Automatic emergency brake control method and device, terminal equipment and storage medium

Abstract

The invention discloses an automatic emergency brake control method and device, terminal equipment and a storage medium. When it is observed that the first transverse crossing target appears in front of the vehicle for the first time, the rear side of the first transverse crossing target serves as the far side, the front side of the first transverse crossing target serves as the near side, and the first longitudinal distance between the transverse crossing target and the vehicle and the first transverse distance between the far side and the vehicle are obtained in real time; determining a first transverse offset according to the first longitudinal distance; judging whether the automatic brake of the current vehicle is activated or not; if the current automatic brake is activated, determining a first far side additional offset according to the first transverse distance, and continuously judging whether to deactivate the automatic brake or not in combination with the first transverse offset; and if the current automatic brake is not activated, determining a second far side additional offset according to the first transverse distance, and continuously judging whether the automatic brake is activated or not in combination with the first longitudinal distance. According to the invention, the safety of the first traversing target when leaving the lane can be improved.

Description

Technical Field

[0001] The present application relates to the field of autonomous driving control, and in particular to an automatic emergency braking control method, apparatus, terminal device and storage medium. Background Art

[0002] Autonomous Emergency Braking (AEB) is a system in which the vehicle automatically helps the driver to take emergency braking actions when it suddenly detects a dangerous target in the lane ahead during normal driving, thereby avoiding collisions with pedestrians or vehicles ahead.

[0003] The prior art usually adds a symmetrical offset with an equal distance to the front and rear sides of the dangerous target. When the offset is located in the lane corresponding to the vehicle, it is judged that emergency braking needs to be performed, and when the symmetrical offset on the rear side of the dangerous target leaves the lane, the braking ends. The symmetrical offset is often determined based on factors such as the forward speed of the dangerous target and the longitudinal distance between the vehicle and the dangerous target. However, since the action state of the dangerous target is uncontrollable, for example, when the dangerous target just enters the lane, it can more intuitively observe the driving state of the vehicle in the lane, so it pays more attention to safety. However, when the dangerous target is about to leave the lane, the lane area has often left the dangerous target's field of vision and the vigilance decreases, resulting in the automatic emergency brake misjudgment when the dangerous target is about to leave the lane, so that the automatic emergency brake fails to be triggered or the triggering of the automatic emergency brake is terminated prematurely.

[0004] Therefore, how to improve the accuracy of automatic emergency braking control and thus improve the safety of dangerous targets when they are about to leave their own lane is a technical problem that needs to be solved at present. Summary of the invention

[0005] The present application provides an automatic emergency braking control method, apparatus, terminal device and storage medium to solve the technical problem of how to improve the accuracy of automatic emergency braking control, thereby improving the safety of dangerous targets when they are about to leave their own lane.

[0006] In order to solve the above technical problems, in a first aspect, an embodiment of the present application provides an automatic emergency braking control method, comprising:

[0007] When a first crossing target is observed to appear in front of the vehicle for the first time, the rear side of the first crossing target is taken as the far edge, the front side of the first crossing target is taken as the near edge, a first longitudinal distance between the crossing target and the vehicle and a first lateral distance between the far edge and the vehicle are acquired in real time, and a first lateral offset is determined according to the first longitudinal distance; the first lateral offset is an extension distance relative to the near edge or the far edge;

[0008] Determine whether the automatic brake of the current vehicle has been activated;

[0009] If the current automatic brake is already activated, a first distal additional offset is determined based on the first lateral distance, and combined with the first lateral offset, it is continuously judged whether to deactivate the automatic brake; if the current automatic brake is not activated, a second distal additional offset is determined based on the first lateral distance, and combined with the first longitudinal distance, it is continuously judged whether to activate the automatic brake; the first distal additional offset and the second distal additional offset are extended distances relative to the first lateral offset.

[0010] Compared with the prior art, the embodiment of the present application has the following beneficial effects: first, when the first crossing target suspected of being a dangerous target is detected, since the first crossing target finally leaves the self-lane at the far side, it is necessary to obtain the first lateral distance of the far side of the first crossing target in real time to improve the accuracy of the subsequent judgment of the safety of the first crossing target when it is about to leave the self-lane. On the basis of the symmetrical offset, that is, the first lateral offset, it is judged whether the self-vehicle has executed automatic braking. If automatic braking has been executed, the additional first far side additional offset is dynamically adjusted according to the first lateral distance between the current first crossing target and the self-vehicle to adaptively extend the automatic braking trigger time, prevent the first crossing target from suddenly decreasing in speed and causing the automatic braking to end triggering in advance, and ensure that the first crossing target has enough time to leave the self-lane; if automatic braking has not been executed, the first lateral offset can be dynamically adjusted according to the first longitudinal distance between the current self-vehicle and the first crossing target to ensure continuous monitoring of the first crossing target. Even if the speed of the first crossing target suddenly decreases, the automatic braking is still activated in time according to the first longitudinal distance, thereby improving the safety of the first crossing target when it is about to leave the self-lane.

[0011] In some embodiments of the first aspect of the present application, when observing that a first crossing target first appears in front of the vehicle, the method includes:

[0012] When the first target appears in front of the vehicle,

[0013] and the longitudinal speed of the first target is less than a first threshold,

[0014] and the lateral speed of the first target is greater than a second threshold,

[0015] and the absolute value of the orientation angle of the first target belongs to a first range,

[0016] The first target is determined to be a first traversing target.

[0017] Compared with the prior art, the above embodiment has the following beneficial effects: in order to ensure that the first crossing target moves laterally relative to the longitudinally traveling vehicle, by obtaining the speed of the first target in front, ensuring that the longitudinal speed is less than a certain threshold and the lateral speed is greater than a certain threshold, and combining the orientation angle of the first target, the accurate first crossing target is separated from all the first targets, thereby improving the accuracy of the subsequent braking judgment basis.

[0018] In some embodiments of the first aspect of the present application, determining the first lateral offset according to the first longitudinal distance includes: updating the first lateral offset according to a first mapping relationship in combination with the first longitudinal distance acquired in real time.

[0019] Compared with the prior art, the above embodiment has the following beneficial effects: since when the automatic brake has not been activated, it means that the vehicle is still traveling in the direction of the first crossing target, and the corresponding first longitudinal distance is still changing, the first longitudinal distance between the vehicle and the first crossing target is combined with the first mapping relationship to update the first lateral offset in real time, thereby improving the accuracy of the subsequent braking judgment basis.

[0020] In some embodiments of the first aspect of the present application, a method for determining the first distal edge additional offset and the second distal edge additional offset includes:

[0021] According to the second mapping relationship, in combination with the first lateral distance acquired in real time, updating the first far edge additional offset;

[0022] According to the third mapping relationship, in combination with the first lateral distance acquired in real time, updating the second far edge additional offset;

[0023] At the same first lateral distance, the first distal edge additional offset is greater than the second distal edge additional offset.

[0024] Compared with the prior art, the above embodiment has the following beneficial effects: since the larger the first lateral distance is, the smaller the probability of collision between the ego vehicle and the first crossing target is, the first lateral distance can accurately reflect the far edge additional offset under different braking conditions. At the same time, since whether the automatic brake has been triggered when the first crossing target is detected reflects to a certain extent the distance between the current ego vehicle and the first crossing target in the longitudinal direction, when updating the far edge additional offset, the far edge additional offset corresponding to the triggered automatic brake is set to be greater than the far edge additional offset corresponding to the untriggered automatic brake, so as to ensure that the first crossing target has completely left the ego vehicle's lane area before restarting the ego vehicle, thereby improving the safety of the first crossing target when leaving the lane.

[0025] In some embodiments of the first aspect of the present application, the continuously determining whether to deactivate the automatic brake in combination with the first lateral offset and the near edge includes:

[0026] When the first lateral offset area on the front side of the near edge does not overlap with the lane area of ​​the own vehicle,

[0027] When the area of ​​the first lateral offset on the rear side of the distal edge plus the first distal edge additional offset does not overlap with the lane area of ​​the vehicle,

[0028] Deactivate the automatic brake.

[0029] Compared with the prior art, the above embodiment has the following beneficial effects: when the automatic braking is triggered, the first longitudinal distance remains unchanged, and the first crossing target is crossing the self-lane area. If the first crossing target has just entered the self-lane area, the area of ​​the first lateral offset on the front side of the near edge must overlap with the self-lane area, so the automatic braking state must be maintained at this time; in order to further improve the safety of the first crossing target when leaving the self-lane, on the basis of the first lateral offset, the first far edge additional offset obtained by the first lateral distance is added, and the waiting time of the self-vehicle is dynamically adjusted until the area of ​​the first lateral offset on the rear side of the far edge plus the first far edge additional offset does not overlap with the self-lane area, then the self-vehicle can be started, thereby improving the safety of the first crossing target when leaving the self-lane area.

[0030] In some embodiments of the first aspect of the present application, the continuously determining whether to activate the automatic braking in combination with the first longitudinal distance and the near edge includes:

[0031] continuously updating the first lateral offset according to the first longitudinal distance;

[0032] Whether to activate the automatic brake is continuously determined based on the first longitudinal distance, the first lateral offset, the second distal additional offset, and the proximal edge.

[0033] Compared with the prior art, the above embodiment has the following beneficial effects: since the first longitudinal distance is constantly changing when the automatic braking is not activated, the first lateral offset needs to be continuously updated according to the first longitudinal distance, and further, based on the first longitudinal distance acquired in real time and the first lateral offset updated in real time, combined with the second far-edge additional offset determined according to the real-time changing first lateral distance, it is continuously judged whether the automatic braking needs to be activated, thereby completing the continuous monitoring of the first crossing target and improving the accuracy of the automatic braking triggering control.

[0034] In some embodiments of the first aspect of the present application, the continuously determining whether to activate the automatic brake according to the first longitudinal distance, the first lateral offset, the second distal additional offset, and the proximal edge includes:

[0035] When the first longitudinal distance is less than a third threshold and when the first lateral offset area of ​​the near-front side overlaps with the lane area of ​​the own vehicle,

[0036] or when the first longitudinal distance is less than a third threshold and when the area of ​​the first lateral offset plus the second distal additional offset on the rear side of the distal edge overlaps with the lane area of ​​the vehicle,

[0037] Activate the automatic brake.

[0038] Compared with the prior art, the above embodiment has the following beneficial effects: since the first longitudinal distance reflects the distance between the ego vehicle and the first crossing target when the automatic braking is not activated, when the first longitudinal distance is too small, and the near edge and the offset areas on both sides of the far edge of the first crossing target have overlapped with the self-lane area, it means that the ego vehicle is very close to the first crossing target and it is necessary to perform the automatic braking operation to ensure the safety of the first crossing target; at the same time, even if the current first lateral distance is already very small, since the area with the additional offset of the second far edge has not overlapped with the self-lane, even if the first crossing target is in an uncontrollable moving state, the ego vehicle will still not collide with the first crossing target, thereby preventing the automatic braking from being triggered inadvertently.

[0039] In a second aspect, an embodiment of the present application further provides an automatic emergency brake control device, comprising: a first lateral offset acquisition module, a first judgment module, and a first execution module;

[0040] The first lateral offset acquisition module is used to acquire, in real time, a first longitudinal distance between the crossing target and the vehicle and a first lateral distance between the far edge and the vehicle when a first crossing target is observed to appear in front of the vehicle for the first time, with the rear side of the first crossing target as the far edge and the front side of the first crossing target as the near edge, and determine a first lateral offset according to the first longitudinal distance; the first lateral offset is an extension distance relative to the near edge or the far edge;

[0041] The first determination module is used to determine whether the automatic brake of the current vehicle has been activated;

[0042] The first execution module is used to determine a first far-edge additional offset according to the first lateral distance if the current automatic brake has been activated, and continuously judge whether to deactivate the automatic brake in combination with the first lateral offset; if the current automatic brake is not activated, determine a second far-edge additional offset according to the first lateral distance, and continuously judge whether to activate the automatic brake in combination with the first longitudinal distance; the first far-edge additional offset and the second far-edge additional offset are extended distances corresponding to the first lateral offset relative to the far edge.

[0043] In a third aspect, the present application also provides a terminal device, comprising a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein the processor implements the above-mentioned automatic emergency braking control method when executing the computer program.

[0044] In a fourth aspect, the present application also provides a computer-readable storage medium, which includes a stored computer program, wherein when the computer program is running, the device where the computer-readable storage medium is located is controlled to execute the above-mentioned automatic emergency braking control method. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] Figure 1 A schematic flow chart of an automatic emergency braking control method provided in some embodiments of the present application;

[0046] Figure 2 A schematic diagram of automatic braking judgment control provided in some embodiments of the present application;

[0047] Figure 3 Another flowchart of an automatic emergency braking control method provided in some embodiments of the present application;

[0048] Figure 4 This is a schematic diagram of the structure of an automatic emergency brake control device provided in some embodiments of the present application. DETAILED DESCRIPTION

[0049] The prior art usually adds a symmetrical offset with an equal distance to the front and rear sides of the dangerous target. When the offset is located in the lane corresponding to the vehicle, it is judged that emergency braking needs to be performed, and when the symmetrical offset on the rear side of the dangerous target leaves the lane, the braking ends. The symmetrical offset often adds the same offset to the front and rear sides of the dangerous target. However, since the action state of the dangerous target is uncontrollable, it is more likely to cause an accident when the dangerous target is about to leave the lane. For example, when the dangerous target just enters the lane, it can observe the driving state of the vehicle in the lane more intuitively, so it pays more attention to safety. However, when the dangerous target is about to leave the lane, the lane area has often left the field of vision of the dangerous target and the vigilance decreases, resulting in the automatic emergency braking misjudgment when the dangerous target is about to leave the lane, so that the automatic emergency braking fails to be triggered or the triggering of the automatic emergency braking is terminated prematurely.

[0050] In order to solve the above technical problems, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0051] Embodiment 1

[0052] Please refer to Figure 1 , an automatic emergency braking control method provided by an embodiment of the present application, including S10 to S30, specifically:

[0053] S10: When the first crossing target is observed to appear in front of the vehicle for the first time, the rear side of the first crossing target is taken as the far edge, and the front side of the first crossing target is taken as the near edge, and a first longitudinal distance between the crossing target and the vehicle and a first lateral distance between the far edge and the vehicle are obtained in real time, and a first lateral offset is determined according to the first longitudinal distance; the first lateral offset is an extension distance relative to the near edge or the far edge.

[0054] refer to Figure 2The automatic braking judgment control schematic diagram shown in the figure, the crossing target in the figure is a black rectangle, and it travels from right to left across the self-lane, wherein when the crossing target just enters the self-lane, the vertical side on the left side of the crossing target is closest to the self-vehicle, so the vertical side on the left side is the near side, and the corresponding vertical side on the right side of the crossing target is the far side. The first lateral distance is the distance between the self-vehicle and the far side. In this application, the distance between the coordinate point of the self-vehicle and the far side on the horizontal axis can be used as the first lateral distance. The first longitudinal distance can be understood as the distance between the coordinate point of the self-vehicle and the center point of the crossing target on the vertical axis, or the distance between the front side of the self-vehicle and the lower horizontal side of the crossing target. This application does not limit the specific calculation method of the first longitudinal distance, but only limits the first longitudinal distance to represent the distance between the self-vehicle and the crossing target on the vertical axis.

[0055] Further, in some embodiments of the present application, when observing the first crossing target appearing in front of the vehicle for the first time, it includes:

[0056] When the first target appears in front of the vehicle,

[0057] and the longitudinal speed of the first target is less than a first threshold,

[0058] and the lateral speed of the first target is greater than a second threshold,

[0059] and the absolute value of the orientation angle of the first target belongs to a first range,

[0060] The first target is determined to be a first traversing target.

[0061] refer to Figure 3 Another flow chart of the automatic emergency braking control method shown in FIG. 1 shows that in some embodiments of the present application, when determining whether the first target is the first crossing target, it is also necessary to determine whether the motion mode of the first target is a non-stationary state. The absolute value of the heading angle can be understood as the angle between the current forward direction of the crossing target and the horizontal direction of the horizontal axis.

[0062] In order to ensure that the first crossing target moves laterally relative to the longitudinally traveling vehicle, the speed of the first target in front is obtained to ensure that the longitudinal speed is less than a certain threshold and the lateral speed is greater than a certain threshold. In combination with the orientation angle of the first target, the accurate first crossing target is separated from all the first targets to improve the accuracy of the subsequent braking judgment basis.

[0063] Further, in some embodiments of the present application, determining the first lateral offset according to the first longitudinal distance includes: updating the first lateral offset according to a first mapping relationship in combination with the first longitudinal distance acquired in real time.

[0064] When the first longitudinal distance is known, the first lateral offset can be updated in real time according to the corresponding relationship between the first longitudinal distance and the first lateral offset. Figure 2 , the first horizontal offset corresponds to the blue dotted rectangular box that is adjacent to the two vertical sides of the horizontal target, and the length of the lower side of the rectangular box is the length of the first horizontal offset. It can be seen that the first horizontal offset is a symmetrical offset setting, and the first longitudinal distance has a unique corresponding relationship with the first horizontal offset.

[0065] Because when the automatic brake is not activated, it means that the vehicle is still traveling in the direction of the first crossing target, and the corresponding first longitudinal distance is still changing. Therefore, the first longitudinal distance between the vehicle and the first crossing target is combined with the first mapping relationship to update the first lateral offset in real time to improve the accuracy of the subsequent braking judgment basis.

[0066] S20: Determine whether the automatic brake of the current vehicle has been activated.

[0067] Preferably, in some embodiments of the present application, the judgment behavior of whether the automatic brake has been activated is determined by observing whether the AEB signal in the vehicle is activated, and the activation control of the AEB signal is executed by the following S30 judgment.

[0068] S30: If the current automatic brake is already activated, a first far edge additional offset is determined according to the first lateral distance, and combined with the first lateral offset, it is continuously judged whether to deactivate the automatic brake; if the current automatic brake is not activated, a second far edge additional offset is determined according to the first lateral distance, and combined with the first longitudinal distance, it is continuously judged whether to activate the automatic brake; the first far edge additional offset and the second far edge additional offset are the extended distances corresponding to the first lateral offset relative to the far edge.

[0069] refer to Figure 2 The first far edge additional offset and the second far edge additional offset correspond to the red dotted rectangle crossing the right side of the target, and the rectangle is adjacent to the first lateral offset and corresponds to the blue dotted rectangular box crossing the right side of the target, which is equivalent to additionally extending the first lateral offset through the first far edge additional offset and the second far edge additional offset.

[0070] Further, in some embodiments of the present application, the method for determining the first distal edge additional offset and the second distal edge additional offset includes:

[0071] According to the second mapping relationship, in combination with the first lateral distance acquired in real time, updating the first far edge additional offset;

[0072] According to the third mapping relationship, in combination with the first lateral distance acquired in real time, updating the second far edge additional offset;

[0073] At the same first lateral distance, the first distal edge additional offset is greater than the second distal edge additional offset.

[0074] Since the larger the first lateral distance is, the smaller the probability of collision between the ego vehicle and the first crossing target is, the first lateral distance can accurately reflect the far-edge additional offset under different braking conditions. At the same time, since whether the automatic brake has been triggered when the first crossing target is detected reflects to a certain extent the distance between the current ego vehicle and the first crossing target in the longitudinal direction, when updating the far-edge additional offset, the far-edge additional offset corresponding to the triggered automatic brake is set to be greater than the far-edge additional offset corresponding to the untriggered automatic brake, so as to ensure that the first crossing target has completely left the ego vehicle's lane area before restarting the ego vehicle, thereby improving the safety of the first crossing target when it leaves the lane.

[0075] At the same time, since the automatic braking has been triggered, it means that the first longitudinal distance is very close to the first crossing target distance, and the first far edge additional offset needs to be set larger. Otherwise, it is easy for the self-vehicle to start with too short a first longitudinal distance, which makes it easier for the self-vehicle to collide with the first crossing target. Therefore, by making the first far edge additional offset greater than the second far edge additional offset, the waiting time for the first lateral target when the automatic braking is triggered is extended, thereby improving the safety of the first crossing target when leaving the self-vehicle lane when the self-vehicle brakes.

[0076] When the automatic braking is not triggered, since there is still a long first longitudinal distance between the ego vehicle and the first crossing target, if the second far edge additional offset is set too large at this time, it is easy to cause the ego vehicle in the driving state to just meet the braking demand at the first longitudinal distance, but when the first crossing target has left the ego lane for a long distance, invalid automatic braking is performed, causing the ego vehicle to be rear-ended.

[0077] Further, in some embodiments of the present application, the step of continuously determining whether to deactivate the automatic brake in combination with the first lateral offset and the near edge includes:

[0078] When the first lateral offset area of ​​the near-side front side does not overlap with the lane area of ​​the vehicle,

[0079] When the area of ​​the first lateral offset plus the first distal additional offset behind the distal edge does not overlap with the lane area of ​​the vehicle,

[0080] Deactivate the automatic brake.

[0081] refer to Figure 3When making an automatic braking control judgment, it is necessary to combine the first longitudinal distance and the sum of the total offsets. If the vehicle is in a braking state at this time, it means that the first longitudinal distance must meet the judgment threshold when triggering the brake. Therefore, at this time, it is only necessary to judge whether the sum of the offsets meets a certain threshold.

[0082] Further references Figure 2 When the first lateral target just enters the lane, if the area corresponding to the first lateral offset, that is, the blue dotted rectangle on the left side of the first lateral target, overlaps with the lane, then the automatic braking state should be maintained at this time; when the first lateral target just leaves the lane, if the area corresponding to the first lateral offset plus the first far edge additional offset, that is, any area of ​​the blue dotted rectangle on the right side of the first lateral target and the red dotted rectangle, overlaps with the lane, then the automatic braking state should be maintained at this time; otherwise, the automatic braking state can be released. This improves the safety when the first lateral target leaves the lane.

[0083] Further, in some embodiments of the present application, the step of continuously determining whether to activate the automatic braking based on the first longitudinal distance and the near edge includes:

[0084] continuously updating the first lateral offset according to the first longitudinal distance;

[0085] Whether to activate the automatic brake is continuously determined based on the first longitudinal distance, the first lateral offset, the second distal additional offset, and the proximal edge.

[0086] Since the first longitudinal distance is constantly changing when the automatic braking is not activated, the first lateral offset needs to be continuously updated based on the first longitudinal distance. Further, based on the first longitudinal distance acquired in real time and the first lateral offset updated in real time, combined with the second far-side additional offset determined based on the real-time changing first lateral distance, it is continuously determined whether the automatic braking needs to be activated, thereby completing continuous monitoring of the first crossing target and improving the accuracy of automatic braking triggering control.

[0087] Further, in some embodiments of the present application, continuously determining whether to activate the automatic brake according to the first longitudinal distance, the first lateral offset, the second distal additional offset, and the proximal edge includes:

[0088] When the first longitudinal distance is less than a third threshold and when the first lateral offset area of ​​the near-front side overlaps with the lane area of ​​the vehicle,

[0089] or when the first longitudinal distance is less than a third threshold and when the area of ​​the first lateral offset plus the second distal additional offset behind the distal edge overlaps with the lane area of ​​the vehicle,

[0090] Activate the automatic brake.

[0091] refer to Figure 3 When making an automatic braking control judgment, if the vehicle is in a driving state at this time, it means that one of the first longitudinal distance or the total offset still does not meet the judgment threshold when triggering the brake. Therefore, at this time, it is only necessary to simultaneously judge whether the first longitudinal distance and the total offset meet a certain threshold.

[0092] Further references Figure 2 When the first lateral target just enters the lane, if the area corresponding to the first lateral offset, that is, the blue dotted rectangle on the left side of the first lateral target, overlaps with the lane, and the first longitudinal distance is less than the third threshold, then the automatic braking state should be activated at this time; when the first lateral target just leaves the lane, if the area corresponding to the first lateral offset plus the second far edge additional offset, that is, any area of ​​the blue dotted rectangle on the right side of the first lateral target and the red dotted rectangle overlaps with the lane, and the first longitudinal distance is less than the third threshold, then the automatic braking state should be activated at this time; otherwise, the driving state can be maintained. This prevents false triggering of the brakes and improves the safety of the vehicle.

[0093] In summary, the automatic emergency braking control method provided by the embodiment of the present application has the following beneficial effects: first, when the first crossing target suspected of being a dangerous target is detected, since the first crossing target finally leaves the self-lane at the far side, it is necessary to obtain the first lateral distance of the far side of the first crossing target in real time to improve the accuracy of the subsequent judgment of the safety of the first crossing target when it is about to leave the self-lane. On the basis of the symmetrical offset, that is, the first lateral offset, it is judged whether the self-vehicle has executed automatic braking. If automatic braking has been executed, the additional first far side additional offset is dynamically adjusted according to the first lateral distance between the current first crossing target and the self-vehicle to adaptively extend the automatic braking trigger time, prevent the first crossing target from suddenly decreasing in speed and causing the automatic braking to end triggering in advance, and ensure that the first crossing target has enough time to leave the self-lane; if automatic braking has not been executed, the first lateral offset can be dynamically adjusted according to the first longitudinal distance between the current self-vehicle and the first crossing target to ensure continuous monitoring of the first crossing target. Even if the speed of the first crossing target suddenly decreases, the automatic braking is still activated in time according to the first longitudinal distance, thereby improving the safety of the first crossing target when it is about to leave the self-lane.

[0094] Embodiment 2

[0095] refer to Figure 4 , an automatic emergency brake control device provided in an embodiment of the present application, includes: a first lateral offset acquisition module 11, a first judgment module 12 and a first execution module 13.

[0096] Further, in some embodiments of the present application, the first lateral offset acquisition module 11 is used to, when observing the first appearance of a first traversing target in front of the self-vehicle for the first time, take the rear side of the first traversing target as the far edge and the front side of the first traversing target as the near edge, acquire in real time the first longitudinal distance between the traversing target and the self-vehicle and the first lateral distance between the far edge and the self-vehicle, and determine the first lateral offset according to the first longitudinal distance; the first lateral offset is an extended distance relative to the near edge or the far edge; the first judgment module 12 is used to judge whether the automatic brake of the self-vehicle is currently activated; the first execution module 13 is used to determine the first far edge additional offset according to the first lateral distance if the automatic brake is currently activated, and continuously judge whether to deactivate the automatic brake in combination with the first lateral offset; if the automatic brake is not currently activated, determine the second far edge additional offset according to the first lateral distance, and continuously judge whether to activate the automatic brake in combination with the first longitudinal distance; the first far edge additional offset and the second far edge additional offset are extended distances corresponding to the first lateral offset relative to the far edge.

[0097] Further, in some embodiments of the present application, when the first crossing target is observed to appear in front of the vehicle for the first time, it includes: when the first target appears in front of the vehicle, and the longitudinal speed of the first target is less than a first threshold, and the lateral speed of the first target is greater than a second threshold, and the absolute value of the heading angle of the first target belongs to a first range, the first target is determined to be the first crossing target.

[0098] Further, in some embodiments of the present application, determining the first lateral offset according to the first longitudinal distance includes: updating the first lateral offset according to a first mapping relationship in combination with the first longitudinal distance acquired in real time.

[0099] Furthermore, in some embodiments of the present application, the method for determining the first far edge additional offset and the second far edge additional offset includes: updating the first far edge additional offset according to a second mapping relationship in combination with the first lateral distance acquired in real time; updating the second far edge additional offset according to a third mapping relationship in combination with the first lateral distance acquired in real time; under the same first lateral distance, the first far edge additional offset is greater than the second far edge additional offset.

[0100] Furthermore, in some embodiments of the present application, the first lateral offset and the near edge are combined to continuously determine whether to deactivate the automatic brake, including: when the area of ​​the first lateral offset in front of the near edge does not overlap with the lane area of ​​the vehicle, and when the area of ​​the first lateral offset plus the first far edge additional offset in the rear of the far edge does not overlap with the lane area of ​​the vehicle, the automatic brake is deactivated.

[0101] Further, in some embodiments of the present application, the combination of the first longitudinal distance and the near edge to continuously determine whether to activate the automatic brake includes: continuously updating the first lateral offset based on the first longitudinal distance; and continuously determining whether to activate the automatic brake based on the first longitudinal distance, the first lateral offset, the second far edge additional offset and the near edge.

[0102] Further, in some embodiments of the present application, the continuous determination of whether to activate the automatic braking is made based on the first longitudinal distance, the first lateral offset, the second distal additional offset and the proximal edge, including: when the first longitudinal distance is less than a third threshold and when the area of ​​the first lateral offset in front of the proximal edge overlaps with the self-lane area of ​​the vehicle, or when the first longitudinal distance is less than a third threshold and when the area of ​​the first lateral offset plus the second distal additional offset in the rear of the distal edge overlaps with the self-lane area of ​​the vehicle, the automatic braking is activated.

[0103] It can be understood that the above-mentioned device item embodiments correspond to the method item embodiments of the present invention. An automatic emergency braking control device provided by the embodiment of the present invention can implement any method item embodiment of the present invention, that is, the automatic emergency braking control method provided by embodiment one.

[0104] In summary, the automatic emergency brake control device provided by the embodiment of the present application has the following beneficial effects: first, when the first crossing target suspected of being a dangerous target is detected, since the first crossing target finally leaves the self-lane at the far side, it is necessary to obtain the first lateral distance of the far side of the first crossing target in real time to improve the accuracy of the subsequent judgment of the safety of the first crossing target when it is about to leave the self-lane. On the basis of the symmetrical offset, that is, the first lateral offset, it is judged whether the self-vehicle has executed automatic braking. If automatic braking has been executed, the additional first far side additional offset is dynamically adjusted according to the first lateral distance between the current first crossing target and the self-vehicle to adaptively extend the automatic braking trigger time, prevent the first crossing target from suddenly decreasing in speed and causing the automatic braking to end triggering in advance, and ensure that the first crossing target has enough time to leave the self-lane; if automatic braking has not been executed, the first lateral offset can be dynamically adjusted according to the first longitudinal distance between the current self-vehicle and the first crossing target to ensure continuous monitoring of the first crossing target. Even if the speed of the first crossing target suddenly decreases, the automatic braking is still activated in time according to the first longitudinal distance, thereby improving the safety of the first crossing target when it is about to leave the self-lane.

[0105] Embodiment 3

[0106] Based on the above-mentioned embodiment of the automatic emergency braking control method, another embodiment of the present application provides an automatic emergency braking control terminal device, which includes a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor. When the processor executes the computer program, the automatic emergency braking control method of any embodiment of the present application is implemented.

[0107] Exemplarily, in this embodiment, the computer program may be divided into one or more modules, which are stored in the memory and executed by the processor to complete the present application. The one or more modules may be a series of computer program instruction segments capable of completing specific functions, which are used to describe the execution process of the computer program in the automatic emergency brake control device.

[0108] The automatic emergency brake control device may be a computing device such as a desktop computer, a notebook, a palm computer, a cloud server, etc. The automatic emergency brake control terminal device may include, but is not limited to, a processor and a memory.

[0109] The processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor, etc. The processor is the control center of the automatic emergency brake control device, and uses various interfaces and lines to connect various parts of the entire automatic emergency brake control device. The memory may be used to store the computer program and / or module, and the processor implements various functions of the automatic emergency brake control device by running or executing the computer program and / or module stored in the memory, and calling the data stored in the memory. The memory may mainly include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application required for at least one function, etc.; the data storage area may store data created according to the use of the mobile phone, etc. In addition, the memory may include a high-speed random access memory and may also include a non-volatile memory, such as a hard disk, an internal memory, a plug-in hard disk, a smart memory card (SMC), a secure digital (SD) card, a flash memory card (Flash Card), at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0110] Embodiment 4

[0111] Based on the above-mentioned embodiment of the automatic emergency braking control method, another embodiment of the present application provides a storage medium, wherein the storage medium includes a stored computer program, wherein when the computer program is running, the device where the storage medium is located is controlled to execute the automatic emergency braking control method of any embodiment of the present application.

[0112] In this embodiment, the storage medium is a computer-readable storage medium, and the computer program includes computer program code, which may be in source code form, object code form, executable file or some intermediate form, etc. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium, etc. It should be noted that the content contained in the computer-readable medium may be appropriately increased or decreased according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electric carrier signals and telecommunication signals.

[0113] The specific embodiments described above further describe the purpose, technical solutions and beneficial effects of the present application in detail. It should be understood that the above description is only a specific embodiment of the present application and is not intended to limit the scope of protection of the present application. It is particularly pointed out that for those skilled in the art, any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of protection of the present application.

Claims

1. An automatic emergency braking control method, characterized in that: include: When a first crossing target is observed to appear in front of the vehicle for the first time, the rear side of the first crossing target is taken as the far edge, the front side of the first crossing target is taken as the near edge, a first longitudinal distance between the crossing target and the vehicle and a first lateral distance between the far edge and the vehicle are acquired in real time, and a first lateral offset is determined according to the first longitudinal distance; the first lateral offset is an extension distance relative to the near edge or the far edge; Determine whether the automatic brake of the current vehicle has been activated; If the automatic brake is currently activated, determining a first distal additional offset according to the first lateral distance, and continuously determining whether to deactivate the automatic brake in combination with the first lateral offset; If the automatic brake is not currently activated, determining a second distal additional offset according to the first lateral distance, and continuously determining whether to activate the automatic brake in combination with the first longitudinal distance; The first distal edge additional offset and the second distal edge additional offset are extension distances corresponding to the first lateral offset relative to the distal edge.

2. An automatic emergency brake control method as claimed in claim 1, characterized in that: When the first crossing target is observed to appear in front of the vehicle for the first time, the method includes: When the first target appears in front of the vehicle, and the longitudinal speed of the first target is less than a first threshold, and the lateral speed of the first target is greater than a second threshold, and the absolute value of the orientation angle of the first target belongs to a first range, The first target is determined to be a first traversing target.

3. The automatic emergency brake control method according to claim 1, characterized in that: The determining the first lateral offset according to the first longitudinal distance includes: updating the first lateral offset according to a first mapping relationship in combination with the first longitudinal distance acquired in real time.

4. The automatic emergency brake control method according to claim 1, characterized in that: The method for determining the first distal edge additional offset and the second distal edge additional offset comprises: According to the second mapping relationship, in combination with the first lateral distance acquired in real time, updating the first far edge additional offset; According to the third mapping relationship, in combination with the first lateral distance acquired in real time, updating the second far edge additional offset; At the same first lateral distance, the first distal edge additional offset is greater than the second distal edge additional offset.

5. The automatic emergency brake control method according to claim 1, characterized in that: The continuously determining whether to deactivate the automatic brake in combination with the first lateral offset and the near edge includes: When the first lateral offset area on the front side of the near edge does not overlap with the lane area of ​​the own vehicle, When the area of ​​the first lateral offset on the rear side of the distal edge plus the first distal edge additional offset does not overlap with the lane area of ​​the vehicle, Deactivate the automatic brake.

6. The automatic emergency brake control method according to claim 1, characterized in that: The continuously determining whether to activate the automatic braking in combination with the first longitudinal distance and the near edge includes: continuously updating the first lateral offset according to the first longitudinal distance; Whether to activate the automatic brake is continuously determined based on the first longitudinal distance, the first lateral offset, the second distal additional offset, and the proximal edge.

7. An automatic emergency brake control method as claimed in claim 6, characterized in that: The continuously determining whether to activate the automatic brake according to the first longitudinal distance, the first lateral offset, the second distal additional offset, and the proximal edge includes: When the first longitudinal distance is less than a third threshold and when the first lateral offset area of ​​the near-front side overlaps with the lane area of ​​the own vehicle, or when the first longitudinal distance is less than a third threshold and when the area of ​​the first lateral offset plus the second distal additional offset on the rear side of the distal edge overlaps with the lane area of ​​the vehicle, Activate the automatic brake.

8. An automatic emergency brake control device, characterized in that: include: A first lateral offset acquisition module, a first judgment module and a first execution module; The first lateral offset acquisition module is used to acquire, in real time, a first longitudinal distance between the crossing target and the vehicle and a first lateral distance between the far edge and the vehicle when a first crossing target is observed to appear in front of the vehicle for the first time, with the rear side of the first crossing target as the far edge and the front side of the first crossing target as the near edge, and determine a first lateral offset according to the first longitudinal distance; the first lateral offset is an extension distance relative to the near edge or the far edge; The first determination module is used to determine whether the automatic brake of the current vehicle has been activated; The first execution module is used to determine a first far-edge additional offset according to the first lateral distance if the current automatic brake has been activated, and continuously judge whether to deactivate the automatic brake in combination with the first lateral offset; if the current automatic brake is not activated, determine a second far-edge additional offset according to the first lateral distance, and continuously judge whether to activate the automatic brake in combination with the first longitudinal distance; the first far-edge additional offset and the second far-edge additional offset are extended distances corresponding to the first lateral offset relative to the far edge.

9. A terminal device, characterized in that: The invention comprises a processor, a memory and a computer program stored in the memory and configured to be executed by the processor, wherein when the processor executes the computer program, an automatic emergency braking control method as claimed in any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored computer program, wherein when the computer program is executed, the device where the computer-readable storage medium is located is controlled to execute an automatic emergency braking control method as described in any one of claims 1 to 7.

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