding to the jerk level; and This represents the physical coordinates of the target vehicle at the previous moment. and Indicates the second physical coordinate. This indicates the duration of the time. This indicates the angle.

6. The method according to claim 1, characterized in that, The method of determining that the target vehicle and the moving object have a collision risk based on the first expansion region and the second expansion region at the first moment includes: determining the first overlap at the first moment based on the first expansion region and the second expansion region at the first moment; if the first overlap is greater than a preset first threshold, then it is determined that the target vehicle and the moving object have a collision risk. The method of determining the moving object as an obstacle of the target vehicle based on the first expansion region at the second time and the second expansion region at the second time includes: determining the second overlap at the second time based on the first expansion region at the second time and the second expansion region at the second time; if the second overlap is greater than a preset second threshold, then the moving object is determined to be an obstacle of the target vehicle. Wherein, the preset second threshold is greater than or equal to the preset first threshold.

7. The method according to claim 6, characterized in that, Determining the first overlap at the first time based on the first expansion region and the second expansion region at the first time includes: The first overlap is determined using the following formula: ; in, This represents the lateral overlap dimension between the first expansion region and the second expansion region, and is determined using the following formula: ; in, This represents the longitudinal overlap dimension between the first expansion region and the second expansion region, and is determined using the following formula: ; in, This indicates the first degree of overlap. This represents half the lateral dimension of the first expansion region. This represents half the longitudinal dimension of the first expansion region. This represents half the lateral dimension of the second expansion region. This represents half the longitudinal dimension of the second expansion region; and This represents the coordinates of the center point of the first expansion region, which are the first physical coordinates. and This represents the coordinates of the center point of the second expansion region, which are the second physical coordinates.

8. The method according to any one of claims 1-7, characterized in that, in, The vehicle braking method is applied to low-speed emergency braking scenarios in automatic parking, or the vehicle braking method is applied to high-speed emergency braking scenarios in adaptive cruise control.

9. A vehicle braking device, characterized in that, Applied to a target vehicle, the device includes: The processing module is used to acquire, for each moment, the first physical coordinates of the moving object at that moment, and the second physical coordinates of the target vehicle at that moment; wherein, the moving object is located in the travel area of ​​the target vehicle during its travel; and to determine the first expansion region of the moving object based on the first physical coordinates, and to determine the second expansion region of the target vehicle based on the second physical coordinates. A pre-braking module is configured to pre-brake the target vehicle during a pre-braking time interval if it is determined that there is a collision risk between the target vehicle and the moving object based on a first expansion region and a second expansion region at a first time. The pre-braking includes brake pre-filling and / or deceleration. The start time of the pre-braking time interval is the first time, and the end time of the pre-braking time interval is the second time. A comfort braking module is used to apply comfort braking to the target vehicle if the moving object is determined to be an obstacle of the target vehicle based on the first expansion region at a second time and the second expansion region at a second time; when applying comfort braking, the deceleration of the target vehicle is not greater than the maximum braking deceleration. The pre-braking module is further configured to release the pre-braking of the target vehicle if it is determined, based on the first expansion region at the second time and the second expansion region at the second time, that the moving object is not an obstacle of the target vehicle; the release of pre-braking includes releasing the brake pre-fill and / or accelerating.

10. A vehicle device, characterized in that, include: A processor and a machine-readable storage medium, the machine-readable storage medium storing machine-executable instructions that can be executed by the processor; The processor is configured to execute machine-executable instructions to implement the method of any one of claims 1-8.

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