Method, device, equipment and storage medium for preventing AEB false triggering for riders

Abstract

The present application discloses a method, device, equipment and storage medium for preventing AEB false triggering for cyclists, relating to the field of intelligent driving technology, including: 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; when the target type is a cyclist, obtaining the size of the cyclist's intention to cut in front of the 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 vehicle to prevent the automatic emergency braking system from being falsely triggered. The present application comprehensively judges the cyclist's true intention to cut in through data such as the cyclist's heading angle and speed, selects different lateral distances to filter targets, and prevents AEB false triggering and improves vehicle driving safety.

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 cyclists. Background Art

[0002] The Autonomous Emergency Braking (AEB) system uses sensors such as forward-facing cameras and millimeter-wave radar to detect the relative distance, speed, and position of targets ahead. It then issues collision warnings and automatically applies braking intervention to avoid or mitigate a collision if the risk of collision continues to increase and the driver fails to take effective measures such as braking or steering. Cyclists are highly maneuverable, and it's common for them to enter the motorway from either side of the road and potentially move in front of the ego vehicle. However, in most cases, their true intention isn't to move in front of the ego vehicle. Instead, they quickly adjust their direction, moving away from the ego vehicle's direction. During this situation, the target's lateral velocity rapidly decreases, but due to the limitations of sensors like cameras and millimeter-wave radar, the actual lateral velocity reported by the sensor changes slowly. Consequently, even after the cyclist has adjusted their direction, the sensor still reports a certain lateral velocity, moving them in front of the ego vehicle. This increases the risk of collision between the cyclist and the ego vehicle, and can easily lead to false AEB triggering. 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 cyclists, the method comprising:

[0005] collecting a vehicle perception signal, the vehicle perception signal including 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 magnitude 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 included 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 based on the included angle and the lateral speed includes:

[0012] 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;

[0013] When the included angle and the lateral speed do not meet the preset requirements, 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 based on the vehicle perception signal and the intention to cut in front of the vehicle includes:

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

[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 based on the vehicle perception signal and the lateral distance threshold includes:

[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, obtaining a collision time based on the lateral distance, the longitudinal distance, the lateral speed, and the longitudinal speed;

[0023] When the collision time is greater than or equal to a 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] Collect heading angle, lateral distance, longitudinal distance, lateral speed and longitudinal speed 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 mis-triggering for cyclists, the device comprising:

[0030] an acquisition module, configured 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;

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

[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, which includes: a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein the computer program is 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. 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 AEB false triggering 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. 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] By using data such as the cyclist's heading angle and speed, the system comprehensively judges the cyclist's true intention to cut in, and selects different lateral distances to screen targets. This solves the technical problem of AEB false triggering when encountering cyclists while the vehicle is driving. Compared with existing technologies, it prevents AEB false triggering and improves vehicle driving safety. 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 following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

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

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

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

[0043] Figure 4 Parameter correspondence diagram of the method for preventing AEB false triggering for cyclists provided in Example 3 of the present application;

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

[0045] Figure 6 A schematic diagram of a simplified flow chart of a method for preventing AEB mis-triggering for cyclists 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 cyclists 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 explained 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 merely used to explain the technical solutions of the present application and are not intended 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, 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, 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 will be 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, it is easy to cause AEB to be triggered by mistake.

[0054] This application provides a solution that uses data such as the rider's heading angle and speed to comprehensively judge the rider's true cutting intention, selects different lateral distances to screen targets, and prevents AEB false triggering and improves vehicle driving safety.

[0055] As can be seen from the above embodiments, the present application comprehensively judges the rider's true intention to cut in 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 cyclist while the vehicle is driving, thereby preventing AEB false triggering and improving vehicle driving safety.

[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 execution capabilities, such as a tablet computer, personal computer, mobile phone, etc., or an electronic device capable of performing the aforementioned functions. This embodiment and the following embodiments will be described below using the example of preventing the AEB system's internal actuator from falsely triggering.

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

[0058] In this embodiment, the method for preventing AEB false triggering for cyclists 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 collected by the vehicle through cameras and sensors about the vehicle itself and other moving targets in the surrounding area, 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 target 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 type includes drivers, cyclists, pedestrians, etc. In the field of navigation or object motion control, the heading angle refers to the angle between the direction of object movement and a reference direction. 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 terms of direction.

[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 certain main direction. This main direction can be the direction of movement of the object, the direction of a coordinate axis, or a predefined direction reference. The 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 can be 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, select a certain moment and take the direction of vehicle driving at that moment 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 perpendicular to the reference direction, and the longitudinal velocity of the target is the velocity component 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, which are 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 a cyclist refers to the target type when the target vehicle is a two-wheeled vehicle, which includes bicycles, electric bikes, motorcycles, etc. A cyclist's intention to cut in front of a vehicle refers to the cyclist's subjective behavioral tendency to move in front of a vehicle on the road for purposes such as changing route or avoiding obstacles. The cyclist's intention to cut in front of the vehicle can be determined based on the distance, angle, and relative speed between the vehicle and the cyclist.

[0066] Step S30 , triggering an automatic emergency braking system based on 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 the collision.

[0068] The greater the cyclist's intention to cut in front of the vehicle, the farther the cyclist is from the vehicle laterally. Conversely, the smaller the cyclist's intention to cut in, the closer the cyclist is to the vehicle laterally. This ensures that AEB can trigger braking in time to reduce collisions when the cyclist has a real intention to cut in, and avoids false triggering of AEB 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. By comprehensively judging the cyclist's true approach intention through data such as the cyclist's heading angle and speed, different lateral distances are selected to screen targets. This solves the technical problem of AEB false triggering 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 embodiment 1 can be referred to the above introduction and will not be described in detail later. Figure 2 , step S20 includes steps S21 to S22:

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

[0072] The heading angle captured by the sensor is the angle between the target's direction of motion and the vehicle's direction of motion. 0° indicates the same direction, 180° indicates the opposite direction, counterclockwise rotation is positive, and clockwise rotation is negative. For example, if the target is moving perpendicularly from left to right relative to the vehicle, the heading angle is -90°. This and other embodiments are described using a positive heading angle.

[0073] Step S22: Obtain the magnitude of the rider's intention to cut in front of the vehicle based on the included angle and the lateral speed.

[0074] When the angle between the cyclist and the ego vehicle is close to 0°, it means they are traveling in the same direction, indicating that the cyclist's intention to cut in is relatively small. When the angle approaches 90°, it indicates a lateral cut-in, indicating a strong intention to cut in. If the angle approaches 180°, and the cyclists are traveling in opposite directions, then the cyclist has little intention to cut in. The lateral speeds of both vehicles must also be considered. If the cyclist's lateral speed is high, the intention to cut in will be more pronounced at a certain angle. At slower lateral speeds, the intention to cut in will be less pronounced. In reality, the ego vehicle also has lateral speed, so the cyclist's lateral speed relative to the ego vehicle is important. The greater the relative lateral speed, the greater the possibility and intention of the cyclist to cut in. Furthermore, the distance between the cyclist and the ego vehicle is crucial. If the relative distance is long, even if the angle and lateral speed indicate a tendency to cut in, the actual threat of cutting in in the short term is minimal. However, when the relative distance is close, the influence of the intention to cut in becomes more significant as long as there is a tendency to cut in.

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

[0076] Step S221: When the included 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 low. Different road conditions and driving conditions have different criteria for determining the relative lateral speed. For example, on normal roads and sunny days, the threshold for determining the relative lateral speed can be appropriately increased. For example, a relative lateral speed exceeding 20 km / h is considered a relatively high relative lateral speed. On winding roads or in thunderstorms, the threshold for determining the relative lateral speed can be appropriately reduced. For example, a relative lateral speed exceeding 10 km / h is considered a relatively high relative lateral speed. This embodiment does not specifically limit the threshold for determining the relative lateral speed.

[0078] When the angle between the cyclist and the vehicle approaches 0°, it means the cyclist and the vehicle are traveling in roughly the same direction. In this case, the likelihood of the cyclist cutting in front of the vehicle is relatively low. Furthermore, if the relative lateral velocity between the two is also low, this further indicates that the cyclist's lateral motion relative to the vehicle is very weak. This weak relative lateral motion makes the cyclist have little tendency to cut in front of the vehicle, so the cyclist's intention to cut in is considered low. When the angle between the cyclist and the vehicle approaches 180°, the cyclist and the vehicle are actually traveling in opposite directions. In this situation, the cyclist is normally moving away from the vehicle, making the probability of cutting in front of the vehicle extremely low. Furthermore, the low relative lateral velocity further indicates that the cyclist has little tendency to move in front of the vehicle. The lack of such lateral motion indicates that the cyclist's intention to cut in front of the vehicle is considered low.

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

[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 cyclist and the ego vehicle is not close to 0° or 180°, it means that the cyclist's direction of travel is at a certain angle to the ego vehicle's, not in the same or opposite direction. At this angle, the cyclist's trajectory is more likely to intersect with the ego vehicle's path. If the relative lateral speed between the two is high, it indicates that the cyclist is moving significantly laterally relative to the ego vehicle, and the angle between the cyclist and the ego vehicle is also close to 90°. This significant lateral movement, combined with the non-co- or opposite-direction angle, makes the cyclist's tendency to move in front of the ego vehicle more prominent. This is because the high relative lateral speed encourages the cyclist to change position quickly, and the angle not close to 0° or 180° provides directional potential for cutting in front of the ego vehicle. Therefore, in this case, it can be judged that the cyclist has a strong intention to cut in front of the ego 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 judgment basis is provided for the selection of the AEB triggering method.

[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 based on the heading angle; and the cyclist's intention to cut in front of the vehicle is obtained based on the angle and the lateral speed, thereby preventing AEB false triggering and improving vehicle driving safety.

[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 embodiment 1 can be referred to the above introduction and will not be described in detail later. Figure 3 , step S30 includes steps S31 to 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 the 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 safety measures such as braking are needed.

[0087] If the cyclist's intention to cut in front of the vehicle is minimal, the lateral distance threshold can be set relatively high. In this case, the likelihood of the cyclist cutting in front of the vehicle is low. A higher lateral distance threshold can prevent false AEB triggering and reduce frequent system intervention, improving driving comfort and stability. If the cyclist's intention to cut in front of the vehicle is strong, the lateral distance threshold should be set relatively low. In this case, the cyclist's intention to cut in front of the vehicle is strong and the risk is high. Reducing the lateral distance threshold allows the AEB system to detect potential danger earlier, allowing for timely braking if the cyclist actually cuts in front of the vehicle, minimizing the collision and thus improving driving safety. In actual application, continuous adjustment and optimization are required based on actual conditions. For example, by collecting a large amount of actual driving data and analyzing cyclist behavior patterns and cut-in intentions in different situations, the lateral distance threshold can be more accurately determined.

[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 in the figure, the ego vehicle is assumed to be 2m wide and the coordinate origin for collecting vehicle perception signals is at the center of the ego vehicle's rear axle. 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 exceeds 4m / s or the heading angle exceeds 40°, the possibility of the cyclist cutting in front of the ego vehicle becomes very high. In this case, the lateral distance selected by the cyclist is no longer restricted, and AEB is directly controlled to target the cyclist.

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

[0090] To determine whether a cyclist will be targeted by the Automatic Emergency Braking (AEB) system, the cyclist's lateral distance from the ego vehicle is compared to a lateral distance threshold. The lateral distance threshold represents the lateral distance range within which the AEB system considers a cyclist to pose a potential collision threat to the ego vehicle. If the lateral distance from the cyclist to the ego vehicle is less than or equal to the lateral distance threshold, the cyclist is within the AEB system's potential danger zone. When the lateral distance is within the lateral distance threshold, the AEB system triggers a series of actions. First, the system closely monitors the cyclist's movements, including speed, acceleration, and direction of movement. Then, based on this information and pre-set algorithms and logic, it determines whether there is a risk of collision between the cyclist and the ego vehicle. If the system determines that the risk of collision is high, it initiates a braking sequence, attempting to avoid or mitigate the severity of the collision through automatic braking. For example, suppose the lateral distance threshold is set to 2 meters. If the lateral distance from the cyclist to the ego vehicle is 1.8 meters, this distance is within the lateral distance threshold, triggering the AEB system to select the cyclist as a target and further analyze and determine whether emergency braking is necessary. This mechanism, which determines whether to select a cyclist target by comparing the lateral distance with a lateral distance threshold, helps improve vehicle driving safety, especially in complex traffic environments, by enabling timely detection of potential collision hazards and the implementation of appropriate measures.

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

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

[0093] When the lateral distance of a 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 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 to 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, control the automatic emergency braking system to target the rider.

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

[0096] Step S323: After the automatic emergency braking system selects the rider, the automatic emergency braking system is triggered according to the vehicle sensing signal.

[0097] After AEB targets a cyclist, it uses information such as the distance and speed between the cyclist and the cyclist in the vehicle's sensor signals to accurately assess the relative motion between the cyclist and the cyclist, as well as the potential for a collision. If the system determines that the distance between the cyclist and the cyclist is decreasing, indicating an increasing risk of collision, AEB will determine whether emergency braking is necessary based on pre-set algorithms and logic. This timely targeting and response mechanism provides additional safety for the driver at critical moments, helping to avoid or mitigate potential collisions. For example, assuming a lateral distance threshold of 2 meters, if a cyclist approaches the cyclist, bringing the lateral distance to 2 meters or less, AEB immediately targets the cyclist. The system may then, based on the cyclist's specific motion, issue an alert to alert the driver or, if necessary, automatically apply the brakes to minimize the risk of a collision.

[0098] In a feasible implementation, 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 remaining before a collision between two traffic participants (such as vehicles and vehicles, vehicles and pedestrians, vehicles and cyclists, 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 calculates the time to collision by comprehensively considering the lateral distance, longitudinal distance, lateral speed, and longitudinal speed between the cyclist and the vehicle. Lateral distance reflects the horizontal separation between the cyclist and the vehicle, while longitudinal distance represents the distance between them in the forward and backward directions. Lateral speed relates to the speed of their movement, while longitudinal speed reflects the vehicle's forward or backward speed. In practice, if the longitudinal distance between the cyclist and the vehicle is close and they are moving toward each other—that is, their relative speed is causing the distance between them to decrease—the closer the distance and the faster the closing speed, the shorter the time to collision. For example, if a cyclist is in front of the vehicle and slowly retreating while the vehicle is moving forward, the time to collision will decrease as the two vehicles approach. Lateral distance indicates that the cyclist and the vehicle are closing in on each other, and the lateral speed also affects the speed of this closing, which in turn affects the time to collision. 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 soon.

[0102] Overall, the collision time must be determined by combining both the lateral and longitudinal dimensions. The collision time values ​​calculated from both dimensions must be considered simultaneously. A collision can only occur if the predicted trajectory of the vehicle and the cyclist overlap. Therefore, a collision requires that the lateral and longitudinal collision times are close. A collision will only occur when both lateral and longitudinal collision conditions are met, meaning the two vehicles are close enough in both directions. Therefore, it is necessary to consider the distance change and speed of the two vehicles in both directions simultaneously to roughly determine the collision time, providing 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 initiating 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 the collision between the cyclist and the vehicle has not 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 the occurrence of 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 their 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 responding to emergencies. If it is triggered arbitrarily when the collision time is greater than or equal to the trigger time threshold, on the one hand, it may cause unnecessary sudden 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 to play a role, affecting the actual use effect of the entire system.

[0108] Step S03: When the collision time is less than the trigger time threshold, trigger the automatic emergency braking system and perform 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 practice, if the time-to-collision threshold falls below the trigger time threshold, the cyclist's current state of motion leaves very limited time to avoid a collision. For example, if the trigger time threshold is set at 3 seconds, but the real-time calculated time-to-collision threshold is 2 seconds, manually avoiding a collision within such a short window is often difficult for the driver. Human reaction speed and operational speed make it difficult to accurately execute evasive maneuvers such as deceleration and lane changes within such a tight timeframe. AEB triggers at this point, applying automatic emergency braking to quickly reduce the vehicle's speed. Even if a collision ultimately occurs, the relative velocity at the time of impact is reduced, mitigating the impact force and minimizing the severity of injuries to passengers and cyclists. In close proximity to a cyclist and imminent collision, without AEB automatic emergency braking, the vehicle could collide at a high relative speed, causing serious injury to the cyclist. However, timely AEB braking reduces the vehicle's speed and mitigates the consequences of the collision.

[0111] Furthermore, triggering AEB (Automatic Emergency Braking) also helps maintain a safe and orderly traffic environment. In complex traffic scenarios, such as heavy traffic or difficult road conditions, drivers may be distracted and fail to perceive the imminent collision. AEB, by accurately monitoring the time-to-collision (MTC) and automatically initiating braking when the MCT is below a threshold, can prevent a potentially chain reaction accident and ensure the safety of surrounding vehicles and pedestrians.

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

[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 above-mentioned embodiment 1 can be referred to the above introduction 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 can be an optical camera or other camera capable of capturing target images, heading angle, lateral distance, longitudinal distance, lateral velocity, and longitudinal velocity. The sensor can be a millimeter-wave radar sensor or other sensor capable of capturing heading angle, lateral distance, longitudinal distance, lateral velocity, and longitudinal velocity. This embodiment does not specifically limit the type of camera or sensor.

[0118] In modern intelligent transportation systems, cameras, with their image capture capabilities, can clearly capture images of both the vehicle and the cyclist on the road. By analyzing and processing these images, using image recognition technology and related algorithms, the relative position of the two can be determined, allowing the lateral and longitudinal distances to be calculated. For example, the camera can identify the cyclist's specific position in front of the vehicle and, by comparing it with a preset reference frame in the image, calculate the distance between them in the front-to-back (longitudinal) and left-to-right (lateral) directions. Furthermore, using advanced visual tracking algorithms, the camera can monitor the movement of the cyclist and the vehicle in the image to estimate their lateral and longitudinal speeds. For example, by observing the cyclist's longitudinal displacement relative to the vehicle in several consecutive image frames and combining it with the time interval between each frame, the cyclist's longitudinal speed can be roughly determined. Similarly, the lateral speed can also be analyzed.

[0119] Sensors, such as radar sensors, transmit and receive electromagnetic wave signals and, based on characteristics such as the signal's reflection time and frequency variation, accurately measure the distance to the target object, both horizontally and vertically. Furthermore, radar sensors can monitor the target object's velocity relative to the sensor itself. By analyzing the Doppler effect of the reflected wave, they decompose it into its lateral and longitudinal components, thereby determining the cyclist's speed relative to the vehicle in different directions.

[0120] By enabling cameras and various sensors to work together and complement each other, important parameters such as the heading angle, lateral distance, longitudinal distance, lateral speed, and longitudinal speed of the vehicle and cyclist can be comprehensively and accurately collected. Based on the corresponding algorithms, key indicators such as collision time can be calculated, 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 use of optical cameras as an example, the optical lens can be used to frame the scene where the target is located, and then the internal photosensitive elements, such as common CMOS or CCD elements, can convert the light signal into an electrical signal or digital signal to generate an image of the target. In traffic scenarios, cameras 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] Camera image acquisition is a continuous process. It will quickly capture a series of images at a certain frame rate, such as 30 or 60 frames per second, to record the cyclist's movement trajectory. Moreover, with the continuous development of technology, current cameras have high-resolution characteristics, which can provide very clear and detailed images. This helps to more accurately identify various details of the cyclist, such as their belongings and riding posture. Even in low-light environments, with the help of auxiliary functions such as infrared fill light, image acquisition can be completed well.

[0125] Step S13: Process the target image to obtain the target type.

[0126] To determine the target type based on the captured target image, key visual features must first be extracted from the image. The target type can be determined by whether a person and a riding or driving vehicle are recognized. For example, when a car is recognized, the target type is determined to be a driver, regardless of whether it is driven or moving. When a two-wheeled vehicle driven by a person, such as a bicycle, is recognized, the target type is determined to be a cyclist, regardless of whether it is moving. For pedestrian targets without riding or driving vehicles, the target type can be determined to be a pedestrian. In addition, if the captured target image is of an unmanned and stationary two-wheeled vehicle, the target is not recognized.

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

[0128] For example, to help understand the implementation process of the method for preventing AEB false triggering for cyclists obtained by combining the first, second, third and fourth embodiments, please refer to Figure 6 , Figure 6 A brief flowchart of a method for preventing AEB false triggering for cyclists is provided, specifically:

[0129] Collect vehicle perception signals to obtain the target type, heading angle, lateral and longitudinal distance, lateral and longitudinal speed, etc.; determine the cyclist's intention to cut in front of the own vehicle based on the cyclist's heading angle and lateral speed; adjust the lateral distance threshold for cyclist target screening based on the cyclist's intention to cut in front of the own vehicle; if the cyclist's lateral distance is less than or equal to the lateral distance threshold set under the corresponding cyclist's intention to cut in front of the own vehicle, the cyclist is selected; if the cyclist's lateral distance is greater than the lateral distance threshold set under the corresponding cyclist's intention to cut in front of the own vehicle, the cyclist is not selected; for the selected cyclist, if the calculated collision TTC is less than the TTC threshold for AEB triggering, 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 present application's method for preventing AEB false triggering for cyclists. 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] an acquisition module 10 for acquiring 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] The judgment module 20 is configured to determine, when the target type is a cyclist, the magnitude of the cyclist's intention to cut in front of the vehicle based on the vehicle perception signal;

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

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

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

[0137] In one embodiment, the trigger module 30 is further configured to adjust a 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 configured 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 heading angle, lateral distance, longitudinal distance, lateral speed and longitudinal speed through a camera and a sensor; acquire a target image through the camera; and process the target image to obtain a target type.

[0141] The cyclist-oriented AEB false triggering prevention device provided in this application utilizes the cyclist-oriented AEB false triggering prevention method described in the aforementioned embodiment to address the technical problem of preventing AEB false triggering and improving vehicle driving safety. Compared to the prior art, the cyclist-oriented AEB false triggering prevention device provided in this application achieves the same beneficial effects as the cyclist-oriented AEB false triggering prevention method described in the aforementioned embodiment. Other technical features of the cyclist-oriented AEB false triggering prevention device are the same as those disclosed in the aforementioned embodiment and are not further elaborated here.

[0142] The present application provides a device for preventing AEB false triggering for cyclists, and the device for preventing AEB false triggering for cyclists 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 cyclists in the above-mentioned embodiment one.

[0143] Reference below Figure 8, which shows a schematic structural diagram of a device for preventing AEB false triggering for cyclists suitable for implementing an embodiment of the present application. The device for preventing AEB false triggering for cyclists 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), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 8 The AEB false triggering prevention device for cyclists shown is merely an example and should not limit 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 processing unit, 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 into 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 the RAM 1004. The processing device 1001, the ROM 1002, and the 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 can be connected to the I / O interface 1006: input devices 1007 including, for example, a touchscreen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, a magnetic tape, hard disk, etc.; and communication devices 1009. The communication devices 1009 can allow the rider-facing AEB false triggering prevention device to communicate with other devices wirelessly or by wire to exchange data. While the figure shows a rider-facing AEB false triggering prevention device with various systems, it should be understood that not all of the illustrated systems are required to be implemented or present. More or fewer systems may alternatively be implemented or present.

[0145] In particular, according to the embodiments disclosed in the present application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments disclosed in the present application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program comprising 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 via 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 cyclist-oriented AEB false triggering prevention device provided in this application utilizes the cyclist-oriented AEB false triggering prevention method described in the aforementioned embodiment to address the technical problem of preventing AEB false triggering and improving vehicle driving safety. Compared to the prior art, the cyclist-oriented AEB false triggering prevention device provided in this application achieves the same beneficial effects as the cyclist-oriented AEB false triggering prevention method described in the aforementioned embodiment. Other technical features of the cyclist-oriented AEB false triggering prevention device are the same as those disclosed in the aforementioned embodiment and are not further elaborated here.

[0147] It should be understood that the various parts disclosed in this application can be implemented using 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 description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

[0149] The present application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) 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 this 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 thereof. 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 thereof. In this embodiment, the computer-readable storage medium may be any tangible medium that contains or stores a program that can be used by or in conjunction 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 thereof.

[0151] The computer-readable storage medium may be included in the AEB false triggering prevention device for riders, or may exist independently without being incorporated 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 stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on the remote computer or server. In cases involving 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., through the Internet using an Internet service provider).

[0154] The flow charts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a module, program segment or a part of code, and the module, program segment or a part of 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 box can also occur in a different order than that marked in the accompanying drawings. For example, two 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 box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented by a dedicated hardware-based system that performs the specified function or operation, or can be implemented by a combination of dedicated hardware and computer instructions.

[0155] The modules described in the embodiments of the present application may be implemented in software or hardware, wherein the name of a module does not necessarily limit the unit itself.

[0156] The computer-readable storage medium provided in this application stores computer-readable program instructions (i.e., a computer program) for executing the aforementioned method for preventing false AEB triggering for cyclists. This computer-readable storage medium addresses the technical problem of preventing false AEB triggering and improving vehicle safety. Compared to the prior art, the beneficial effects of the computer-readable storage medium provided in this application are similar to those of the method for preventing false AEB triggering for cyclists provided in the aforementioned embodiments, and are not further 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 AEB false triggering for riders.

[0158] The computer program product provided in this application can solve the technical problem of preventing false AEB triggering and improving vehicle safety. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the method for preventing false AEB triggering for cyclists provided in the above-mentioned embodiment, and will not be elaborated here.

[0159] The above description is only part of the embodiments of the present application and does not limit the patent scope of the present application. All equivalent structural transformations made by using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect application in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A method for preventing AEB false triggering for cyclists, characterized in that: The method comprises: collecting a vehicle perception signal, the vehicle perception signal including 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; triggering an automatic emergency braking system based on the vehicle sensing signal and the intention to cut in front of the vehicle to prevent the automatic emergency braking system from being triggered inadvertently; 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 includes: According to the intention to cut in front of the own vehicle, a lateral distance threshold for target selection by the automatic emergency braking system is adjusted. When the angle between the rider and the own vehicle is close to a preset value corresponding to the two being traveling in the same direction, the intention to cut in front of the own vehicle indicates that the rider has little intention to cut in front of the own vehicle. When the angle between the rider and the own vehicle is close to a preset value corresponding to a lateral cut-in between the two, the intention to cut in front of the own vehicle indicates that the rider has a strong intention to cut in. When the angle between the rider and the own vehicle is close to a preset value corresponding to the two being traveling in opposite directions, the intention to cut in front of the own vehicle indicates that the rider has no intention to cut in front of the own vehicle. An automatic emergency braking system is triggered according to the vehicle perception signal and the lateral distance threshold.

2. The method according to claim 1, wherein When the target type is a cyclist, the step of obtaining the magnitude of the cyclist's intention to cut in front of the vehicle according to the vehicle perception signal includes: 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 included angle and the lateral speed.

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

4. The method according to claim 1, wherein 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.

5. The method according to claim 4, wherein After the automatic emergency braking system selects the rider, the step of triggering the automatic emergency braking system according to the vehicle sensing signal includes: After the automatic emergency braking system selects the rider, obtaining a collision time based on the lateral distance, the longitudinal distance, the lateral speed, and the longitudinal speed; 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.

6. The method according to any one of claims 1 to 5, characterized in that The step of collecting vehicle perception signals includes: Collect heading angle, lateral distance, longitudinal distance, lateral speed and longitudinal speed through cameras and sensors; Acquire a target image through the camera; The target image is processed to obtain a target type.

7. A device for preventing AEB from mis-triggering for cyclists, characterized in that: The device comprises: An acquisition module is used to acquire 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 determine, when the target type is a cyclist, the magnitude of the cyclist's intention to cut in front of the vehicle based on the vehicle perception signal; a triggering module, configured to trigger an automatic emergency braking system based on the vehicle perception signal and the intention to cut in front of the vehicle, so as to prevent the automatic emergency braking system from being triggered erroneously; The trigger module is further used to adjust a lateral distance threshold for target selection by the automatic emergency braking system according to the intention to cut in front of the own vehicle; when the angle between the rider and the own vehicle is close to a preset value corresponding to the same-direction travel of the two, the intention to cut in front of the own vehicle means that the rider has a weak intention to cut in front of the own vehicle; when the angle between the rider and the own vehicle is close to a preset value corresponding to the lateral cut-in between the two, the intention to cut in front of the own vehicle means that the rider has a strong intention to cut in; when the angle between the rider and the own vehicle is close to a preset value corresponding to the opposite directions of travel of the two, the intention to cut in front of the own vehicle means that the rider has no intention to cut in front of the own vehicle; and the automatic emergency braking system is triggered according to the vehicle perception signal and the lateral distance threshold.

8. A device for preventing AEB from mis-triggering for cyclists, characterized in that: The device includes: 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 cyclists according to any one of claims 1 to 6.

9. A storage medium, characterized in that: The storage medium is a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the steps of the method for preventing false triggering of AEB for cyclists according to any one of claims 1 to 6 are implemented.

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