Rider-oriented AEB false triggering prevention method, device and equipment and storage medium

Abstract

The invention discloses a rider-oriented AEB false triggering prevention method, device and equipment and a storage medium, and relates to the technical field of intelligent driving, and the method comprises the steps: collecting a vehicle sensing signal which comprises at least one of a target type, a course angle, a transverse distance, a longitudinal distance, a transverse speed and a longitudinal speed; when the target type is a rider, the size of the intention of the rider entering the front of the vehicle is obtained according to the vehicle sensing signal; and triggering an automatic emergency braking system according to the vehicle sensing signal and the intention of switching into the front of the vehicle so as to prevent the automatic emergency braking system from being triggered by mistake. According to the method, the real cut-in intention of the rider is comprehensively judged according to the data such as the course angle and the speed of the rider, different transverse distances are selected to screen the target, AEB false triggering is prevented, and the safety of vehicle driving is improved.

Description

Technical Field

[0001] The present application relates to the field of intelligent driving technology, and in particular to a method, device, equipment and storage medium for preventing AEB false triggering for riders. Background Art

[0002] The Autonomous Emergency Braking (AEB) system uses sensors such as forward-looking cameras and millimeter-wave radars to sense the relative distance, relative speed, and relative position of the target ahead, and issues collision warnings. When the risk of collision continues to increase and the driver does not take effective measures such as braking or steering, it automatically intervenes with braking to avoid or mitigate collisions. For cyclists, their driving maneuverability is very high, and they often encounter cyclists driving into the motor vehicle lane from both sides of the road and tend to drive in front of the vehicle. However, in most cases, the cyclist's real intention is not to drive in front of the vehicle, but to quickly adjust the driving direction and move away from the vehicle's driving direction from the side. At this time, the target's lateral speed decreases rapidly, but due to the limitations of the sensing performance of sensors such as cameras and millimeter-wave radars, the lateral speed actually provided by the perception changes slowly. Therefore, after the cyclist has adjusted the driving direction, the perception still provides a certain lateral speed to approach the front of the vehicle, and the risk of collision between the cyclist and the vehicle continues to increase, which is easy to cause AEB to be triggered by mistake. Summary of the invention

[0003] The main purpose of this application is to provide a method, device, equipment and storage medium for preventing AEB false triggering for riders, aiming to solve the technical problem of how to prevent AEB false triggering and improve the safety of vehicle driving.

[0004] To achieve the above objectives, the present application proposes a method for preventing AEB false triggering for riders, the method comprising:

[0005] Collecting a vehicle perception signal, wherein the vehicle perception signal includes at least one of a target type, a heading angle, a lateral distance, a longitudinal distance, a lateral speed, and a longitudinal speed;

[0006] When the target type is a cyclist, obtaining the magnitude of the cyclist's intention to cut in front of the vehicle according to the vehicle perception signal;

[0007] The automatic emergency braking system is triggered according to the vehicle perception signal and the intention to cut in front of the own vehicle to prevent the automatic emergency braking system from being triggered by mistake.

[0008] In one embodiment, when the target type is a cyclist, the step of obtaining the size of the cyclist's intention to cut in front of the vehicle according to the vehicle perception signal includes:

[0009] When the target type is a cyclist, obtaining an angle between the cyclist and the vehicle according to the heading angle;

[0010] The magnitude of the rider's intention to cut in front of the vehicle is obtained according to the angle and the lateral speed.

[0011] In one embodiment, the step of obtaining the magnitude of the rider's intention to cut in front of the vehicle according to the angle and the lateral speed comprises:

[0012] When the angle and the lateral speed meet preset requirements, it is determined that the rider has little intention to cut in front of the vehicle;

[0013] When the included angle and the lateral speed do not meet the preset requirement, it is determined that the intention to cut in front of the own vehicle is large.

[0014] In one embodiment, the step of triggering an automatic emergency braking system according to the vehicle perception signal and the intention to cut in front of the vehicle includes:

[0015] According to the intention to cut in front of the vehicle, adjusting a lateral distance threshold for target selection by an automatic emergency braking system;

[0016] An automatic emergency braking system is triggered according to the vehicle perception signal and the lateral distance threshold.

[0017] In one embodiment, the step of triggering an automatic emergency braking system according to the vehicle perception signal and the lateral distance threshold comprises:

[0018] When the lateral distance is greater than the lateral distance threshold, controlling the automatic emergency braking system not to target the rider;

[0019] When the lateral distance is less than or equal to the lateral distance threshold, controlling the automatic emergency braking system to target the rider;

[0020] After the automatic emergency braking system selects the rider, the automatic emergency braking system is triggered according to the vehicle perception signal.

[0021] In one embodiment, after the automatic emergency braking system selects the rider, the step of triggering the automatic emergency braking system according to the vehicle perception signal includes:

[0022] After the automatic emergency braking system selects the rider, a collision time is obtained according to the lateral distance, the longitudinal distance, the lateral speed, and the longitudinal speed;

[0023] When the collision time is greater than or equal to the trigger time threshold, the automatic emergency braking system is not triggered;

[0024] When the collision time is less than the trigger time threshold, the automatic emergency braking system is triggered and automatic emergency braking is performed.

[0025] In one embodiment, the step of collecting vehicle perception signals includes:

[0026] The heading angle, lateral distance, longitudinal distance, lateral speed and longitudinal speed are collected through cameras and sensors;

[0027] Acquire a target image through the camera;

[0028] The target image is processed to obtain a target type.

[0029] In addition, to achieve the above-mentioned purpose, the present application also proposes a device for preventing AEB from being triggered by mistake for riders, the device comprising:

[0030] A collection module, used for collecting vehicle perception signals, wherein the vehicle perception signals include at least one of target type, heading angle, lateral distance, longitudinal distance, lateral speed and longitudinal speed;

[0031] A judgment module, configured to obtain the magnitude of the cyclist's intention to cut in front of the vehicle according to the vehicle perception signal when the target type is a cyclist;

[0032] The trigger module is used to trigger the automatic emergency braking system according to the vehicle perception signal and the intention to cut in front of the own vehicle to prevent the automatic emergency braking system from being triggered by mistake.

[0033] In addition, to achieve the above-mentioned purpose, the present application also proposes a device for preventing AEB false triggering for cyclists, the device comprising: a memory, a processor, and a computer program stored on the memory and executable on the processor, the computer program being configured to implement the steps of the method for preventing AEB false triggering for cyclists as described above.

[0034] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by the processor, the steps of the method for preventing false triggering of AEB for riders as described above are implemented.

[0035] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, it implements the steps of the method for preventing AEB false triggering for riders as described above.

[0036] One or more technical solutions proposed in this application have at least the following technical effects:

[0037] Through the data of the rider's heading angle and speed, the real intention of the rider to cut in is comprehensively judged, and different lateral distances are selected to screen the target. This solves the technical problem of AEB false triggering when encountering a cyclist while the vehicle is driving. Compared with the existing technology, it can prevent AEB false triggering and improve the safety of vehicle driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0039] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0040] Figure 1 A flowchart of the first embodiment of the method for preventing AEB mis-triggering for riders provided in the present application;

[0041] Figure 2 A flowchart of the second embodiment of the method for preventing AEB mis-triggering for riders provided in the present application;

[0042] Figure 3 A flowchart of the third embodiment of the method for preventing AEB mis-triggering for riders provided in the present application;

[0043] Figure 4 A parameter correspondence diagram of a method for preventing AEB false triggering for riders provided in Embodiment 3 of the present application;

[0044] Figure 5 A flowchart of a fourth embodiment of the method for preventing AEB mis-triggering for riders provided in the present application;

[0045] Figure 6 A brief flowchart of a method for preventing AEB mis-triggering for riders provided in an embodiment of the present application;

[0046] Figure 7 This is a schematic diagram of the module structure of the device for preventing AEB mis-triggering for riders according to an embodiment of the present application;

[0047] Figure 8 Schematic diagram of the device structure of the hardware operating environment involved in the method for preventing AEB false triggering for riders in an embodiment of the present application.

[0048] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0049] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0050] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0051] The main solution of the embodiment of the present application is: collecting vehicle perception signals, the vehicle perception signals including at least one of target type, heading angle, lateral distance, longitudinal distance, lateral speed and longitudinal speed; when the target type is a cyclist, obtaining the size of the cyclist's intention to cut in front of the own vehicle according to the vehicle perception signal; triggering the automatic emergency braking system according to the vehicle perception signal and the intention to cut in front of the own vehicle to prevent the automatic emergency braking system from being triggered by mistake.

[0052] In this embodiment, for ease of description, the following description is made with the internal actuator of the AEB false triggering prevention system as the execution subject.

[0053] In the prior art, when a vehicle encounters a cyclist while driving, AEB is easily triggered by mistake.

[0054] The present application provides a solution, which comprehensively judges the rider's true cutting intention through data such as the rider's heading angle and speed, selects different lateral distances to screen targets, and prevents AEB from being falsely triggered and improves the safety of vehicle driving.

[0055] It can be seen from the above embodiments that the present application comprehensively judges the rider's true cutting-in intention through data such as the rider's heading angle and speed, selects different lateral distances to screen targets, and solves the technical problem of AEB false triggering easily caused when encountering a rider while the vehicle is driving, thereby preventing AEB false triggering and improving the safety of vehicle driving.

[0056] It should be noted that the execution subject of this embodiment may be a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or an electronic device capable of realizing the above functions, etc. The following is an example of preventing the internal actuator of the AEB system from being falsely triggered to illustrate this embodiment and the following embodiments.

[0057] Based on this, the embodiment of the present application provides a method for preventing AEB from being mistriggered by riders, referring to Figure 1 , Figure 1This is a flow chart of the first embodiment of the method for preventing AEB false triggering for riders in the present application.

[0058] In this embodiment, the method for preventing AEB from being triggered by mistake for riders includes steps S10 to S30:

[0059] Step S10, collecting a vehicle perception signal, where the vehicle perception signal includes at least one of a target type, a heading angle, a lateral distance, a longitudinal distance, a lateral speed, and a longitudinal speed.

[0060] It should be noted that the vehicle perception signal is the relevant information about the vehicle itself and other moving targets around it collected by the vehicle through cameras and sensors, including at least one of the target type, heading angle, lateral distance, longitudinal distance, lateral speed and longitudinal speed. The target type is the type of moving and stationary targets collected by the vehicle's camera within the field of view, and is distinguished by the type of vehicle driven by the target, that is, the target types include drivers, cyclists, pedestrians, etc. The heading angle refers to the angle between the direction of an object's movement and a reference direction in the field of navigation or object motion control. The direction of the vehicle itself is generally used as the reference direction. The heading angle is generally measured in degrees, and can also be expressed in azimuth.

[0061] In addition, it should be noted that the lateral distance usually refers to the distance between an object and a reference point or reference line in a plane perpendicular to a main direction. This main direction can be the direction of movement of the object, a coordinate axis direction, or a predefined direction reference. Longitudinal distance is usually used to describe the interval between two points or objects in a specific direction. This specific direction is generally based on the main direction of movement of the object, the axial direction of a coordinate system, or the main direction determined by the observation angle. In a vehicle driving scene, the center of the vehicle (or a specific position, such as the front or rear of the vehicle) can be used as the origin of the coordinate axis, and the coordinate point of the target is determined according to the coordinate system. The horizontal axis data of the coordinate point is the lateral distance between the vehicle and the target, and the vertical axis data of the coordinate point is the longitudinal distance between the vehicle and the target.

[0062] In addition, it should be noted that the lateral velocity refers to the velocity component of an object perpendicular to its main direction of motion or the reference direction. The longitudinal velocity refers to the velocity component of an object along its main direction of motion or the reference direction. In a vehicle driving scene, a certain moment is selected, and the direction of vehicle driving at that moment is taken as the reference direction. The lateral velocity of the vehicle is the velocity component perpendicular to the reference direction, the longitudinal velocity of the vehicle is the velocity component along the reference direction, the lateral velocity of the target is the velocity component of the target perpendicular to the reference direction, and the longitudinal velocity of the target is the velocity component of the target along the reference direction.

[0063] In addition, it should be noted that the lateral distance, longitudinal distance, lateral speed and longitudinal speed in the vehicle perception signal are the lateral distance, longitudinal distance, lateral speed and longitudinal speed of the target relative to the vehicle collected by the camera and sensor. The lateral distance, longitudinal distance, lateral speed and longitudinal speed mentioned in this embodiment and other embodiments actually refer to the relative lateral distance, relative longitudinal distance, relative lateral speed and relative longitudinal speed between the target and the vehicle.

[0064] Step S20, when the target type is a cyclist, the magnitude of the cyclist's intention to cut in front of the vehicle is obtained according to the vehicle perception signal.

[0065] It should be noted that the rider refers to the target type when the target vehicle is a two-wheeled vehicle, which includes bicycles, electric vehicles, motorcycles, etc. The rider's intention to cut in front of the car refers to the rider's subjective behavioral tendency to move in front of the car for the purpose of changing the route, avoiding obstacles, etc. on the road. The size of the rider's intention to cut in front of the vehicle can be judged based on the distance, angle, relative speed, etc. between the vehicle and the rider.

[0066] Step S30, triggering an automatic emergency braking system according to the vehicle perception signal and the intention to cut in front of the own vehicle to prevent the automatic emergency braking system from being triggered by mistake.

[0067] It should be noted that the Autonomous Emergency Braking (AEB) system is an active automobile safety system that mainly uses sensors (such as millimeter-wave radar, lidar and cameras, etc.) to monitor target objects in front of the vehicle, including vehicles, pedestrians, cyclists, etc. When the system detects a dangerous situation where a collision may occur, it will automatically trigger the braking device to slow down or stop the vehicle completely, thereby avoiding collisions as much as possible or reducing the severity of collisions.

[0068] The greater the cyclist's intention to cut in front of the vehicle, the farther the cyclist is from the vehicle laterally, the AEB is controlled to start selecting the target; conversely, the smaller the cyclist's intention to cut in, the closer the cyclist is to the vehicle laterally, thereby ensuring that AEB can trigger braking in time and reduce collision when the cyclist has a real intention to cut in, and avoiding the situation where AEB is mistakenly triggered when the cyclist has no real intention to cut in front of the vehicle.

[0069] This embodiment provides a method for preventing AEB false triggering for cyclists. The method comprehensively judges the cyclist's true cutting-in intention through data such as the cyclist's heading angle and speed, and selects different lateral distances to screen targets. This solves the technical problem that AEB false triggering is easily caused when a vehicle encounters a cyclist while driving, thereby preventing AEB false triggering and improving vehicle driving safety.

[0070] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can be referred to the above introduction, and will not be repeated in the following. Figure 2 , step S20 includes steps S21-S22:

[0071] Step S21, when the target type is a cyclist, obtain the angle between the cyclist and the vehicle according to the heading angle.

[0072] The heading angle collected by the sensor is the angle of the target's moving direction relative to the vehicle's moving direction. 0° indicates the same direction, 180° indicates the opposite direction, counterclockwise rotation is positive, and clockwise rotation is negative. For example, when the target crosses vertically from left to right relative to the vehicle, the heading angle is -90°. This embodiment and other embodiments are described by taking the heading angle as positive as an example.

[0073] Step S22, obtaining the magnitude of the rider's intention to cut in front of the vehicle according to the included angle and the lateral speed.

[0074] When the angle between the cyclist and the vehicle is close to 0°, it means that the two are traveling in the same direction, indicating that the cyclist has little intention to cut in front of the vehicle. When the angle is close to 90°, it is a state of lateral cutting, indicating that the cyclist has a strong intention to cut in. If the angle is close to 180° and the two are traveling in opposite directions, it means that the cyclist basically has no intention to cut in front of the vehicle. At the same time, the lateral speed of the two should also be considered. If the lateral speed of the cyclist is fast, the intention to cut in front of the vehicle will be more obvious when there is a certain angle. When the lateral speed is slow, the corresponding intention to cut in is not so strong. In actual situations, the vehicle also has a lateral speed. At this time, it is necessary to look at the lateral speed of the cyclist relative to the vehicle. The greater the relative lateral speed, the greater the possibility and intention of the cyclist to cut in front of the vehicle. In addition, the distance between the cyclist and the vehicle is also critical. If the relative distance is far, even if the angle and lateral speed show a tendency to cut in, the actual threat of cutting in front of the vehicle in the short term is not great. When the relative distance is close, as long as there is a tendency to cut in, the impact of the intention will be more significant.

[0075] In a feasible implementation manner, step S22 includes steps S221 to S222:

[0076] Step S221, when the angle and the lateral speed meet preset requirements, it is determined that the rider's intention to cut in front of the vehicle is small.

[0077] It should be noted that meeting the preset requirements means that the angle between the rider and the vehicle is close to 0° or 180°, and the relative lateral speed between the two is relatively small. Different road conditions and driving conditions have different judgment bases for determining the relative lateral speed. For example, on normal roads and sunny days, the limit value for determining the relative lateral speed can be appropriately increased. For example, a relative lateral speed exceeding 20 km / h is considered to be a relatively large relative lateral speed. On winding roads or in thunderstorms, the limit value for determining the relative lateral speed can be appropriately reduced. For example, a relative lateral speed exceeding 10 km / h is considered to be a relatively large relative lateral speed. This embodiment does not specifically limit the limit value for determining the relative lateral speed.

[0078] When the angle between the rider and the vehicle is close to 0°, it means that the rider and the vehicle are roughly traveling in the same direction. In this case, the possibility of the rider cutting in front of the vehicle is relatively low. If the relative lateral speed of the two is also small at this time, it further indicates that the relative movement of the rider and the vehicle in the lateral direction is very weak. This weak relative lateral movement makes the rider have almost no tendency to cut in front of the vehicle, so it can be judged that the rider has little intention to cut in front of the vehicle. When the angle between the rider and the vehicle is close to 180°, the rider and the vehicle are actually in the opposite direction. In this state, the rider is normally traveling away from the vehicle, and the probability of cutting in front of the vehicle is extremely small. In addition, the relative lateral speed of the two is small, which further shows that the rider has almost no tendency to move closer to the front of the vehicle in the lateral direction. Due to the lack of this lateral movement trend to move in front of the vehicle, it can be judged that the rider has little intention to cut in front of the vehicle.

[0079] Step S222, when the included angle and the lateral speed do not meet the preset requirement, determining that the intention to cut in front of the own vehicle is large.

[0080] It should be noted that failure to meet the preset requirements means that the angle between the rider and the vehicle is not close to 0° or 180°, or the relative lateral speed between the two is large.

[0081] When the angle between the rider and the vehicle is not close to 0° or 180°, it means that the rider's direction of travel is at a certain inclination angle to the direction of travel of the vehicle, and they are not traveling in the same direction or opposite direction. Under such an angle relationship, the rider's movement trajectory and the vehicle's driving path have more possibilities of crossing. If the relative lateral speed of the two is large, it means that the rider has a more significant movement trend relative to the vehicle in the lateral direction, and the angle between the rider and the vehicle is also close to 90°. This obvious lateral movement plus the non-same or opposite angle state makes the rider's tendency to approach the front of the vehicle more prominent. Because the larger relative lateral speed will prompt the rider to change position quickly in a shorter time, and the angle not close to 0° or 180° provides the possibility of cutting in front of the vehicle in the direction. So in this case, it can be judged that the rider has a greater intention to cut in front of the vehicle.

[0082] By judging the cyclist's intention to cut in front of the vehicle based on the angle between the vehicle and the cyclist and the relative lateral speed, a basis for judging the selection of the AEB triggering method is provided.

[0083] This embodiment provides a method for preventing AEB false triggering for cyclists. When the target type is a cyclist, the angle between the cyclist and the vehicle is obtained according to the heading angle; the size of the cyclist's intention to cut in front of the vehicle is obtained according to the angle and the lateral speed, thereby preventing AEB false triggering and improving the safety of vehicle driving.

[0084] Based on the first embodiment of the present application, in the third embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can be referred to the above introduction, and will not be repeated in the following. Figure 3 , step S30 includes steps S31-S32:

[0085] Step S31, adjusting the lateral distance threshold for target selection by the automatic emergency braking system according to the intention to cut in front of the vehicle.

[0086] It should be noted that the lateral distance threshold refers to the critical value at which the AEB system determines that the cyclist is in a lateral distance range that may cause a collision risk during vehicle driving. When the lateral distance between the target and the vehicle is less than or equal to the lateral distance threshold, the AEB system selects the target, regards the target as a potential collision threat object, and begins to consider whether it is necessary to take safety measures such as braking.

[0087] If the cyclist has little intention to cut in front of the vehicle, the lateral distance threshold can be set relatively large. In this case, the possibility of the cyclist cutting in front of the vehicle is low. Giving a larger lateral distance threshold can avoid false triggering of AEB, and at the same time reduce the frequent intervention of the system, improving driving comfort and stability. When the cyclist has a greater intention to cut in front of the vehicle, the lateral distance threshold needs to be set relatively small. In this case, the cyclist has a greater intention to cut in front of the vehicle and the risk is higher. Reducing the lateral distance threshold can enable the AEB system to detect potential dangers earlier, so that braking measures can be taken in time when the cyclist actually cuts in front of the vehicle, minimizing the collision and improving driving safety. In actual applications, it is also necessary to continuously adjust and optimize according to actual conditions. For example, by collecting a large amount of actual driving data and analyzing the behavior patterns and cutting intentions of cyclists in different situations, the lateral distance threshold can be determined more accurately.

[0088] The corresponding parameters for adjusting the lateral distance threshold (unit: m) based on the cyclist's intention to cut in front of the vehicle (i.e., heading angle and lateral speed) are shown in the figure below: Figure 4 As shown, it is assumed that the width of the vehicle is 2m, and the coordinate origin of the vehicle perception signal is at the center of the rear axle of the vehicle. When the heading angle is 10° and the lateral speed is 1m / s, the lateral distance threshold is set to 1.2m. When the heading angle is 10° and the lateral speed is 2m / s, the lateral distance threshold is set to 1.6m, and so on. When the cyclist's lateral speed is greater than 4m / s or the heading angle is greater than 40°, the possibility of the cyclist cutting in front of the vehicle becomes very high. At this time, there is no restriction on the lateral distance selected by the cyclist, and the AEB is directly controlled to select the cyclist as a target.

[0089] Step S32: triggering an automatic emergency braking system according to the vehicle perception signal and the lateral distance threshold.

[0090] When determining whether a cyclist will be targeted by the automatic emergency braking system (AEB), the lateral distance of the cyclist relative to the vehicle is compared with the lateral distance threshold. The lateral distance threshold represents the boundary of the lateral distance range in which the AEB system believes that the cyclist may pose a collision threat to the vehicle. If the lateral distance of the cyclist relative to the vehicle is less than or equal to the lateral distance threshold, it means that the cyclist is in the potential danger area identified by the AEB system. When the lateral distance is within the lateral distance threshold, the AEB system will trigger a series of reactions. First, the system will begin to pay close attention to the cyclist's dynamics, including information such as its speed, acceleration, and direction of movement. Then, based on this information and pre-set algorithms and logic, it will determine whether there is a risk of collision between the cyclist and the vehicle. If the system determines that the risk of collision is high, it will initiate the braking procedure to try to avoid or reduce the severity of the collision by automatically braking. For example, suppose the lateral distance threshold is set to 2 meters. When the lateral distance between the cyclist and the vehicle is 1.8 meters, this lateral distance is within the lateral distance threshold, and the AEB system will be triggered to select the cyclist target and further analyze and judge to determine whether emergency braking measures are needed. This mechanism of comparing the lateral distance with the lateral distance threshold to decide whether to select the cyclist target helps to improve the safety of vehicle driving, especially in complex traffic environments, so that potential collision risks can be detected in time and corresponding measures can be taken.

[0091] In a feasible implementation manner, step S32 includes steps S321 to S323:

[0092] Step S321, when the lateral distance is greater than the lateral distance threshold, controlling the automatic emergency braking system not to target the rider.

[0093] When the lateral distance of the cyclist relative to the ego vehicle is greater than the lateral distance threshold, it means that the cyclist is in a relatively safe position and is unlikely to collide with the ego vehicle. In this case, AEB is controlled not to target the cyclist. If AEB is allowed to target the cyclist when the lateral distance is greater than the threshold, it may cause the system to misjudge and intervene unnecessary. For example, in the case of a wide road, the cyclist may only be driving at a distance next to the ego vehicle. At this time, even if the cyclist has some slight changes in movement, the AEB system should not be triggered. Because in this case, the possibility of an actual collision is very low, and unnecessary AEB triggering may scare the driver and may even affect the normal driving of the vehicle. Not targeting the cyclist when the lateral distance is greater than the threshold can improve the accuracy and reliability of the system, avoid frequent false triggering of the system, reduce interference with the driver, and make the driving process smoother and safer.

[0094] Step S322, when the lateral distance is less than or equal to the lateral distance threshold, controlling the automatic emergency braking system to target the rider.

[0095] When the lateral distance between the cyclist and the vehicle is less than or equal to the lateral distance threshold, it indicates that the cyclist has entered an area where there may be a risk of collision, and AEB will quickly initiate a series of monitoring and analysis procedures. First, AEB will select the cyclist target and continuously track the cyclist's position, speed, direction of movement and other key information.

[0096] Step S323, after the automatic emergency braking system selects the rider, triggering the automatic emergency braking system according to the vehicle perception signal.

[0097] After AEB selects the cyclist, AEB can accurately assess the relative motion state between the cyclist and the vehicle, as well as the potential possibility of collision, through the distance, speed and other information between the vehicle and the cyclist in the vehicle perception signal. If the system determines that the distance between the cyclist and the vehicle is shrinking, indicating that the risk of collision is gradually increasing, AEB will decide whether to take emergency braking measures based on the preset algorithm and logic. This timely target selection and response mechanism can provide additional safety protection for the driver at critical moments, helping to avoid or mitigate possible collision accidents. For example, assuming the lateral distance threshold is 2 meters, when the cyclist approaches the vehicle so that the lateral distance is less than or equal to 2 meters, AEB immediately targets the cyclist. Subsequently, the system may issue an alarm to remind the driver to pay attention, or automatically start braking when necessary, based on the specific movement of the cyclist, to minimize the risk of collision.

[0098] In a feasible implementation manner, step S323 includes steps S01 to S03:

[0099] Step S01, after the automatic emergency braking system selects the rider, a collision time is obtained according to the lateral distance, the longitudinal distance, the lateral speed and the longitudinal speed.

[0100] It should be noted that Time-to-Collision (TTC) is a very important concept in the field of traffic safety. It is mainly used to measure the time left before a collision between two traffic participants (such as vehicle and vehicle, vehicle and pedestrian, vehicle and cyclist, etc.) while maintaining their current state of motion in the current traffic scenario. Simply put, TTC is a quantitative description of the urgency of a potential collision event.

[0101] When AEB selects a cyclist, it needs to comprehensively consider the lateral distance, longitudinal distance, lateral speed and longitudinal speed between the cyclist and the vehicle to calculate the collision time. The lateral distance reflects how far the cyclist is from the vehicle in the horizontal direction, while the longitudinal distance represents the distance between the two in the front and rear directions of the vehicle. The lateral speed is related to the speed of the two moving in the lateral direction, and the longitudinal speed reflects the speed state of the vehicle in the forward or backward direction. In actual situations, in the longitudinal direction, if the cyclist and the vehicle are close in the longitudinal direction and the two are moving in the direction of approaching each other, that is, the relative speed is such that the distance between the two is constantly decreasing, then the closer the distance and the faster the approach speed, the shorter the time of collision may be. For example, if the cyclist is in front of the vehicle and is slowly moving backward, and the vehicle is moving forward, then as the two continue to approach, the collision time is gradually shortened. In the lateral direction, if the cyclist and the vehicle are constantly decreasing in the lateral direction, it means that the two have a tendency to approach each other in the horizontal direction, and the magnitude of the lateral movement speed will also affect the speed of this approach, and thus affect the collision time. For example, if the cyclist is moving toward the lateral position of the vehicle and the moving speed is faster, the collision time will come relatively sooner.

[0102] Overall, the collision time should be judged by comprehensively considering the conditions in both the lateral and longitudinal dimensions, and the collision time values ​​calculated from both the longitudinal and lateral dimensions should be considered at the same time. The premise for a collision is that the predicted motion trajectory of the vehicle and the predicted motion trajectory of the rider overlap, so a collision can only occur when the lateral collision time and the longitudinal collision time are close. Only when both the lateral and longitudinal collision conditions are met, that is, when the two are close enough in both directions, will a real collision occur. Therefore, it is necessary to consider the distance change and speed of the two in these two directions at the same time to roughly determine the collision time, which provides a key basis for the AEB system to subsequently determine whether to take braking and other measures.

[0103] Step S02: when the collision time is greater than or equal to the trigger time threshold, the automatic emergency braking system is not triggered.

[0104] It should be noted that the trigger time threshold is a pre-set time value, which plays a key decision-making role in the automatic emergency braking system (AEB) or other safety systems. When the collision time calculated in real time is less than the trigger time threshold, the system will determine that the collision risk has reached a high level and emergency measures need to be taken, such as starting braking or issuing an alarm.

[0105] When the collision time is greater than or equal to the trigger time threshold, it means that in the current traffic scenario, the urgency of a collision between the cyclist and the vehicle has not yet reached the level that requires the AEB system to intervene immediately, so AEB will not be triggered at this time.

[0106] Analyzing from the actual situation, if the collision time is relatively long, it means that there is still ample time for the cyclist and the vehicle to change their respective motion states, thereby avoiding a collision. For example, the collision time between a car and a cyclist is calculated to be 5 seconds, and the trigger time threshold is set to 3 seconds. This means that under the current speed and distance conditions, even if the two maintain the current motion trend, there is still enough time margin before a real collision occurs. During this time, the cyclist may change the riding direction, speed up or slow down, and the vehicle driver also has the opportunity to adjust the relative position relationship with the cyclist through normal driving operations, such as slowing down, changing lanes, etc., thereby eliminating potential collision risks.

[0107] The AEB system itself is a safety mechanism for dealing with emergencies. If it is triggered at will when the collision time is greater than or equal to the trigger time threshold, on the one hand, it may cause unnecessary emergency braking of the vehicle, which will not only make the passengers in the car feel uncomfortable, but may even cause other accidents such as rear-end collisions with the following vehicles. On the other hand, frequent false triggering will also reduce the driver's trust in the AEB system, causing him to question it when AEB is really needed, affecting the actual use effect of the entire system.

[0108] Step S03, when the collision time is less than the trigger time threshold, triggering the automatic emergency braking system and performing automatic emergency braking.

[0109] When the collision time is less than the trigger time threshold, it means that the risk of a collision between the cyclist and the vehicle has reached a very high level of urgency. At this time, AEB needs to be triggered and automatic emergency braking needs to be performed to avoid the collision as much as possible or reduce the damage caused by the collision.

[0110] In actual situations, once the collision time is less than the trigger time threshold, it means that according to the current motion state of the rider, the time left to avoid the collision is very limited. For example, the set trigger time threshold is 3 seconds, and the collision time calculated in real time is 2 seconds. In such a short time, it is often very difficult to rely on the driver's manual operation to avoid the collision, because it is difficult for people to accurately complete risk avoidance actions such as deceleration and lane change in such a tight time due to their reaction speed and operation speed. AEB is triggered at this time, and automatic emergency braking can quickly reduce the speed of the vehicle. When the vehicle speed is reduced, even if a collision eventually occurs, the relative speed at the time of the collision will also decrease, thereby reducing the impact force caused by the collision and reducing the degree of injury to the passengers and riders in the vehicle. In the scenario where the distance to the rider is close and the collision is imminent, if there is no AEB automatic emergency braking, it may hit at a high relative speed, causing serious injury to the rider. After AEB intervenes in the braking in time, the vehicle speed is reduced, and the consequences of the collision will be relatively mitigated.

[0111] In addition, triggering AEB automatic emergency braking also helps maintain the safety and order of the entire traffic environment. In some complex traffic scenarios, such as heavy traffic or complex road conditions, the driver may not be able to detect the impending collision danger in time due to distraction. AEB can accurately monitor the collision time and automatically start braking when it is less than the threshold, which can avoid a traffic accident that may cause a chain reaction and ensure the safety of other vehicles and pedestrians in the surrounding area.

[0112] By calculating the collision time and triggering AEB, false triggering of AEB can be prevented and the safety of vehicle driving can be improved.

[0113] By comparing the lateral distance and the lateral distance threshold, AEB is controlled to select the target, thereby preventing AEB from being triggered incorrectly.

[0114] This embodiment provides a method for preventing AEB false triggering for cyclists. According to the intention to cut in front of the vehicle, the lateral distance threshold for target selection by the automatic emergency braking system is adjusted; according to the vehicle perception signal and the lateral distance threshold, the automatic emergency braking system is triggered to prevent AEB false triggering and improve the safety of vehicle driving.

[0115] Based on the first embodiment of the present application, in the fourth embodiment of the present application, the same or similar contents as those in the first embodiment can be referred to the above description, and will not be described in detail later. Figure 5 , step S10 includes steps S11 to S13:

[0116] Step S11, collecting heading angle, lateral distance, longitudinal distance, lateral speed and longitudinal speed through cameras and sensors.

[0117] It should be noted that the camera may be an optical camera or other cameras that can be used to collect target images, heading angles, lateral distances, longitudinal distances, lateral speeds, and longitudinal speeds. The sensor may be a millimeter wave radar sensor or other sensors that can be used to collect heading angles, lateral distances, longitudinal distances, lateral speeds, and longitudinal speeds. This embodiment does not specifically limit the type of camera and sensor.

[0118] In modern intelligent transportation systems, cameras can clearly obtain the image information of the vehicle and the cyclist on the road with their image capture capabilities. By analyzing and processing the images, using image recognition technology and related algorithms, the relative position relationship between the two can be determined, and then the lateral distance and longitudinal distance can be calculated. For example, the camera can identify the specific position of the cyclist in front of the vehicle, and by comparing it with the preset reference system in the picture, calculate the distance between the two in the front-to-back direction (longitudinal) and left-to-right direction (lateral). At the same time, with the help of some advanced visual tracking algorithms, the camera can also monitor the changes in the movement trajectory of the cyclist and the vehicle in the picture to estimate the lateral speed and longitudinal speed. For example, in several consecutive frames of images, the displacement of the cyclist in the longitudinal direction relative to the vehicle can be observed, and combined with the time interval of each frame of the image, the longitudinal speed can be roughly obtained; similarly, the movement speed in the lateral direction can also be analyzed.

[0119] For sensors, such as radar sensors, they can accurately measure the distance to the target object by emitting and receiving electromagnetic wave signals, and based on the reflection time, frequency change and other characteristics of the signal, both the lateral distance and the longitudinal distance can be accurately obtained. In addition, the radar sensor can monitor the speed of the target object relative to itself, and by analyzing the Doppler effect of the reflected wave, it can be decomposed into two components, the lateral speed and the longitudinal speed, thereby obtaining the speed of the rider relative to the vehicle in different directions.

[0120] Through the collaborative work and complementary advantages of cameras and various sensors, important parameters such as the heading angle, lateral distance, longitudinal distance, lateral speed and longitudinal speed of the vehicle and the cyclist can be fully and accurately collected. Then, key indicators such as collision time can be calculated based on the corresponding algorithms, providing a basis for safety assurance mechanisms such as AEB, and deciding whether braking, warning and other measures are needed, greatly improving road traffic safety.

[0121] Step S12, capturing a target image through the camera.

[0122] It should be noted that the target image is the image of the moving and stationary target captured by the vehicle's camera within the field of view.

[0123] Taking the case of an optical camera, the optical lens can be used to frame the scene where the target is located, and then the internal photosensitive element, such as the common CMOS or CCD element, can be used to convert the light signal into an electrical signal or a digital signal to generate an image of the target. In traffic scenes, the camera can be installed in different positions of the vehicle, such as the front, rear, both sides of the vehicle body, or near the rearview mirror inside the vehicle, to obtain target images from different perspectives. It can clearly capture the driving characteristics, driving speed, position on the road, and other information of the target within a certain range in front of the vehicle, and can capture dynamic images of cyclists approaching or moving away from the vehicle from the side.

[0124] The camera captures images in a continuous process. It will quickly capture pictures at a certain frame rate, such as 30 or 60 frames per second, to record the movement trajectory of the rider. Moreover, with the continuous development of technology, today's cameras have high-resolution characteristics and can provide very clear and detailed images, which helps to more accurately identify various details of the rider, such as the items they carry and their riding posture. Even in a dark environment, with the help of auxiliary functions such as infrared fill light, image acquisition can be completed well.

[0125] Step S13, processing the target image to obtain the target type.

[0126] To judge the target type based on the collected target image, it is necessary to first extract key visual features from the image. The target type can be judged by whether a person and a riding or driving tool are recognized. For example, when a car is recognized, the target type is judged as a driver regardless of whether it is driven or not, and whether it is moving. When a two-wheeled vehicle driven by a person, such as a bicycle, is recognized, the target type is judged as a rider regardless of whether it is moving. For pedestrian targets without riding or driving tools, the target type can be judged as a pedestrian. In addition, when the collected target image is an unmanned and stationary two-wheeled vehicle, the target is not recognized.

[0127] This embodiment provides a method for preventing AEB false triggering for riders, which collects heading angle, lateral distance, longitudinal distance, lateral speed and longitudinal speed through a camera and a sensor; collects a target image through the camera; processes the target image to obtain the target type, thereby accurately identifying the target type and obtaining perception information.

[0128] For example, in order to help understand the implementation process of the method for preventing AEB false triggering for riders obtained by combining the first, second, third and fourth embodiments, please refer to Figure 6 , Figure 6 A brief flow chart of a method for preventing AEB from being triggered incorrectly for riders is provided, specifically:

[0129] Collect vehicle perception signals to obtain the type, heading angle, lateral and longitudinal distances, lateral and longitudinal speeds of the target; determine the size of the cyclist's intention to cut in front of the vehicle based on the heading angle and lateral speed of the cyclist target; adjust the lateral distance threshold for cyclist target screening based on the size of the cyclist's intention to cut in front of the vehicle; if the lateral distance of the cyclist is less than or equal to the lateral distance threshold set under the corresponding size of the cyclist's intention to cut in front of the vehicle, the cyclist is selected; if the lateral distance of the cyclist is greater than the lateral distance threshold set under the corresponding size of the cyclist's intention to cut in front of the vehicle, the cyclist is not selected; for the selected cyclist, if the calculated collision TTC is less than the TTC threshold triggered by AEB, AEB is triggered and automatic emergency braking is performed.

[0130] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the method of preventing false triggering of AEB for cyclists in the present application. More simple transformations based on this technical concept are all within the scope of protection of the present application.

[0131] This application also provides a device for preventing AEB from mis-triggering for cyclists, please refer to Figure 7 The AEB mis-triggering prevention device for riders includes:

[0132] The acquisition module 10 is used to acquire a vehicle perception signal, wherein the vehicle perception signal includes at least one of a target type, a heading angle, a lateral distance, a longitudinal distance, a lateral speed, and a longitudinal speed;

[0133] A judgment module 20, for obtaining the magnitude of the cyclist's intention to cut in front of the vehicle according to the vehicle perception signal when the target type is a cyclist;

[0134] The trigger module 30 is used to trigger the automatic emergency braking system according to the vehicle perception signal and the intention to cut in front of the own vehicle to prevent the automatic emergency braking system from being triggered by mistake.

[0135] In one embodiment, the judgment module 20 is further used to obtain the angle between the cyclist and the vehicle according to the heading angle when the target type is a cyclist; and obtain the size of the cyclist's intention to cut in front of the vehicle according to the angle and the lateral speed.

[0136] In one embodiment, the judgment module 20 is further used to determine that the rider's intention to cut in front of the vehicle is small when the angle and the lateral speed meet the preset requirements; and to determine that the rider's intention to cut in front of the vehicle is large when the angle and the lateral speed do not meet the preset requirements.

[0137] In one embodiment, the trigger module 30 is further used to adjust the lateral distance threshold for target selection by the automatic emergency braking system according to the intention to cut in front of the vehicle; and trigger the automatic emergency braking system according to the vehicle perception signal and the lateral distance threshold.

[0138] In one embodiment, the trigger module 30 is further used to control the automatic emergency braking system not to target the rider when the lateral distance is greater than the lateral distance threshold; to control the automatic emergency braking system to target the rider when the lateral distance is less than or equal to the lateral distance threshold; and to trigger the automatic emergency braking system according to the vehicle perception signal after the automatic emergency braking system selects the rider.

[0139] In one embodiment, the trigger module 30 is further used to obtain a collision time based on the lateral distance, the longitudinal distance, the lateral speed and the longitudinal speed after the automatic emergency braking system selects the rider; when the collision time is greater than or equal to a trigger time threshold, the automatic emergency braking system is not triggered; when the collision time is less than the trigger time threshold, the automatic emergency braking system is triggered and automatic emergency braking is performed.

[0140] In one embodiment, the acquisition module 10 is further used to acquire the heading angle, lateral distance, longitudinal distance, lateral speed and longitudinal speed through a camera and a sensor; acquire the target image through the camera; and process the target image to obtain the target type.

[0141] The AEB false triggering prevention device for riders provided in the present application adopts the AEB false triggering prevention method for riders in the above embodiment, which can solve the technical problem of how to prevent AEB false triggering and improve the safety of vehicle driving. Compared with the prior art, the beneficial effects of the AEB false triggering prevention device for riders provided in the present application are the same as the beneficial effects of the AEB false triggering prevention method for riders provided in the above embodiment, and other technical features of the AEB false triggering prevention device for riders are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0142] The present application provides a device for preventing AEB false triggering for riders, and the device for preventing AEB false triggering for riders includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the method for preventing AEB false triggering for riders in the above-mentioned embodiment 1.

[0143] Reference below Figure 8, which shows a schematic diagram of the structure of the AEB false triggering prevention device for riders suitable for implementing the embodiment of the present application. The AEB false triggering prevention device for riders in the embodiment of the present application may include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 8 The AEB false triggering prevention device for riders shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0144] like Figure 8 As shown, the AEB false triggering prevention device for riders may include a processing device 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 to a random access memory (RAM) 1004. Various programs and data required for the operation of the AEB false triggering prevention device for riders are also stored in RAM 1004. The processing device 1001, ROM 1002, and RAM 1004 are connected to each other via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems may be connected to the I / O interface 1006: input devices 1007 including, for example, a touch screen, a touchpad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; storage devices 1003 including, for example, a magnetic tape, a hard disk, etc.; and communication devices 1009. The communication device 1009 may allow the rider-oriented AEB false triggering prevention device to communicate wirelessly or wired with other devices to exchange data. Although the rider-oriented AEB false triggering prevention device with various systems is shown in the figure, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems may be implemented or have alternatively.

[0145] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0146] The AEB false triggering prevention device for riders provided by the present application adopts the AEB false triggering prevention method for riders in the above embodiment, which can solve the technical problem of how to prevent AEB false triggering and improve the safety of vehicle driving. Compared with the prior art, the beneficial effects of the AEB false triggering prevention device for riders provided by the present application are the same as the beneficial effects of the AEB false triggering prevention method for riders provided by the above embodiment, and other technical features of the AEB false triggering prevention device for riders are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0147] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0148] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0149] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, and the computer-readable program instructions are used to execute the method for preventing AEB false triggering for riders in the above-mentioned embodiment.

[0150] The computer-readable storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination of the above.

[0151] The computer-readable storage medium may be included in the AEB false triggering prevention device for riders; or may exist independently without being assembled into the AEB false triggering prevention device for riders.

[0152] The computer-readable storage medium carries one or more programs. When the one or more programs are executed by the AEB false triggering prevention device for cyclists, the AEB false triggering prevention device for cyclists: collects vehicle perception signals, wherein the vehicle perception signals include at least one of target type, heading angle, lateral distance, longitudinal distance, lateral speed and longitudinal speed; when the target type is a cyclist, obtains the size of the cyclist's intention to cut in front of the vehicle according to the vehicle perception signal; and triggers the automatic emergency braking system according to the vehicle perception signal and the intention to cut in front of the vehicle to prevent the automatic emergency braking system from being falsely triggered.

[0153] Computer program code for performing the operations of the present application may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0154] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0155] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0156] The readable storage medium provided in the present application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned method for preventing AEB false triggering for riders, and can solve the technical problem of how to prevent AEB false triggering and improve the safety of vehicle driving. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in the present application are the same as the beneficial effects of the method for preventing AEB false triggering for riders provided in the above-mentioned embodiment, and will not be elaborated here.

[0157] The present application also provides a computer program product, including a computer program, which, when executed by a processor, implements the steps of the above-mentioned method for preventing false triggering of AEB for riders.

[0158] The computer program product provided by the present application can solve the technical problem of how to prevent AEB false triggering and improve the safety of vehicle driving. Compared with the prior art, the beneficial effects of the computer program product provided by the present application are the same as the beneficial effects of the method for preventing AEB false triggering for riders provided by the above embodiment, which will not be elaborated here.

[0159] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A method for preventing AEB from being triggered by mistake for riders, characterized in that: The method comprises: Collecting a vehicle perception signal, wherein the vehicle perception signal includes at least one of a target type, a heading angle, a lateral distance, a longitudinal distance, a lateral speed, and a longitudinal speed; When the target type is a cyclist, obtaining the magnitude of the cyclist's intention to cut in front of the vehicle according to the vehicle perception signal; The automatic emergency braking system is triggered according to the vehicle perception signal and the intention to cut in front of the own vehicle to prevent the automatic emergency braking system from being triggered by mistake.

2. The method according to claim 1, characterized in that When the target type is a cyclist, the step of obtaining the size of the cyclist's intention to cut in front of the vehicle according to the vehicle perception signal comprises: When the target type is a cyclist, obtaining an angle between the cyclist and the vehicle according to the heading angle; The magnitude of the rider's intention to cut in front of the vehicle is obtained according to the angle and the lateral speed.

3. The method according to claim 2, characterized in that The step of obtaining the magnitude of the rider's intention to cut in front of the vehicle according to the angle and the lateral speed comprises: When the angle and the lateral speed meet preset requirements, it is determined that the rider has little intention to cut in front of the vehicle; When the included angle and the lateral speed do not meet the preset requirement, it is determined that the intention to cut in front of the own vehicle is large.

4. The method according to claim 1, characterized in that The step of triggering the automatic emergency braking system according to the vehicle perception signal and the intention to cut in front of the vehicle comprises: According to the intention to cut in front of the vehicle, adjusting a lateral distance threshold for target selection by an automatic emergency braking system; An automatic emergency braking system is triggered according to the vehicle perception signal and the lateral distance threshold.

5. The method according to claim 4, characterized in that The step of triggering the automatic emergency braking system according to the vehicle perception signal and the lateral distance threshold comprises: When the lateral distance is greater than the lateral distance threshold, controlling the automatic emergency braking system not to target the rider; When the lateral distance is less than or equal to the lateral distance threshold, controlling the automatic emergency braking system to target the rider; After the automatic emergency braking system selects the rider, the automatic emergency braking system is triggered according to the vehicle perception signal.

6. The method according to claim 5, characterized in that After the automatic emergency braking system selects the rider, the step of triggering the automatic emergency braking system according to the vehicle sensing signal comprises: After the automatic emergency braking system selects the rider, a collision time is obtained according to the lateral distance, the longitudinal distance, the lateral speed, and the longitudinal speed; When the collision time is greater than or equal to the trigger time threshold, the automatic emergency braking system is not triggered; When the collision time is less than the trigger time threshold, the automatic emergency braking system is triggered and automatic emergency braking is performed.

7. The method according to any one of claims 1 to 6, characterized in that The step of collecting vehicle perception signals comprises: The heading angle, lateral distance, longitudinal distance, lateral speed and longitudinal speed are collected through cameras and sensors; Acquire a target image through the camera; The target image is processed to obtain a target type.

8. A device for preventing AEB from being triggered by mistake for a rider, characterized in that: The device comprises: A collection module, used to collect vehicle perception signals, wherein the vehicle perception signals include target type, heading angle, lateral distance, longitudinal distance, lateral speed and longitudinal speed; A judgment module, configured to obtain the magnitude of the cyclist's intention to cut in front of the vehicle according to the vehicle perception signal when the target type is a cyclist; The trigger module is used to trigger the automatic emergency braking system according to the vehicle perception signal and the intention to cut in front of the own vehicle to prevent the automatic emergency braking system from being triggered by mistake.

9. A device for preventing AEB from being triggered by mistake for cyclists, characterized in that: The device comprises: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the method for preventing false triggering of AEB for riders as claimed in any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the method for preventing false triggering of AEB for riders as described in any one of claims 1 to 7 are implemented.

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