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

Abstract

The present application discloses an automatic emergency braking control method, apparatus, terminal device and storage medium. The present application, when observing the first appearance of a first crossing target in front of the vehicle, takes the rear side of the first crossing target as the far side and the front side of the first crossing target as the near side, obtains the first longitudinal distance between the crossing target and the vehicle and the first lateral distance between the far side and the vehicle in real time, and determines the first lateral offset based on the first longitudinal distance; determines whether the automatic brake of the vehicle is currently activated; if the automatic brake is currently activated, determines the first far side additional offset based on the first lateral distance, and continuously determines whether to deactivate the automatic brake in combination with the first lateral offset; if the automatic brake is currently not activated, determines the second far side additional offset based on the first lateral distance, and continuously determines whether to activate the automatic brake in combination with the first longitudinal distance. Through the present application, the safety of the first crossing 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 a vehicle automatically helps the driver to take emergency braking when it suddenly detects a dangerous target in the lane ahead during normal driving, thereby avoiding a collision with pedestrians or vehicles ahead.

[0003] Existing technology typically adds a symmetrical offset of equal distance to the front and rear sides of a dangerous target. When the offset is within the corresponding lane of the ego vehicle, emergency braking is determined to be necessary, and braking is terminated when the symmetrical offset behind the dangerous target leaves the lane. This symmetrical offset is often determined based on factors such as the forward speed of the dangerous target and the longitudinal distance between the ego vehicle and the dangerous target. However, since the dangerous target's movement state is uncontrollable, for example, when the dangerous target has just entered the lane, it can more intuitively observe the driving state of the vehicles in the lane and therefore pay more attention to safety. However, when the dangerous target is about to leave the lane, the lane area is often out of the dangerous target's field of view, and vigilance decreases, resulting in an automatic emergency braking misjudgment when the dangerous target is about to leave the lane, resulting in the automatic emergency braking failure or premature termination of the triggering of the automatic emergency braking.

[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 and thus improve 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 object is observed to appear in front of the ego vehicle for the first time, a first longitudinal distance between the crossing object and the ego vehicle and a first lateral distance between the far edge and the ego vehicle are obtained in real time, with the rear side of the first crossing object being the far edge and the front side of the first crossing object being the near edge. A first lateral offset is determined based on 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 automatic brake is currently activated, a first distal additional offset is determined based on the first lateral distance, and combined with the first lateral offset, it is continuously determined whether to deactivate the automatic brake; if the automatic brake is currently 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 determined 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 to the prior art, the embodiments of the present application have the following advantages: First, when a suspected dangerous target is detected, since the first crossing target last leaves the ego lane at the far edge, it is necessary to obtain the first lateral distance of the far edge of the first crossing target in real time to improve the accuracy of subsequent safety assessments of the first crossing target as it is about to leave the ego lane. Based on the symmetrical offset, i.e., the first lateral offset, it is determined whether the ego vehicle has already executed automatic braking. If automatic braking has already been executed, the additional first far edge offset is dynamically adjusted based on the current first lateral distance between the ego vehicle and the first crossing target to adaptively extend the automatic braking triggering time, preventing the first crossing target from abruptly decreasing in speed and causing the automatic braking to terminate prematurely, thereby ensuring that the first crossing target has sufficient time to leave the ego lane. If automatic braking has not yet been executed, the first lateral offset is dynamically adjusted based on the current first longitudinal distance between the ego vehicle and the first crossing target to ensure continuous monitoring of the first crossing target. Even if the first crossing target's speed suddenly decreases, the automatic braking is still promptly activated based on the first longitudinal distance, thereby improving the safety of the first crossing target as it is about to leave the ego lane.

[0011] In some embodiments of the first aspect of the present application, observing the first crossing target appearing in front of the vehicle for the first time 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 yet 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] updating the first distal additional offset according to the second mapping relationship and in combination with the first lateral distance acquired in real time;

[0022] updating the second distal edge additional offset according to the third mapping relationship and in combination with the first lateral distance acquired in real time;

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

[0024] Compared to the prior art, the above embodiment has the following advantages: Because a larger first lateral distance indicates a lower probability of collision between the ego vehicle and the first crossing object, the first lateral distance can accurately reflect the distal extra offset under different braking conditions. Furthermore, because whether automatic braking has been triggered when the first crossing object is detected reflects, to some extent, the longitudinal distance between the ego vehicle and the first crossing object, when updating the distal extra offset, the distal extra offset corresponding to when automatic braking has been triggered is set to be greater than the distal extra offset corresponding to when automatic braking has not been triggered. This ensures that the ego vehicle can only be restarted after the first crossing object has completely left the ego vehicle's lane, thereby improving safety when the first crossing object leaves the lane.

[0025] In some embodiments of the first aspect of the present application, 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 near side does not overlap with the lane area of ​​the 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. At this time, 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 side 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 side additional offset obtained by the first lateral distance is added, and the waiting time of the self-vehicle is dynamically adjusted. The self-vehicle can only be started when the area of ​​the first lateral offset on the rear side of the far side plus the first far side additional offset does not overlap with the self-lane area, 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, 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 brake is not activated, the first lateral offset needs to be continuously updated according to the first longitudinal distance. Further, based on the first longitudinal distance obtained in real time and the first lateral offset updated in real time, combined with the second far-side additional offset determined according to the real-time changing first lateral distance, it is continuously judged whether the automatic brake needs to be activated, thereby completing the continuous monitoring of the first crossing target and improving the accuracy of the automatic brake triggering control.

[0034] In some embodiments of the first aspect of the present application, the continuously determining whether to activate the automatic brake based on 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 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 behind 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 side and the offset areas on both sides of the far side of the first crossing target have overlapped with the ego vehicle lane area, it means that the ego vehicle is very close to the first crossing target and the automatic braking operation needs to be performed 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 side no longer overlaps with the ego vehicle 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 configured to, when a first crossing target is observed to appear in front of the ego vehicle for the first time, acquire in real time a first longitudinal distance between the crossing target and the ego vehicle and a first lateral distance between the far edge and the ego vehicle, 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 based on 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 distal additional offset based on the first lateral distance if the automatic brake is currently activated, and continuously determine whether to deactivate the automatic brake in combination with the first lateral offset; if the automatic brake is currently not activated, determine a second distal additional offset based on the first lateral distance, and continuously determine whether to activate the automatic brake in combination with the first longitudinal distance; the first distal additional offset and the second distal additional offset are extended distances corresponding to the first lateral offset relative to the distal 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 flowchart of an automatic emergency braking control method provided in some embodiments of the present application;

[0046] Figure 2 This is a schematic diagram of an 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 is shown;

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

[0049] The existing technology usually adds a symmetrical offset of 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, braking ends. This symmetrical offset often adds the same offset to the front and rear sides of the dangerous target. However, since the dangerous target's movement state 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 more intuitively observe the driving state of the vehicles in the lane and therefore pay more attention to safety. However, when the dangerous target is about to leave the lane, the lane area is often out of the dangerous target's field of view and vigilance decreases, resulting in the automatic emergency braking misjudgment when the dangerous target is about to leave the lane, resulting in the automatic emergency braking failure to trigger or the triggering of the automatic emergency braking being 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 of the present application, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of this application.

[0051] Example 1

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

[0053] S10: 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 regarded as the far edge, and the front side of the first crossing target is regarded 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 obtained in real time, and a first lateral offset is determined based on 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 shows a black rectangle crossing the lane from right to left. When the crossing target just enters the lane, the vertical side of the crossing target on the left is closest to the vehicle, so the vertical side on the left 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 vehicle and the far side. In this application, the distance between the coordinate point of the 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 vehicle and the center point of the crossing target on the vertical axis, or the distance between the front side of the 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 vehicle and the crossing target on the vertical axis.

[0055] Furthermore, in some embodiments of the present application, when observing the first crossing target appearing in front of the vehicle for the first time, the process 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 is shown. In some embodiments of the present application, when determining whether the first target is a first crossing target, it is also necessary to determine whether the first target's motion pattern is non-stationary. The absolute value of the heading angle can be understood as the angle between the crossing target's current heading direction and the horizontal axis.

[0062] To ensure that the first crossing target is moving laterally relative to the longitudinally traveling vehicle, the speed of the first target ahead is obtained to ensure that its longitudinal speed is less than a certain threshold and its lateral speed is greater than a certain threshold. Combined with the orientation angle of the first target, the accurate first crossing target is separated from all first targets, thereby improving the accuracy of the subsequent braking judgment basis.

[0063] Furthermore, 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] After knowing the first longitudinal distance, 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 dashed rectangle adjacent to the two vertical sides of the target. The length of the lower side of the rectangle 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 correspondence with the first horizontal offset.

[0065] Since 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, thereby improving 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 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 distal additional offset is determined based on the first lateral distance, and combined with the first lateral offset, a continuous judgment is made on 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, a continuous judgment is made on whether to activate the automatic brake; the first distal additional offset and the second distal additional offset are the extended distances corresponding to the first lateral offset relative to the distal 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. This rectangle is adjacent to the first lateral offset and corresponds to the blue dotted rectangle crossing the right side of the target, which is equivalent to extending the first lateral offset by the first far edge additional offset and the second far edge additional offset.

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

[0071] updating the first distal additional offset according to the second mapping relationship and in combination with the first lateral distance acquired in real time;

[0072] updating the second distal edge additional offset according to the third mapping relationship and in combination with the first lateral distance acquired in real time;

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

[0074] Since a larger first lateral distance indicates a lower probability of collision between the ego vehicle and the first crossing object, the first lateral distance accurately reflects the distal extra offset under different braking conditions. Furthermore, since whether automatic braking is triggered when the first crossing object is detected reflects the longitudinal distance between the ego vehicle and the first crossing object to a certain extent, when updating the distal extra offset, the distal extra offset corresponding to when automatic braking is triggered is set to be larger than the distal extra offset corresponding to when automatic braking is not triggered. This ensures that the ego vehicle can only be restarted after the first crossing object has completely left the ego vehicle's lane, improving safety when the first crossing object 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 transverse target distance, and the first far side additional offset needs to be set larger. Otherwise, it is easy for the first longitudinal distance to be too short to start the vehicle, which makes it easier for the vehicle to collide with the first transverse target. Therefore, by setting the first far side additional offset greater than the second far side additional offset, the waiting time for the first transverse target when the automatic braking is triggered is extended, thereby improving the safety of the first transverse target when the vehicle leaves the lane when braking.

[0076] When the automatic braking is not triggered, since the ego vehicle is still at a relatively long first longitudinal distance from the first crossing target, if the second far side additional offset is set too large, it is easy to cause the ego vehicle to just meet the braking requirement at the first longitudinal distance while in motion, but when the first crossing target is already a long distance away from the ego vehicle's lane, the automatic braking will be invalid, causing the ego vehicle to be rear-ended.

[0077] Furthermore, in some embodiments of the present application, 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 on the front near 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 object just enters the lane, if the area corresponding to the first lateral offset (i.e., the blue dashed rectangle to the left of the first lateral object) overlaps with the lane, the automatic braking state should be maintained. When the first lateral object just leaves the lane, if the area corresponding to the first lateral offset plus the first distal additional offset (i.e., the blue dashed rectangle to the right of the first lateral object and the red dashed rectangle) overlaps with the lane, the automatic braking state should be maintained; otherwise, the automatic braking state can be disengaged. This improves safety when the first lateral object leaves the lane.

[0083] Furthermore, in some embodiments 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:

[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 brake 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 obtained 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 brake needs to be activated, thereby completing continuous monitoring of the first crossing target and improving the accuracy of the automatic brake triggering control.

[0087] Furthermore, in some embodiments of the present application, continuously determining whether to activate the automatic brake based on 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 own 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 moving state at this time, it means that either 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 object just enters the lane, if the area corresponding to the first lateral offset (i.e., the blue dashed rectangle to the left of the first lateral object) overlaps with the ego lane, and the first longitudinal distance is less than the third threshold, then the automatic braking state should be activated. When the first lateral object just leaves the lane, if the area corresponding to the first lateral offset plus the second distal additional offset (i.e., either the blue dashed rectangle to the right of the first lateral object or the red dashed rectangle) overlaps with the ego lane, and the first longitudinal distance is less than the third threshold, then the automatic braking state should be activated. Otherwise, the vehicle can continue driving. This prevents false triggering of the brakes and improves the safety of the ego vehicle.

[0093] In summary, the automatic emergency braking control method provided by the embodiments of the present application has the following beneficial effects: First, when a first crossing target, which is suspected to be a dangerous target, is detected, since the first crossing target last leaves the ego lane at the far edge, it is necessary to obtain the first lateral distance of the far edge of the first crossing target in real time to improve the accuracy of subsequent judgments on the safety of the first crossing target when it is about to leave the ego lane. Based on the symmetrical offset, i.e., the first lateral offset, it is determined whether the ego vehicle has already executed automatic braking. If automatic braking has already been executed, the additional first far edge offset is dynamically adjusted based on the current first lateral distance between the ego vehicle and the first crossing target to adaptively extend the automatic braking triggering time, preventing the first crossing target from abruptly decreasing in speed and causing the automatic braking to terminate prematurely, thereby ensuring that the first crossing target has sufficient time to leave the ego lane. If automatic braking has not yet been executed, the first lateral offset is dynamically adjusted based on the current first longitudinal distance between the ego vehicle and the first crossing target to ensure continuous monitoring of the first crossing target. Even if the first crossing target's speed suddenly decreases, the automatic braking is still activated in a timely manner based on the first longitudinal distance, thereby improving the safety of the first crossing target when it is about to leave the ego lane.

[0094] Example 2

[0095] refer to Figure 4 , an automatic emergency braking 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] Furthermore, in some embodiments of the present application, the first lateral offset acquisition module 11 is configured to, when a first crossing target is observed to appear in front of the ego vehicle for the first time, acquire in real time a first longitudinal distance between the crossing target and the ego vehicle and a first lateral distance between the far edge and the ego vehicle, 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 based on the first longitudinal distance; the first lateral offset is an extension distance relative to the near edge or the far edge; the first judgment module 12 is configured to determine whether the automatic brake of the ego vehicle is currently activated; the first execution module 13 is configured to, if the automatic brake is currently activated, determine a first far edge additional offset based on the first lateral distance, and continuously determine whether to deactivate the automatic brake in combination with the first lateral offset; if the automatic brake is currently not activated, determine a second far edge additional offset based on the first lateral distance, and continuously determine 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 extension distances corresponding to the first lateral offset relative to the far edge.

[0097] Furthermore, 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, determining that the first target is the first crossing target.

[0098] Furthermore, 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 distal edge additional offset and the second distal edge additional offset includes: updating the first distal edge additional offset according to a second mapping relationship and in combination with the first lateral distance obtained in real time; updating the second distal edge additional offset according to a third mapping relationship and in combination with the first lateral distance obtained in real time; under the same first lateral distance, the first distal edge additional offset is greater than the second distal edge additional offset.

[0100] Furthermore, in some embodiments of the present application, the combination of the first lateral offset and the near edge continuously determines 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 behind the far edge does not overlap with the lane area of ​​the vehicle, deactivating the automatic brake.

[0101] Furthermore, 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] Furthermore, in some embodiments of the present application, the continuous determination of whether to activate the automatic braking is based on the first longitudinal distance, the first lateral offset, the second distal additional offset, and the proximal edge includes: activating the automatic braking when the first longitudinal distance is less than a third threshold value 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 value and when the area of ​​the first lateral offset plus the second distal additional offset behind the distal edge overlaps with the self-lane area of ​​the vehicle.

[0103] It can be understood that the above-mentioned device embodiment corresponds to the method embodiment of the present invention. The automatic emergency braking control device provided by the embodiment of the present invention can implement any method embodiment of the present invention, that is, the automatic emergency braking control method provided in Example 1.

[0104] In summary, the automatic emergency braking control device provided by the embodiments of the present application has the following advantageous effects: First, when a first crossing target, which is suspected to be a dangerous target, is detected, since the first crossing target last leaves the ego lane at the far edge, it is necessary to obtain the first lateral distance of the far edge of the first crossing target in real time to improve the accuracy of subsequent judgments on the safety of the first crossing target when it is about to leave the ego lane. Based on the symmetrical offset, i.e., the first lateral offset, it is determined whether the ego vehicle has already executed automatic braking. If automatic braking has already been executed, the additional first far edge offset is dynamically adjusted based on the current first lateral distance between the ego vehicle and the first crossing target to adaptively extend the automatic braking triggering time, preventing the first crossing target from abruptly decreasing in speed and causing the automatic braking to terminate prematurely, thereby ensuring that the first crossing target has sufficient time to leave the ego lane. If automatic braking has not yet been executed, the first lateral offset is dynamically adjusted based on the current first longitudinal distance between the ego vehicle and the first crossing target to ensure continuous monitoring of the first crossing target. Even if the first crossing target's speed suddenly decreases, the automatic braking is still activated in a timely manner based on the first longitudinal distance, thereby improving the safety of the first crossing target when it is about to leave the ego lane.

[0105] Example 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] For example, 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 implement the present application. The one or more modules may be a series of computer program instruction segments capable of performing specific functions, and the instruction segments 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 computer, a palmtop 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 can be a central processing unit (CPU), other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor. The processor serves as the control center of the automatic emergency brake control device, connecting the various components of the automatic emergency brake control device using various interfaces and circuits. The memory can be used to store the computer programs and / or modules. The processor implements the various functions of the automatic emergency brake control device by running or executing the computer programs and / or modules stored in the memory and accessing data stored in the memory. The memory can primarily include a program storage area and a data storage area. The program storage area can store an operating system and at least one application required for a function, etc.; the data storage area can store data generated based on 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, a 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 device.

[0110] Example 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, which 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. 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 illustrate the objectives, technical solutions, and beneficial effects of this application. It should be understood that the above descriptions are merely specific embodiments of this application and are not intended to limit the scope of protection of this application. In particular, it should be noted that any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of this application by those skilled in the art should be included within the scope of protection of this application.

Claims

1. An automatic emergency braking control method, characterized in that: include: When a first crossing object is observed to appear in front of the ego vehicle for the first time, a first longitudinal distance between the crossing object and the ego vehicle and a first lateral distance between the far edge and the ego vehicle are obtained in real time, with the rear side of the first crossing object being the far edge and the front side of the first crossing object being the near edge. A first lateral offset is determined based on 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 based on 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 relative to the distal edge corresponding to the first lateral offset.

2. The automatic emergency braking control method according to claim 1, wherein: When the first crossing target is observed in front of the vehicle for the first time, the process 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 braking control method according to claim 1, wherein: Determining the first lateral offset according to the first longitudinal distance includes: updating the first lateral offset according to a first mapping relationship and in combination with the first longitudinal distance acquired in real time.

4. The automatic emergency braking control method according to claim 1, wherein: The method for determining the first distal edge additional offset and the second distal edge additional offset includes: updating the first distal additional offset according to the second mapping relationship and in combination with the first lateral distance acquired in real time; updating the second distal edge additional offset according to the third mapping relationship and in combination with the first lateral distance acquired in real time; 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 braking control method according to claim 1, wherein: The continuously determining whether to deactivate the automatic brake based on the first lateral offset and the near edge includes: When the first lateral offset area on the front near side does not overlap with the lane area of ​​the 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 braking control method according to claim 1, wherein: 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. The automatic emergency braking control method according to 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 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 behind 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 configured to, when a first crossing target is observed to appear in front of the ego vehicle for the first time, acquire in real time a first longitudinal distance between the crossing target and the ego vehicle and a first lateral distance between the far edge and the ego vehicle, 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 based on 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 distal additional offset based on the first lateral distance if the automatic brake is currently activated, and continuously determine whether to deactivate the automatic brake in combination with the first lateral offset; if the automatic brake is currently not activated, determine a second distal additional offset based on the first lateral distance, and continuously determine whether to activate the automatic brake in combination with the first longitudinal distance; the first distal additional offset and the second distal additional offset are extended distances corresponding to the first lateral offset relative to the distal 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 according to 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 according to any one of claims 1 to 7.

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