Control method for automatic emergency braking function of vehicle, vehicle and storage medium

Abstract

The invention relates to a control method for an automatic emergency braking function of a vehicle, the vehicle and a storage medium. The method comprises the steps that state information of a target object in the view field of the vehicle is acquired; under the condition that the existence of the road edge is determined, road edge information is obtained, the road edge information comprises starting position information and ending position information of the road edge relative to the vehicle, and the road edge refers to a boundary higher than a vehicle road by a preset height; acquiring an emergency braking demand of the target object according to the road edge information and the state information; and when it is determined that the target object does not have the emergency braking requirement, triggering of the automatic emergency braking function is restrained. The emergency braking demand of the target object is comprehensively obtained by combining the road edge information and the state information, and triggering of the automatic emergency braking function is inhibited when it is determined that the target object does not have the emergency braking demand, so that accurate triggering of the automatic emergency braking function can be ensured.

Description

Technical Field

[0001] The present disclosure relates to the field of intelligent driving technology, and in particular to a control method for an automatic emergency braking function of a vehicle, a vehicle, and a storage medium. Background Art

[0002] Autonomous Emergency Braking (AEB) is one of the main auxiliary functions of new energy vehicles. Its function is to avoid vehicle accidents or reduce casualties when the driver encounters an emergency on the road. However, when the vehicle's sensor performance is low, the automatic emergency braking function may be triggered by mistake, resulting in a poor user experience. Summary of the invention

[0003] In order to overcome the problems existing in the related art, the present disclosure provides a control method of an automatic emergency braking function of a vehicle, a vehicle and a storage medium.

[0004] A first aspect of the present disclosure provides a method for controlling an automatic emergency braking function of a vehicle, the method comprising: Acquiring status information of a target object within the field of view of the vehicle; If it is determined that there is a curb, obtaining curb information, the curb information including starting position information and ending position information of the curb relative to the vehicle, the curb being a boundary higher than a preset height of the vehicle road; Acquire the emergency braking requirement of the target object according to the curb information and the state information; When it is determined that the target object has no emergency braking requirement, triggering of the automatic emergency braking function is suppressed.

[0005] Optionally, the state information of the target object includes position information of the target object; and obtaining the emergency braking requirement of the target object according to the curb information and the state information includes: Acquire the effective length of the curb according to the starting position information and the ending position information of the curb; Determine, based on the position information of the target object, that the target object is within the effective length range, and acquire motion information of the target object; When it is determined that the motion information satisfies a preset condition, it is determined that there is no emergency braking demand for the target object.

[0006] Optionally, acquiring the effective length of the curb according to the starting position information and the ending position information of the curb comprises: Determine an initial effective length based on first starting longitudinal information in the starting position information of the curb and first ending longitudinal information in the ending position information; Acquire an extended distance value, where the extended distance value is determined based on the initial effective length or based on lane line information of the lane where the vehicle is located; The effective length of the curb is determined based on the initial effective length and the extended distance value.

[0007] Optionally, the lane line information includes second starting longitudinal information and second ending longitudinal information of the lane line, and acquiring the extended distance value includes: When it is determined that the lane line information and the roadside information meet a specified condition, obtaining a difference between the second end longitudinal information and the first end longitudinal information; The difference value is compared with a preset extension value, and the smaller value is used as the extension distance value.

[0008] Optionally, the method further comprises: When it is determined that the lane line information and the roadside information do not meet the specified conditions, the extended distance value is obtained based on the relationship between the initial effective length and the first value and the second value, and the first value is greater than the second value.

[0009] Optionally, the specified condition includes at least one of the following: The second starting longitudinal information is smaller than a first preset value, and the second ending longitudinal information is larger than the first ending longitudinal information; The difference between the first fitting coefficient of the curve fitting equation corresponding to the lane line and the first fitting coefficient of the curve fitting equation corresponding to the curb is less than a second preset value; A difference between the lateral information of the lane line and the roadside at a specified distance is less than a third preset value.

[0010] Optionally, the method further comprises: Obtaining a left fitting curve and a right fitting curve of the curb; When it is determined that the first fitting coefficient of the left fitting curve is greater than a fourth preset value, and when it is determined that the first termination longitudinal information of the left curb is greater than a fifth preset value, it is determined that there is a left curb; When it is determined that the first fitting coefficient of the right fitting curve is less than the negative fourth preset value and when it is determined that the first termination longitudinal information of the right curb is greater than the fifth preset value, it is determined that there is a right curb.

[0011] Optionally, the method further comprises: When it is determined that the target object has an emergency braking requirement, obtaining a collision risk value between the vehicle and the target object; When it is determined that the collision risk value is greater than a risk threshold, the automatic emergency braking function is triggered.

[0012] Optionally, the method further comprises: When it is determined that the vehicle is located in a designated scene, the state information of the target object within the field of view of the vehicle is executed to suppress the triggering of the automatic emergency braking function. The designated scene includes the zebra crossing target object emergency braking scene and the bus stop sign scene.

[0013] A second aspect of the present disclosure provides a vehicle, the vehicle comprising: a memory having a computer program stored thereon; A processor is used to execute the computer program in the memory to implement the steps of the method described in the first aspect.

[0014] In a third aspect, the present disclosure provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of the method described in the first aspect.

[0015] In a fourth aspect, the present disclosure provides a computer program product, including a computer program, which implements the method described in the first aspect when executed by a processor.

[0016] The present invention first obtains the status information of the target object within the vehicle's field of view, and then obtains the curb information when it is determined that there is a curb, the curb information includes the starting position information and the ending position information of the curb relative to the vehicle, and then determines whether the target object is within the curb according to the starting position information and the ending position information of the curb. If it is determined that the target object is within the curb and the status information of the target object meets the conditions at this time, the present invention may not trigger the automatic emergency braking function. In this process, since the target object is relatively safe when it is within the curb, even if there is a deviation in the estimated motion information of the target object, there is no need to trigger the emergency braking function. This can ensure the accurate triggering of the automatic emergency braking function and reduce the possibility of its false triggering.

[0017] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings: Figure 1 The figure is a flow chart of a method for controlling an automatic emergency braking function of a vehicle according to an exemplary embodiment.

[0019] Figure 2 The figure is an example diagram of the relationship between a target object and a vehicle in another method for controlling an automatic emergency braking function of a vehicle according to an exemplary embodiment.

[0020] Figure 3 The figure is a flow chart showing another method for controlling an automatic emergency braking function of a vehicle according to an exemplary embodiment.

[0021] Figure 4 This is an example diagram of the relationship between a roadside and a lane line in another method for controlling an automatic emergency braking function of a vehicle according to an exemplary embodiment.

[0022] Figure 5 The present invention is an example diagram showing a target object within an effective length range in another method for controlling an automatic emergency braking function of a vehicle according to an exemplary embodiment.

[0023] Figure 6 The figure is an example diagram of the running direction of a target object in another method for controlling an automatic emergency braking function of a vehicle according to an exemplary embodiment.

[0024] Figure 7 The figure is a specific flow chart of another method for controlling an automatic emergency braking function of a vehicle according to an exemplary embodiment.

[0025] Figure 8 The invention is a block diagram of a control device for an automatic emergency braking function of a vehicle according to an exemplary embodiment.

[0026] Fig. 9 is a block diagram of a vehicle according to an exemplary embodiment. DETAILED DESCRIPTION

[0027] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0028] Embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although certain embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be construed as being limited to the embodiments described herein, which are instead provided for a more thorough and complete understanding of the present disclosure. It should be understood that the drawings and embodiments of the present disclosure are only for exemplary purposes and are not intended to limit the scope of protection of the present disclosure.

[0029] It should be understood that the various steps described in the method embodiments of the present disclosure may be performed in different orders and / or in parallel. In addition, the method embodiments may include additional steps and / or omit the steps shown. The scope of the present disclosure is not limited in this respect.

[0030] The term "including" and its variations used herein are open inclusions, i.e., "including but not limited to". The term "based on" means "based at least in part on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". The relevant definitions of other terms will be given in the following description.

[0031] It should be noted that the concepts such as "first" and "second" mentioned in the present disclosure are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0032] The related technologies involve the fusion solution of millimeter-wave radar and camera during automatic emergency braking, as well as the pure vision solution using only camera. In the case of limited sensor performance, these two types of solutions will have limitations for certain specific complex scenarios in reality. It is easy for the driver to have no intention to brake, but the vehicle will automatically slow down or stop, that is, the automatic emergency braking function will be triggered by mistake, which may cause the vehicle to rear-end and deteriorate the user experience.

[0033] As an example, when a target object suddenly brakes at a zebra crossing, if the visual sensor converges too slowly on the target object's speed, the additional system delay will cause the system to judge that the risk is met, resulting in the automatic emergency braking function being triggered by mistake. As another example, at a bus stop, the visual sensor will incorrectly give a lateral speed when detecting the target object, causing the system to judge that the risk is met, resulting in the automatic emergency braking function being triggered by mistake.

[0034] Related technologies mainly judge the driver's concentration or driving style to increase the trigger threshold to avoid the automatic emergency braking function being triggered by mistake. At the same time, there are also ways to improve the accuracy of sensors to reduce the number of automatic emergency braking functions being triggered by mistake. However, in the case of limited sensor performance and limited cost, if only the vehicle itself is judged and not the target object, the automatic emergency braking function will still be triggered by mistake, and the mis-triggering of AEB may sometimes lead to rear-end collisions.

[0035] In order to solve the above problems, an embodiment of the present disclosure proposes a control method for the automatic emergency braking function of a vehicle. The method comprehensively determines whether the target object has an emergency braking requirement by combining the status information of the target object and the curb information of the curb, and suppresses the triggering of the automatic emergency braking function when it is determined that the target object has no emergency braking requirement. This can solve the problem of the automatic emergency braking function being mistakenly triggered in the target scenario, thereby enhancing the user experience.

[0036] Figure 1 is a flow chart of a method for controlling an automatic emergency braking function of a vehicle according to an exemplary embodiment. Figure 1 The control method of the automatic emergency braking function of the vehicle may include the following steps.

[0037] In step S110, the status information of the target object within the field of view of the vehicle is obtained.

[0038] In the disclosed embodiment, the target object may be a vehicle, a pedestrian or other obstacle, wherein the vehicle may be a large vehicle, a small passenger car, a bicycle (two-wheeled vehicle), an electric vehicle, a three-wheeled vehicle, etc. The state information of the target object may include the category of the target object, the position information of the target object and the speed information of the target object. The position information may include lateral position information (dy) and longitudinal position information (dx), where the position information may be coordinate information; the speed information may include lateral speed information (vy) and longitudinal speed information (vx).

[0039] The position information of the target object is relative to the vehicle. The relationship between the target object and the vehicle can be as follows: Figure 2 As shown, based on Figure 2 It is known that the position coordinate information of the pedestrian 201 is (y1, x1). That is, the longitudinal distance of the pedestrian 201 from the vehicle is x1, and the lateral distance from the vehicle is y1.

[0040] In addition, based on Figure 2 It is known that the coordinate axis can be located at the vehicle, which can be the center (center of mass) of the vehicle, the center of the rear axle of the vehicle, or the center of the front axle of the vehicle. There is no clear restriction on which point is used as the center of the coordinate axis, and it can be selected according to actual conditions. In addition, the positive direction of the vertical axis (X axis) of the coordinate axis can be the forward direction of the vehicle, and the positive direction of the horizontal axis (Y axis) can be the left direction of the vehicle.

[0041] As an optional method, the disclosed embodiment can perform visual perception through the front millimeter wave radar and the front camera of the vehicle to obtain a visual perception result, which can include the state information of the target object. The visual perception result can be obtained by fusing the visual perception of the front millimeter wave radar and the front camera.

[0042] In other words, the disclosed embodiment can sense and fuse the target within the sensor field of view through the front millimeter wave radar and the front camera to obtain the relevant attributes of the target object. For example, the relevant attributes of the target object may include category type, horizontal and vertical position information dy and dx, and horizontal and vertical speed information vy and vx.

[0043] In step S120, when it is determined that there is a curb, the curb information is acquired.

[0044] As an optional method, the embodiment of the present disclosure can determine whether there is a curb on the road where the vehicle is located, wherein the curb can refer to a boundary that is higher than a preset height of the vehicle road, that is, the curb and the road where the vehicle is located are not at the same height, and there is a height deviation between the two. If it is determined that there is a curb on the road where the vehicle is located, the curb information can be obtained. Among them, the curb information can include the starting position information and the ending position information of the curb relative to the vehicle, that is, the starting position information and the ending position information of the curb will continue to change as the vehicle travels, so the curb information can be the information of the vehicle at a certain moment in the driving process, such as the position information of the curb relative to the vehicle at the current moment.

[0045] Specifically, the embodiment of the present disclosure can first fit the curb curve based on the information obtained by the millimeter wave radar and the front camera to obtain the curb curve fitting formula, wherein the curb may include a left curb and a right curb, so the embodiment of the present disclosure can obtain the fitting formula of the left fitting curve corresponding to the left curb, and obtain the fitting formula of the right fitting curve corresponding to the right curb.

[0046] Exemplarily, the fitting formula of the left fitting curve can be described as follows: Y1=C01+C11×X1+C21×X1 2 +C31×X1 3 ; Among them, X1 refers to the longitudinal coordinate of the left curb relative to the vehicle, and Y1 refers to the transverse coordinate of the left curb relative to the vehicle.

[0047] The fitting formula of the fitting curve on the right can be described as follows: Y2=C02+C12×X2+C22×X2 2 +C32×X2 3 ; Among them, X2 refers to the longitudinal coordinate of the right curb relative to the vehicle, and Y2 refers to the transverse coordinate of the right curb relative to the vehicle.

[0048] After obtaining the fitting formula of the left fitting curve and the fitting formula of the right fitting curve, the embodiment of the present disclosure can determine whether there are left curbs and right curbs based on the fitting coefficients in the fitting formula of the left fitting curve and the fitting formula of the right fitting curve.

[0049] In other words, in the process of determining whether there is a curb, the embodiment of the present disclosure can obtain the left fitting curve and the right fitting curve of the curb, and on this basis, determine whether the first fitting coefficient of the left fitting curve is greater than the fourth preset value, and determine whether the first termination longitudinal information of the left curb is greater than the fifth preset value. If it is determined that the first fitting coefficient of the left fitting curve is greater than the fourth preset value, and the first termination longitudinal information of the left curb is greater than the fifth preset value, it is determined that there is a left curb. Exemplarily, the fourth preset value can be 0.5, and the fifth preset value can be 3.5.

[0050] Optionally, the embodiment of the present disclosure may determine whether the first fitting coefficient of the right fitting curve is less than a negative fourth preset value, and determine whether the first termination longitudinal information of the right curb is greater than a negative fifth preset value. If it is determined that the first fitting coefficient of the right fitting curve is less than the negative fourth preset value, and it is determined that the first termination longitudinal information of the right curb is greater than the fifth preset value, it is determined that there is a right curb.

[0051] Continuing with the above example, if we determine the first fitting coefficient of the left fitting curve >0.5, and the longitudinal coordinate DstLgtToEnd1 of the end position of the left curb is >3.5, then it is determined that the left curb exists. Similarly, if the first fitting coefficient of the right fitting curve is determined <-0.5, and the longitudinal coordinate DstLgtToEnd2 of the end position of the right curb>3.5, it is determined that the right curb exists.

[0052] In this process, if it is determined that there is a roadside, the subsequent operation can be performed. On the contrary, if it is determined that there is no roadside, the relevant judgment of roadside logic inhibition is not performed on the target object at this time, wherein the relevant judgment of roadside logic inhibition can be determined based on the roadside information and the state information of the target object, and the specific subsequent embodiments will be described in detail, which will not be repeated here.

[0053] It should be noted that if it is determined that there is a curb on one of the left and right sides, the target object on the curb on that side can be judged. For example, when it is determined that there is a curb on the left side, the embodiment of the present disclosure can make a comprehensive judgment on the state information of the target object on the left side and the curb information on the left side to determine whether the target object on the left side has an emergency braking requirement.

[0054] Optionally, if it is determined that a curb exists on one of the left and right sides, the existing curb information can also be copied to the side that does not exist. For example, if it is determined that there is a curb on the left side but not on the right side, the curb information of the left side can be copied, but the horizontal axis coordinate information of the copied curb information of the right side is opposite to that of the left side. This can avoid the situation where the curb information on one side cannot be obtained due to occlusion or other reasons.

[0055] In step S130, the emergency braking requirement of the target object is obtained according to the curb information and the status information.

[0056] As an optional method, after obtaining the curb information of the curb and the state information of the target object, the embodiment of the present disclosure can combine the curb information of the curb and the state information of the target object to comprehensively obtain the emergency braking demand of the target object. The emergency braking demand may include an emergency braking demand and no emergency braking demand.

[0057] In the process of obtaining the emergency braking requirement, the embodiment of the present disclosure can first calculate the effective length of the curb, and on this basis, determine whether the target object is within the effective length range according to the position information of the target object. If it is within the effective length range, it can be determined whether the target object needs emergency braking based on the running direction of the target object.

[0058] In step S140 , when it is determined that the target object has no emergency braking requirement, triggering of the automatic emergency braking function is suppressed.

[0059] As an optional method, when the emergency braking demand of the target object is obtained, the embodiment of the present disclosure can determine whether the emergency braking demand is not present. If not, the embodiment of the present disclosure can suppress the triggering of the automatic emergency braking function. In other words, when it is determined that the target object has no emergency braking demand, the triggering of the automatic emergency braking function is suppressed, that is, the automatic emergency braking function is kept in an off state.

[0060] Optionally, if it is determined that the target object has an emergency braking requirement, the embodiment of the present disclosure can obtain a collision risk value between the vehicle and the target object. On this basis, if it is determined that the collision risk value is greater than a risk threshold, the automatic emergency braking function is triggered, that is, the automatic emergency braking function is turned on.

[0061] Through the above operations, the target object can be screened, that is, if it is determined that the target object has no emergency braking demand, the embodiment of the present disclosure may not take it as the main target. Conversely, if it is determined that the target object has emergency braking demand, the embodiment of the present disclosure may take it as the main target.

[0062] To sum up, after the above-mentioned screening of the target objects, the embodiment of the present disclosure can calculate the lateral and longitudinal collision risks of the screened target objects respectively, and select the targets with collision risks as the main targets of the system. When the calculated lateral and longitudinal risk request values ​​are greater than or equal to the set thresholds, the automatic emergency braking function can be triggered and a deceleration instruction can be issued.

[0063] In some embodiments, when a vehicle travels near a zebra crossing, if a target object (such as a two-wheeled vehicle) is detected to brake suddenly at the zebra crossing intersection, the automatic emergency braking function will be triggered. This scenario can be called a zebra crossing target object sudden braking scenario.

[0064] Optionally, due to sensor performance defects at a bus stop, the vehicle's prediction of the target object's speed deviates, causing the automatic emergency braking function to be triggered when the vehicle reaches the bus stop. This scenario can be called a bus stop scenario. Exemplarily, when a vehicle reaches a bus stop, due to insufficient performance of the vehicle's sensors, it makes errors in predicting the lateral movement speed of a person on the curb. For example, a person on the curb is stationary, and the correct lateral speed should be 0, but due to insufficient sensor performance, the predicted lateral speed may be 0.5 or 0.6, which will cause the automatic emergency braking function to be mistakenly triggered.

[0065] Through the above introduction, it can be known that the application scenarios of the embodiments of the present disclosure can be the emergency braking scenario of the target object on the zebra crossing and the bus stop scenario, that is, when it is detected that the vehicle is in the emergency braking scenario of the target object on the zebra crossing, or is located in the bus stop scenario, the embodiments of the present disclosure can obtain the status information of the target object within the field of view of the vehicle, and obtain the curb information of the curb in these two scenarios, and then the emergency braking demand of the target object can be obtained based on the curb information and status information. If the emergency braking demand is not, the triggering of the automatic emergency braking function can be suppressed. Since there is a curb in both the bus stop scenario and the zebra crossing target object emergency braking scenario, the embodiments of the present disclosure can obtain the curb information in the bus stop scenario or the zebra crossing target object emergency braking scenario, and then it can be determined whether the target object has an emergency braking demand based on the curb information and the status information of the target object. If there is no emergency braking demand, the triggering of the automatic emergency braking function can be suppressed.

[0066] In other words, when it is detected that the vehicle is in a specified scene, steps S110 to S140 of the disclosed embodiment may be executed. There may be a curb in the specified scene, that is, in addition to the zebra crossing target object emergency braking scene and the bus stop scene, the specified scene may also include other scenes with curbs and a high possibility of AEB being accidentally triggered.

[0067] In summary, the disclosed embodiment can obtain the state of the target within its field of view through the front millimeter radar and the camera visual perception sensor, and then determine whether the target object complies with the curb suppression logic, wherein the curb suppression logic is used to suppress the automatic emergency braking trigger function, that is, to ensure that the automatic emergency braking function is not triggered. If it is determined that the target complies with the curb suppression logic, the target screening logic of the automatic emergency braking system can be changed. In other words, if it is determined that the target object complies with the curb suppression logic, the triggering of the automatic emergency braking function can be suppressed.

[0068] The disclosed embodiment first obtains status information of a target object within the field of view of the vehicle, and then obtains curb information when it is determined that there is a curb, the curb information including starting position information and ending position information of the curb relative to the vehicle, the curb being a boundary that is higher than a preset height of the vehicle road, and on this basis, obtains the emergency braking demand of the target object according to the curb information of the curb and the status information of the target object, and when it is determined that the target object has no emergency braking demand, suppresses the triggering of the automatic emergency braking function, thereby ensuring the accurate triggering of the automatic emergency braking function and reducing the possibility of its false triggering.

[0069] Figure 3 is a flow chart of another method for controlling an automatic emergency braking function of a vehicle according to an exemplary embodiment. Figure 3 The control method of the automatic emergency braking function of the vehicle may include the following steps.

[0070] In step S210, the status information of the target object within the field of view of the vehicle is obtained.

[0071] In step S220, when it is determined that there is a curb, the curb information is obtained.

[0072] The specific implementation of step S210 to step S220 has been described in detail in the above embodiment, and will not be repeated here.

[0073] In step S230, the effective length of the curb is obtained according to the starting position information and the ending position information of the curb.

[0074] As can be seen from the above introduction, the curb information may include the starting position information and the ending position information of the curb relative to the vehicle. In the process of obtaining the emergency braking requirement of the target object according to the curb information and the state information of the target object, the embodiment of the present disclosure may first obtain the effective length of the curb based on the starting position information and the ending position information of the curb. On this basis, the emergency braking requirement of the target object is comprehensively obtained according to the effective length and the state information of the target object.

[0075] In the embodiment of the present disclosure, the starting position information of the curb may include longitudinal information and transverse information. Similarly, the ending position information may also include longitudinal information and transverse information. The longitudinal information may be the coordinate information of the vehicle's driving direction, and the transverse information may be the coordinate information perpendicular to the driving direction.

[0076] As an optional method, in the process of obtaining the effective length of the curb, the embodiment of the present disclosure can determine the initial effective length of the curb based on the first starting longitudinal information in the starting position information of the curb and the first ending longitudinal information in the ending position information, and the initial effective length can be used as the effective length of the curb.

[0077] The initial effective length may be calculated and obtained when it is determined that there is a curb, that is, the embodiment of the present disclosure may determine whether the first starting longitudinal information of the curb is greater than a preset distance. If it is determined that the first starting longitudinal information is greater than the preset distance, the difference between the first ending longitudinal information and the first starting longitudinal information is obtained, and the difference is used as the initial effective length. Alternatively, if it is determined that the first starting longitudinal information of the curb is less than or equal to the preset distance, the first ending information of the curb may be used as the initial effective length.

[0078] Exemplarily, the first end longitudinal information is DstLgtToEnd, the first start longitudinal information is DstLgtToStart, and by comparison, it is determined that DstLgtToStart is greater than the preset distance 5.0 (m), and the initial effective length = DstLgtToEnd-DstLgtToStart. Conversely, if it is determined that DstLgtToStart is less than or equal to the preset distance 5.0 (m), the initial effective length = DstLgtToEnd.

[0079] As another optional method, in order to avoid the error of the visual sensor, the end point X of the embodiment of the present disclosure is extended to make the effective length of the curb finally obtained more accurate. Specifically, the embodiment of the present disclosure can determine the extended distance value according to the initial effective length or the lane line information of the vehicle, and then obtain the effective length of the curb based on the obtained initial effective length and the extended distance value.

[0080] In the process of obtaining the extended distance value, the embodiment of the present disclosure may first determine whether the lane information and the curb information meet the specified conditions. If it is determined that the lane information and the curb information meet the specified conditions, the difference between the second end longitudinal information of the lane line and the first end longitudinal information of the curb may be obtained, and on this basis, the difference between the two is compared with the preset extended value, and the smaller value is used as the extended distance value.

[0081] The relationship between the lane line and the curb can be as follows: Figure 4As shown, lane line 702 may be located on both sides of the road. When the lane line is located on the left side of the road, it may be on the right side of the curb 701. The first starting longitudinal information of the curb may be the X coordinate of A1, the first starting longitudinal information of the lane line may be the X coordinate of A2, the first ending longitudinal information of the curb may be the X coordinate of B1, and the second ending longitudinal information of the lane line may be the X coordinate of B2.

[0082] In the disclosed embodiment, the specified condition may include at least one of the following: the second starting longitudinal information of the lane line is less than the first preset value, and the second ending longitudinal information of the lane line is greater than the first ending longitudinal information of the curb; the difference between the first fitting coefficient of the curve fitting equation corresponding to the lane line and the first fitting coefficient of the curve fitting equation corresponding to the curb is less than the second preset value; the difference between the lateral information of the lane line and the curb at a specified distance is less than the third preset value. Exemplarily, the first preset value may be 4.5, the second preset value may be 0.8, and the third preset value may be 0.8.

[0083] That is, when it is determined that at least one of the above three specified conditions is met, the embodiment of the present disclosure can obtain the difference between the second termination longitudinal information and the first termination longitudinal information, and compare the difference with the preset extension value, and then use the smaller value as the extension distance value.

[0084] As an example, when it is determined that the second starting longitudinal information of the lane line is less than the first preset value, and the second ending longitudinal information of the lane line is greater than the first ending longitudinal information of the curb, the embodiment of the present disclosure can obtain the extended distance value based on the ending longitudinal information of the lane line and the curb.

[0085] As another example, when it is determined that the second starting longitudinal information of the lane line is less than the first preset value, and the second ending longitudinal information of the lane line is greater than the first ending longitudinal information of the curb, and it is determined that the difference between the first fitting coefficient of the curve fitting equation corresponding to the lane line and the first fitting coefficient of the curve fitting equation corresponding to the curb is less than the second preset value, and it is determined that the difference between the lateral information of the lane line and the curb at a specified distance is less than a third preset value, the extended distance value is obtained according to the ending longitudinal information of the lane line and the curb.

[0086] Exemplarily, when it is determined that the lane line satisfies the following conditions at the same time, the extended distance value is obtained by taking the smaller one: the first condition is that the starting point X value DstLgtToStart (the second starting longitudinal information) of the lane line is less than 4.5, and the ending point X value DstLgtToEnd (the second ending longitudinal information) of the lane line is greater than the DstLgtToEnd (the first ending longitudinal information) of the curb; the second condition is that the absolute value of the difference between C0 of the fitting curve of the lane line and C0 (the first fitting coefficient) of the fitting curve of the curb is less than 0.8; the third condition is that the absolute value of the difference between the y coordinates of the lane line and the curb at X=25 (specified distance) is less than 0.8.

[0087] At this time, the extended distance value h = min (5, lane line DstLgtToEnd-roadside DstLgtToEnd), that is, the smaller of the two. The extended roadside end point X value RoadEdgeEndX is equal to the DstLgtToEnd value plus h. In other words, the effective length of the roadside can be the initial effective length + h. When DstLgtToStart>5.0, the effective length of the roadside = (DstLgtToEnd-DstLgtToStart) + h; when DstLgtToStart>5.0, the effective length of the roadside = DstLgtToEnd+h.

[0088] Optionally, when it is determined that the lane line information and the roadside information do not meet the specified conditions, the embodiment of the present disclosure can obtain the extended distance value based on the relationship between the initial effective length and the first value and the second value. The first value can be 25 and the second value can be 10.

[0089] Specifically, the embodiment of the present disclosure can determine whether the initial effective length L is greater than the first value (25). If so, a default value can be used as the initial effective length, and the default value can be 3. Conversely, if it is determined that the initial effective length L is less than or equal to the first value, the embodiment of the present disclosure can determine whether the initial effective length is greater than or equal to the second value. If the initial effective length is greater than or equal to the second value and less than or equal to the first value, the extended distance value can be obtained according to the initial effective length. In this case, the extended distance value h=0.2*(L-10).

[0090] Optionally, if it is determined that the initial effective length is less than the second value, the initial effective length is not extended, that is, the extended effective distance value is equal to 0.

[0091] In step S240, it is determined that the target object is within the effective length range based on the position information of the target object, and the motion information of the target object is acquired.

[0092] As an optional method, after obtaining the effective length of the curb, the embodiment of the present disclosure can determine whether the target object is within the effective length based on the position information of the target object. If it is determined that the target object is within the effective length, the operation information of the target object is obtained.

[0093] Specifically, the embodiment of the present disclosure can calculate the Y value of the target object at the same X value through the curve fitting equation, where the X value can be the longitudinal coordinate information. The state information of the target object can include the position information of the target object, and the position information can include longitudinal information (X value) and lateral information (Y value). On this basis, the embodiment of the present disclosure can substitute the longitudinal information of the target object into the pre-acquired curb fitting curve formula, so as to obtain the lateral information (Y value) of the curb.

[0094] On this basis, the embodiment of the present disclosure can compare the lateral information of the curb with the lateral information of the target object to determine whether the target object is within the effective length range of the curb.

[0095] As an example, for the left side curb, the embodiment of the present disclosure can determine whether the difference between the lateral information (Obj_Y) of the target object and the lateral information (Y) of the curb is greater than 0. If it is greater than 0, it indicates that the target object is on the left side of the left curb. Conversely, if it is determined that the difference is less than 0, it indicates that the target object is on the right side of the left side curb (its logic is 0). In addition, the embodiment of the present disclosure can determine whether the difference between the longitudinal information (Obj_X) of the target object and the starting longitudinal information (DstLgtToStart) of the curb is greater than 0, and determine whether the difference between the longitudinal information (RoadEdgeEndX) of the end point after the curb is extended and the longitudinal information (Obj_X) of the target object is greater than 0. If their logics are all 1, it means that the target position is outside the left curb, that is, the target object is within the effective length range.

[0096] As another example, for the right side curb, the disclosed embodiment can determine whether the difference between the lateral information (Obj_Y) of the target object and the lateral information (Y) of the curb is less than 0. If it is less than 0, it indicates that the target object is on the right side of the right curb. Conversely, if it is determined that the difference is greater than 0, it indicates that the target object is on the left side of the right side curb (its logic is 0). In addition, the disclosed embodiment can determine whether the difference between the longitudinal information (Obj_X) of the target object and the starting longitudinal information (DstLgtToStart) of the curb is greater than 0, and determine whether the difference between the longitudinal information (RoadEdgeEndX) of the target object after the extension of the curb and the longitudinal information (Obj_X) of the target object is greater than 0. If their logics are all 1, it means that the target position is outside the right curb, that is, the target object is within the effective length range.

[0097] In order to better understand the relationship between the target object and the effective length range, the present disclosure provides the following examples: Figure 5 In the example diagram shown, h is the extended distance value, L is the initial effective length, C is the end point after extension, B is the end point before extension, and A is the start point of the curb. Figure 5 It is known that the target object is located within the effective length range A to C, that is, located outside the left curb.

[0098] When the target object is determined to be within the effective length range, the embodiment of the present disclosure can obtain the running information of the target object, where the motion information of the target object may include the motion direction and motion speed. On this basis, the embodiment of the present disclosure can obtain the automatic emergency braking demand of the target object according to the motion information.

[0099] In step S250, when it is determined that the motion information meets the preset condition, it is determined that the emergency braking demand of the target object is none, and the triggering of the automatic emergency braking function is suppressed.

[0100] As an optional method, after acquiring the motion information of the target object, the embodiment of the present disclosure can determine whether the motion information meets the preset conditions. If the motion information meets the preset conditions, it is determined that the target object has no emergency braking requirement, and the triggering of the automatic emergency braking function can be suppressed. The preset conditions can be that the target object is stationary, or that the target object is moving along the tangent direction of the road. The motion direction can be as follows: Figure 6 shown.

[0101] In addition, the embodiment of the present disclosure can also obtain the vertical speed component of the target object, which can be the speed component from the outside of the curb to the inside of the curb in the direction perpendicular to the curb, and on this basis, determine whether the vertical speed component is less than a preset speed. If it is determined to be less than the preset speed, it is determined that the target object has no emergency braking demand.

[0102] In this process, the embodiment of the present disclosure can also obtain the category of the target object, and then determine whether the vertical speed component is less than the speed threshold corresponding to the category. In other words, if the category of the target object is different, the corresponding speed threshold is also different.

[0103] For example, when a target object is detected to be moving in a tangential direction outside the curb, and it is determined that the target object is outside the curb and has a velocity component from the outside of the curb to the inside of the curb in a direction perpendicular to the curb, if the target object is determined to be a person, it is determined whether the value of the velocity component of the person is less than 1m / s. If it is less than 1m / s, it is determined that the person has no emergency braking demand. If the target object is determined to be a two-wheeled vehicle, and the value of the velocity component of the two-wheeled vehicle is less than 2m / s, it is determined that the two-wheeled vehicle has no emergency braking demand.

[0104] As a specific implementation method, Figure 7 As shown, the vehicle can determine whether there is a curb on the road where the vehicle is located based on the target information (state information) of the target object within the field of view of the vehicle sensor detector and when it is determined that the target object exists. If it is determined that there is a curb, the embodiment of the present disclosure can calculate the effective length L (initial effective length) of the curb, then expand the longitudinal coordinate value of the curb, and determine whether the target object is within the extended effective length range of the curb. When it is determined that the target object is within the extended effective length range of the curb, the embodiment of the present disclosure can determine whether the target crosses or moves along the curb to achieve the screening of the target object, and then recalculate the automatic emergency braking (AEB) collision risk.

[0105] During this process, if it is determined that the curb does not exist, the embodiment of the present disclosure can normally screen the main target and calculate the collision risk of automatic emergency braking. On this basis, it is determined whether the transverse and longitudinal risk values ​​are greater than the risk threshold. If so, the automatic emergency braking is triggered and a deceleration instruction is issued. On the contrary, if it is detected that the transverse and longitudinal risk values ​​are less than the risk threshold, the automatic emergency braking (AEB) function is not triggered.

[0106] After the disclosed embodiment perceives the target within the fused sensor field of view through the front millimeter-wave radar and the front camera, it can determine the state of the curb at that time, that is, whether there is a curb, and then screen the target object in combination with the curb information and the target information (state information) to screen out the effective targets for AEB. Finally, for the target object that is not suppressed by the curb suppression logic, the collision risk can be calculated normally, while the target object suppressed by the curb suppression logic does not trigger AEB. The disclosed embodiment can also be used in specific scenarios when the sensor performance is insufficient, which can effectively reduce the probability of AEB being triggered by mistake and ensure the safety of vehicle driving.

[0107] Figure 8 is a block diagram of a control device for an automatic emergency braking function of a vehicle according to an exemplary embodiment. Figure 8 The control device 300 of the automatic emergency braking function of the vehicle shown may include a first acquisition module 310 , a second acquisition module 320 , a third acquisition module 330 and a suppression module 340 .

[0108] The first acquisition module 310 is configured to acquire state information of a target object within the field of view of the vehicle; The second acquisition module 320 is configured to acquire curb information when determining that there is a curb, the curb information including starting position information and ending position information of the curb relative to the vehicle, and the curb refers to a boundary higher than a preset height of the vehicle road; The third acquisition module 330 is configured to acquire the emergency braking requirement of the target object according to the roadside information and the state information; The suppression module 340 is configured to suppress triggering of the automatic emergency braking function when it is determined that the target object has no emergency braking requirement.

[0109] In some implementations, the state information of the target object includes location information of the target object, and the third acquisition module 330 may include: A length acquisition submodule, configured to acquire the effective length of the curb according to the starting position information and the ending position information of the curb; a length range determination submodule, configured to determine, based on the position information of the target object, that the target object is within the effective length range, and obtain motion information of the target object; The demand determination submodule is configured to determine that when it is determined that the motion information meets a preset condition, determine that there is no emergency braking demand for the target object.

[0110] In some embodiments, the length acquisition submodule is further configured to determine an initial effective length based on the first starting longitudinal information in the starting position information of the curb and the first ending longitudinal information in the ending position information; obtain an extended distance value, the extended distance value is determined based on the initial effective length, or is determined based on the lane line information of the lane where the vehicle is located; determine the effective length of the curb according to the initial effective length and the extended distance value.

[0111] In some embodiments, the lane line information includes a second starting longitudinal information and a second ending longitudinal information of the lane line, and the length acquisition submodule is also configured to obtain the difference between the second ending longitudinal information and the first ending longitudinal information when it is determined that the lane line information and the curb information meet specified conditions; compare the difference with a preset extension value, and use the smaller value as the extended distance value.

[0112] In some embodiments, the length acquisition submodule is also configured to obtain the extended distance value based on the relationship between the initial effective length and the first numerical value and the second numerical value when it is determined that the specified conditions between the lane line information and the roadside information are not met, and the first numerical value is greater than the second numerical value.

[0113] In some embodiments, the specified condition includes at least one of the following: The second starting longitudinal information is smaller than a first preset value, and the second ending longitudinal information is larger than the first ending longitudinal information; The difference between the first fitting coefficient of the curve fitting equation corresponding to the lane line and the first fitting coefficient of the curve fitting equation corresponding to the curb is less than a second preset value; A difference between the lateral information of the lane line and the roadside at a specified distance is less than a third preset value.

[0114] In some embodiments, the control device 300 of the automatic emergency braking function of the vehicle may also include: a curb determination module, which is configured to obtain a left-side fitting curve and a right-side fitting curve of the curb; when it is determined that the first fitting coefficient of the left-side fitting curve is greater than a fourth preset value, and when it is determined that the first terminal longitudinal information of the left-side curb is greater than a fifth preset value, it is determined that there is a left-side curb; when it is determined that the first fitting coefficient of the right-side fitting curve is less than the negative fourth preset value, and when it is determined that the first terminal longitudinal information of the right-side curb is greater than the fifth preset value, it is determined that there is a right-side curb.

[0115] In some embodiments, the control device 300 of the vehicle's automatic emergency braking function may also include: a braking module, which is configured to obtain a collision risk value between the vehicle and the target object when it is determined that the target object has an emergency braking requirement; and trigger the automatic emergency braking function when it is determined that the collision risk value is greater than a risk threshold.

[0116] In some embodiments, the control device 300 of the vehicle's automatic emergency braking function may also include: a scene determination module, which is configured to determine that when the vehicle is located in a specified scene, execute the state information of the target object within the field of view of the vehicle to suppress the triggering of the automatic emergency braking function, and the specified scene includes the zebra crossing target object emergency braking scene and the bus stop sign scene.

[0117] The disclosed embodiment first obtains status information of a target object within the field of view of the vehicle, and then obtains curb information when it is determined that there is a curb, the curb information including starting position information and ending position information of the curb relative to the vehicle, the curb being a boundary that is higher than a preset height of the vehicle road, and on this basis, obtains the emergency braking demand of the target object according to the curb information of the curb and the status information of the target object, and when it is determined that the target object has no emergency braking demand, suppresses the triggering of the automatic emergency braking function, thereby ensuring the accurate triggering of the automatic emergency braking function and reducing the possibility of its false triggering.

[0118] Fig. 9 FIG. 8 is a block diagram of a vehicle 800 according to an exemplary embodiment. Fig. 9As shown, the vehicle 800 may include: a processor 801 , a memory 802 . The vehicle 800 may also include one or more of a multimedia component 803 , an input / output (I / O) interface 804 , and a communication component 805 .

[0119] The processor 801 is used to control the overall operation of the vehicle 800 to complete all or part of the steps in the control method of the automatic emergency braking function of the vehicle. The memory 802 is used to store various types of data to support the operation of the vehicle 800. For example, these data may include instructions for any application or method used to operate on the vehicle 800, and application-related data, such as contact data, sent and received messages, pictures, audio, video, etc. The memory 802 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (Static Random Access Memory, referred to as SRAM), electrically erasable programmable read-only memory (Electrically Erasable Programmable Read-Only Memory, referred to as EEPROM), erasable programmable read-only memory (Erasable Programmable Read-Only Memory, referred to as EPROM), programmable read-only memory (Programmable Read-Only Memory, referred to as PROM), read-only memory (Read-Only Memory, referred to as ROM), magnetic memory, flash memory, magnetic disk or optical disk. The multimedia component 803 may include a screen and an audio component. The screen may be, for example, a touch screen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may be further stored in the memory 802 or sent through the communication component 805. The audio component also includes at least one speaker for outputting audio signals. The I / O interface 804 provides an interface between the processor 801 and other interface modules, and the above-mentioned other interface modules may be keyboards, mice, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 805 is used for wired or wireless communication between the vehicle 800 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, etc., or a combination of one or more of them, is not limited here. Therefore, the corresponding communication component 805 may include: Wi-Fi module, Bluetooth module, NFC module, etc.

[0120] In an exemplary embodiment, the vehicle 800 can be implemented by one or more application specific integrated circuits (ASIC), digital signal processors (DSP), digital signal processing devices (DSPD), programmable logic devices (PLD), field programmable gate arrays (FPGA), controllers, microcontrollers, microprocessors or other electronic components to execute the above-mentioned control method of the automatic emergency braking function of the vehicle.

[0121] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, and when the program instructions are executed by a processor, the steps of the control method of the automatic emergency braking function of the vehicle described above are implemented. For example, the computer-readable storage medium may be the memory 802 including the program instructions, and the program instructions may be executed by the processor 801 of the vehicle 800 to complete the control method of the automatic emergency braking function of the vehicle described above.

[0122] In another exemplary embodiment, a computer program product is also provided. The computer program product includes a computer program executable by a programmable device, and the computer program has a code portion for executing the control method of the automatic emergency braking function of the vehicle when executed by the programmable device.

[0123] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0124] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0125] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A method for controlling an automatic emergency braking function of a vehicle, characterized in that: The method comprises: Acquiring status information of a target object within the field of view of the vehicle; If it is determined that there is a curb, obtaining curb information, the curb information including starting position information and ending position information of the curb relative to the vehicle, the curb being a boundary higher than a preset height of the vehicle road; Acquire the emergency braking requirement of the target object according to the curb information and the state information; When it is determined that the target object has no emergency braking requirement, triggering of the automatic emergency braking function is suppressed.

2. The method according to claim 1, characterized in that The state information of the target object includes the position information of the target object; and obtaining the emergency braking requirement of the target object according to the curb information and the state information includes: Acquire the effective length of the curb according to the starting position information and the ending position information of the curb; Determine, based on the position information of the target object, that the target object is within the effective length range, and acquire motion information of the target object; When it is determined that the motion information meets a preset condition, it is determined that there is no emergency braking demand for the target object.

3. The method according to claim 2, characterized in that The obtaining the effective length of the curb according to the starting position information and the ending position information of the curb comprises: Determine an initial effective length based on first starting longitudinal information in the starting position information of the curb and first ending longitudinal information in the ending position information; Acquire an extended distance value, where the extended distance value is determined based on the initial effective length or based on lane line information of the lane where the vehicle is located; The effective length of the curb is determined based on the initial effective length and the extended distance value.

4. The method according to claim 3, characterized in that The lane line information includes second starting longitudinal information and second ending longitudinal information of the lane line, and acquiring the extended distance value includes: When it is determined that the lane line information and the roadside information meet a specified condition, obtaining a difference between the second end longitudinal information and the first end longitudinal information; The difference value is compared with a preset extension value, and the smaller value is used as the extension distance value.

5. The method according to claim 4, characterized in that The method further comprises: When it is determined that the lane line information and the roadside information do not meet the specified conditions, the extended distance value is obtained based on the relationship between the initial effective length and the first value and the second value, and the first value is greater than the second value.

6. The method according to claim 4, characterized in that The specified conditions include at least one of the following: The second starting longitudinal information is smaller than a first preset value, and the second ending longitudinal information is larger than the first ending longitudinal information; The difference between the first fitting coefficient of the curve fitting equation corresponding to the lane line and the first fitting coefficient of the curve fitting equation corresponding to the curb is less than a second preset value; A difference between the lateral information of the lane line and the roadside at a specified distance is less than a third preset value.

7. The method according to claim 1, characterized in that The method further comprises: Obtaining a left fitting curve and a right fitting curve of the curb; When it is determined that the first fitting coefficient of the left fitting curve is greater than a fourth preset value, and when it is determined that the first termination longitudinal information of the left curb is greater than a fifth preset value, it is determined that there is a left curb; When it is determined that the first fitting coefficient of the right fitting curve is less than the negative fourth preset value, and when it is determined that the first termination longitudinal information of the right curb is greater than the fifth preset value, it is determined that there is a right curb.

8. The method according to claim 1, characterized in that The method further comprises: When it is determined that the target object has an emergency braking requirement, obtaining a collision risk value between the vehicle and the target object; When it is determined that the collision risk value is greater than a risk threshold, the automatic emergency braking function is triggered.

9. The method according to claim 1, characterized in that: The method further comprises: When it is determined that the vehicle is located in a designated scene, the state information of the target object within the field of view of the vehicle is executed to suppress the triggering of the automatic emergency braking function. The designated scene includes the zebra crossing target object emergency braking scene and the bus stop sign scene.

10. A vehicle, characterized in that: The vehicle comprises: a memory having a computer program stored thereon; A processor, configured to execute the computer program in the memory to implement the steps of the method according to any one of claims 1 to 8.

11. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method described in any one of claims 1 to 9 are implemented.

12. A computer program product, characterized in that The invention comprises a computer program which, when executed by a processor, implements the steps of the method according to any one of claims 1 to 9.

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