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

Abstract

This disclosure relates to a control method, vehicle, and storage medium for an automatic emergency braking function of a vehicle. The method includes: acquiring state information of a target object within the vehicle's field of vision; if a curb is present, acquiring curb information, the curb information including the starting and ending positions of the curb relative to the vehicle, the curb referring to a boundary that is higher than a preset road height; acquiring the emergency braking demand of the target object based on the curb information and the state information; and suppressing the triggering of the automatic emergency braking function when it is determined that the target object has no emergency braking demand. This disclosure comprehensively acquires the emergency braking demand of the target object by combining curb information and state information, and suppresses the triggering of the automatic emergency braking function when it is determined that the target object has no emergency braking demand, thus ensuring the accurate triggering of the automatic emergency braking function.

Description

Technical Field

[0001] This disclosure relates to the field of intelligent driving technology, specifically to a control method for an automatic emergency braking function of a vehicle, a vehicle, and a storage medium. Background Technology

[0002] Automatic Emergency Braking (AEB) is one of the main auxiliary functions of new energy vehicles. Its purpose is to prevent accidents or reduce injuries when the vehicle encounters an emergency on the road. However, when the vehicle's sensing performance is low, the automatic emergency braking function may be falsely triggered, resulting in a poor user experience. Summary of the Invention

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

[0004] The first aspect of this disclosure provides a control method for an automatic emergency braking function of a vehicle, the method comprising:

[0005] Obtain the status information of the target object within the vehicle's field of vision;

[0006] If a curb is confirmed to exist, curb information is obtained. The curb information includes the starting position information and ending position information of the curb relative to the vehicle. The curb refers to the boundary that is higher than the vehicle's road preset height.

[0007] The emergency braking requirement of the target object is obtained based on the curb information and the status information;

[0008] When it is determined that the target object has no emergency braking requirement, the triggering of the automatic emergency braking function is suppressed.

[0009] Optionally, the status information of the target object includes the location information of the target object; obtaining the emergency braking requirement of the target object based on the curb information and the status information includes:

[0010] The effective length of the curb is obtained based on the start position information and the end position information of the curb;

[0011] Based on the location information of the target object, it is determined that the target object is within the effective length range, and the motion information of the target object is obtained;

[0012] When the motion information is determined to meet the preset conditions, the emergency braking requirement of the target object is determined to be none.

[0013] Optionally, obtaining the effective length of the curb based on the start position information and the end position information of the curb includes:

[0014] The initial effective length is determined 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;

[0015] Obtain an extended distance value, which is determined based on the initial effective length or based on the lane line information of the lane where the vehicle is located;

[0016] The effective length of the curb is determined based on the initial effective length and the extended distance value.

[0017] Optionally, the lane line information includes second starting longitudinal information and second ending longitudinal information of the lane lines, and obtaining the extended distance value includes:

[0018] When it is determined that the lane line information and the curb information meet the specified conditions, the difference between the second termination longitudinal information and the first termination longitudinal information is obtained;

[0019] The difference is compared with a preset expansion value, and the smaller value is taken as the expansion distance value.

[0020] Optionally, the method further includes:

[0021] When it is determined that the lane line information and the curb 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, wherein the first value is greater than the second value.

[0022] Optionally, the specified conditions include at least one of the following:

[0023] The second starting longitudinal information is less than the first preset value, and the second ending longitudinal information is greater than the first ending longitudinal information;

[0024] 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 road edge is less than the second preset value;

[0025] The difference between the lateral information of the lane line and the road edge at a specified distance is less than a third preset value.

[0026] Optionally, the method further includes:

[0027] Obtain the left and right fitting curves of the curb;

[0028] When the first fitting coefficient of the left-side fitted curve is determined to be greater than the fourth preset value, and the first termination longitudinal information of the left-side road edge is determined to be greater than the fifth preset value, it is determined that a left-side road edge exists.

[0029] When the first fitting coefficient of the right-side fitted curve is less than the negative fourth preset value, and the first termination longitudinal information of the right-side road edge is greater than the fifth preset value, it is determined that a right-side road edge exists.

[0030] Optionally, the method further includes:

[0031] When it is determined that the target object has an emergency braking requirement, the collision risk value between the vehicle and the target object is obtained;

[0032] When the collision risk value is determined to be greater than the risk threshold, the automatic emergency braking function is triggered.

[0033] Optionally, the method further includes:

[0034] When the vehicle is located in a designated scene, the system executes the step of using the state information of the target object within the vehicle's field of vision to suppress the triggering of the automatic emergency braking function. The designated scene includes a zebra crossing target object emergency braking scene and a bus stop scene.

[0035] A second aspect of this disclosure provides a vehicle, the vehicle comprising:

[0036] A memory on which computer programs are stored;

[0037] A processor for executing the computer program in the memory to implement the steps of the method described in the first aspect.

[0038] Thirdly, this disclosure provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described in the first aspect.

[0039] Fourthly, this disclosure provides a computer program product, including a computer program that, when executed by a processor, implements the method described in the first aspect.

[0040] This disclosure first obtains the state information of the target object within the vehicle's field of vision. Then, if it is determined that a curb exists, it obtains the curb information, which includes the starting position information and ending position information of the curb relative to the vehicle. Then, based on the starting position information and ending position information of the curb, it can be determined whether the target object is within the curb range. If it is determined that the target object is within the curb range, and the state information of the target object meets the conditions at this time, this disclosure can avoid triggering the automatic emergency braking function. In this process, since the target object is relatively safe when it is within the curb range, even if the estimated motion information of the target object is deviated, 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 it being falsely triggered.

[0041] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0042] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0043] Figure 1 This is a flowchart illustrating a control method for an automatic emergency braking function of a vehicle according to an exemplary embodiment.

[0044] Figure 2 This is an example diagram illustrating the relationship between a target object and a vehicle in another control method for an automatic emergency braking function of a vehicle, according to an exemplary embodiment.

[0045] Figure 3 This is a flowchart illustrating another method for controlling an automatic emergency braking function of a vehicle according to an exemplary embodiment.

[0046] Figure 4 This is an example diagram illustrating the relationship between the curb and lane lines in another control method for an automatic emergency braking function of a vehicle, according to an exemplary embodiment.

[0047] Figure 5 This is an example diagram illustrating the effective length range of a target object in another control method for an automatic emergency braking function of a vehicle, according to an exemplary embodiment.

[0048] Figure 6 This is an example diagram illustrating the running direction of a target object in another control method for an automatic emergency braking function of a vehicle, according to an exemplary embodiment.

[0049] Figure 7 This is a flowchart illustrating a specific example of a control method for an automatic emergency braking function of a vehicle, according to an exemplary embodiment.

[0050] Figure 8 This is a block diagram illustrating a control device for an automatic emergency braking function of a vehicle according to an exemplary embodiment.

[0051] Figure 9 This is a block diagram illustrating a vehicle according to an exemplary embodiment. Detailed Implementation

[0052] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0053] Embodiments of this disclosure will now be described in more detail with reference to the accompanying drawings. While some embodiments of this disclosure are shown in the drawings, it should be understood that this disclosure can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of this disclosure. It should be understood that the accompanying drawings and embodiments of this disclosure are for illustrative purposes only and are not intended to limit the scope of protection of this disclosure.

[0054] It should be understood that the steps described in the method embodiments of this disclosure may be performed in different orders and / or in parallel. Furthermore, the method embodiments may include additional steps and / or omit the steps shown. The scope of this disclosure is not limited in this respect.

[0055] The term "comprising" and its variations as used herein are open-ended inclusions, meaning "including but not limited to". The term "based on" means "at least partially based 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". Definitions of other terms will be given in the description below.

[0056] It should be noted that the concepts of "first" and "second" mentioned in this disclosure are used only to distinguish different devices, modules or units, and are not used to limit the order of functions performed by these devices, modules or units or their interdependencies.

[0057] Related technologies for automatic emergency braking involve fusion solutions combining millimeter-wave radar and cameras, as well as pure vision solutions using only cameras. Given the limitations of sensor performance, both solutions can be problematic in certain complex real-world scenarios. They may lead to situations where the vehicle automatically decelerates or stops without the driver's intention to brake, resulting in the automatic emergency braking function being falsely triggered. This could potentially cause rear-end collisions and negatively impact the user experience.

[0058] As an example, if the vision sensor's convergence of the target object's speed is too slow when the target object brakes suddenly at a zebra crossing, the combined system delay will cause the system to determine that the risk is met, thus falsely triggering the automatic emergency braking function. As another example, at a bus stop, the vision sensor may incorrectly provide a lateral speed during target object detection, causing the system to determine that the risk is met, thus falsely triggering the automatic emergency braking function.

[0059] Related technologies primarily aim to increase the trigger threshold by assessing the driver's level of focus or driving style to prevent accidental activation of the automatic emergency braking (AEB) function. Other technologies aim to reduce false triggering by improving sensor accuracy. However, in situations where sensor performance and cost are limited, if only the vehicle itself is assessed without considering other objects, the problem of false AEB activation can still occur, and accidental AEB activation can sometimes lead to rear-end collisions.

[0060] To address the aforementioned issues, this disclosure proposes a control method for the automatic emergency braking function of a vehicle. This method comprehensively determines whether the target object has an emergency braking requirement by combining the state information of the target object and the roadside information. When it is determined that the target object does not have an emergency braking requirement, the triggering of the automatic emergency braking function is suppressed. This solves the problem of the automatic emergency braking function being mistakenly triggered in the target scenario, thereby enhancing the user experience.

[0061] Figure 1 This is a flowchart illustrating a control method for an automatic emergency braking function of a vehicle according to an exemplary embodiment. Figure 1 The control method for the automatic emergency braking function of the vehicle may include the following steps.

[0062] In step S110, the state information of the target object within the vehicle's field of vision is obtained.

[0063] In this embodiment of the disclosure, the target object can be a vehicle, pedestrian, or other obstacle. The vehicle can be a large vehicle, a small passenger car, a bicycle (two-wheeled vehicle), an electric vehicle, a tricycle, etc. The target object's state information can include the target object's category, its location information, and its speed information. The location information can include lateral location information (dy) and longitudinal location information (dx), where the location information can be coordinate information; the speed information can include lateral speed information (vy) and longitudinal speed information (vx).

[0064] The location information of the target object is relative to the vehicle, and the relationship between the target object and the vehicle can be as follows: Figure 2 As shown, based on Figure 2 We know that the location coordinates of pedestrian 201 are (y1, x1). That is, the longitudinal distance of pedestrian 201 from the vehicle is x1, and the lateral distance from the vehicle is y1.

[0065] In addition, based on Figure 2 The coordinate axes can be located on the vehicle; they can be the vehicle's center (centroid), the center of the rear axle, or the center of the front axle. There is no strict restriction on which point is used as the center of the coordinate axes; it can be chosen based on the actual situation. Furthermore, the positive direction of the vertical axis (X-axis) can be the vehicle's forward direction, and the positive direction of the horizontal axis (Y-axis) can be the vehicle's left-hand direction.

[0066] As an optional approach, embodiments of this disclosure can perform visual perception using a front-facing millimeter-wave radar and a front-facing camera to obtain visual perception results, which may include state information of the target object. The visual perception results can be obtained by fusing the visual perceptions from the front-facing millimeter-wave radar and the front-facing camera.

[0067] In other words, embodiments of this disclosure can perform perception fusion on targets within the sensor's field of view using a front-facing millimeter-wave radar and a front-facing camera to obtain 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 velocity information (vy and vx), etc.

[0068] In step S120, if a curb is determined to exist, curb information is obtained.

[0069] As an optional approach, embodiments of this disclosure can determine whether a curb exists on the road where the vehicle is located. A curb can refer to a boundary that is higher than a preset height of the road, meaning the curb and the road are not at the same height, and there is a height difference between them. If it is determined that a curb exists on the road where the vehicle is located, the curb information can be obtained. The curb information can include the starting and ending positions of the curb relative to the vehicle. Since the starting and ending positions of the curb change continuously as the vehicle travels, the curb information can be information at a specific moment during the vehicle's journey, such as the current position of the curb relative to the vehicle.

[0070] Specifically, in this embodiment, the curb curve can be fitted based on the information obtained by millimeter-wave radar and front-facing camera to obtain a curb curve fitting formula. The curb can include the left curb and the right curb. Therefore, this embodiment can obtain the fitting formula of the left-side fitting curve corresponding to the left curb, and the fitting formula of the right-side fitting curve corresponding to the right curb.

[0071] For example, the fitting formula for the left-side fitted curve can be described as follows:

[0072] Y1 = C01 + C11 × X1 + C21 × X1 2 +C31×X1 3 ;

[0073] Where 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.

[0074] The fitting formula for the curve on the right can be described as follows:

[0075] Y2=C02+C12×X2+C22×X2 2 +C32×X2 3 ;

[0076] Where 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.

[0077] After obtaining the fitting formulas for the left and right fitting curves, embodiments of this disclosure can determine whether a left and right curb exists based on the fitting coefficients in the fitting formulas for the left and right fitting curves.

[0078] In other words, in determining whether a curb exists, this embodiment of the disclosure can obtain the left-side fitting curve and the right-side fitting curve of the curb. Based on this, it determines whether the first fitting coefficient of the left-side fitting curve is greater than a fourth preset value, and whether the first termination longitudinal information of the left-side curb is greater than a fifth preset value. If it is determined that the first fitting coefficient of the left-side fitting curve is greater than the fourth preset value, and the first termination longitudinal information of the left-side curb is greater than the fifth preset value, then it is determined that a left-side curb exists. For example, the fourth preset value can be 0.5, and the fifth preset value can be 3.5.

[0079] Optionally, embodiments of this disclosure may determine whether a first fitting coefficient of the right-side fitted curve is less than a negative fourth preset value, and whether a first termination longitudinal information of the right-side road edge is greater than a negative fifth preset value. If it is determined that the first fitting coefficient of the right-side fitted curve is less than a negative fourth preset value, and it is determined that the first termination longitudinal information of the right-side road edge is greater than the fifth preset value, then it is determined that a right-side road edge exists.

[0080] Continuing with the example above, if we determine the first fitting coefficient of the fitted curve on the left... If the coefficient of the left curb is greater than 0.5, and the longitudinal coordinate of the end position of the left curb, DstLgtToEnd1, is greater than 3.5, then the left curb is confirmed to exist. Similarly, if the first fitting coefficient of the fitted curve on the right is determined... If the value is less than -0.5 and the longitudinal coordinate of the end position of the right curb, DstLgtToEnd2, is greater than 3.5, then the right curb is confirmed to exist.

[0081] During this process, if it is determined that a curb exists, subsequent operations can be performed. Otherwise, if it is determined that no curb exists, no curb logic suppression judgment is performed on the target object at this time. The curb logic suppression judgment can be determined based on curb information and the state information of the target object. Specific implementation details will be provided in subsequent embodiments, and will not be repeated here.

[0082] It should be noted that if it is determined that a curb exists on one of the left or right sides, the target object on that curb can be judged. For example, when it is determined that a curb exists on the left side, this embodiment of the disclosure can comprehensively judge 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.

[0083] Optionally, if it is determined that a curb exists on one of the left or right sides, the curb information of the existing curb can be copied to the side where it does not exist. For example, if it is determined that a left curb exists but a right curb does not, the curb information of the left curb can be copied. However, the horizontal axis coordinates of the copied right curb information will be reversed compared to the left. This avoids situations where curb information cannot be obtained due to obstruction or other reasons on one side.

[0084] In step S130, the emergency braking requirement of the target object is obtained based on the curb information and status information.

[0085] As an optional approach, after obtaining the curb information and the target object's status information, this embodiment of the disclosure can combine the curb information and the target object's status information to comprehensively obtain the target object's emergency braking requirement. The emergency braking requirement can include both the presence and absence of an emergency braking requirement.

[0086] In the process of obtaining emergency braking requirements, the embodiments of this disclosure can first calculate the effective length of the curb. Based on this, it can determine whether the target object is within the effective length range according to the location information of the target object. If it is within the effective length range, it can be determined whether the target object has an emergency braking requirement based on the running direction of the target object.

[0087] In step S140, if it is determined that the target object has no emergency braking requirement, the triggering of the automatic emergency braking function is suppressed.

[0088] As an optional approach, upon obtaining an emergency braking demand from the target object, this embodiment of the present disclosure can determine whether the emergency braking demand is nonexistent. If it is nonexistent, this embodiment of the present disclosure can suppress the triggering of the automatic emergency braking function. In other words, if it is determined that the target object has no emergency braking demand, the triggering of the automatic emergency braking function is suppressed, i.e., the automatic emergency braking function is kept in the off state.

[0089] Optionally, if it is determined that the target object has an emergency braking requirement, the embodiments of this disclosure can obtain a collision risk value between the vehicle and the target object. Based on this, if it is determined that the collision risk value is greater than the risk threshold, the automatic emergency braking function is triggered, that is, the automatic emergency braking function is activated.

[0090] Through the above operations, the target object can be screened. That is, if it is determined that the target object has no emergency braking requirement, the present invention can not take it as the main target. Conversely, if it is determined that the target object has an emergency braking requirement, the present invention can take it as the main target.

[0091] In summary, after the target objects are screened as described above, the embodiments of this disclosure can perform lateral and longitudinal collision risk calculations on the screened target objects respectively, and select the target with collision risk as the main target of the system. When the calculated lateral and longitudinal risk request values ​​are greater than or equal to the set threshold, the automatic emergency braking function can be triggered and a deceleration command can be issued.

[0092] In some implementations, when a vehicle is traveling 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 referred to as a zebra crossing target object braking scenario.

[0093] Optionally, a scenario where a vehicle's sensor performance is deficient, causing a deviation in its speed prediction of a target object, triggers the automatic emergency braking function when the vehicle approaches the bus stop can be termed the "bus stop scenario." For example, when a vehicle approaches a bus stop, insufficient sensor performance may lead to errors in predicting the lateral movement speed of a person on the curb. For instance, if a person on the curb is stationary and their correct lateral speed should be 0, insufficient sensor performance might result in a predicted lateral speed of 0.5 or 0.6, leading to the false triggering of the automatic emergency braking function.

[0094] As described above, the application scenarios of this disclosure can be a scenario of a target object suddenly braking on a zebra crossing or a bus stop. Specifically, when a vehicle is detected to be in a scenario of a target object suddenly braking on a zebra crossing or at a bus stop, this disclosure can obtain the state information of the target object within the vehicle's field of vision, and also obtain the curb information in these two scenarios. Then, based on the curb information and the state information, the emergency braking demand of the target object can be determined. If the emergency braking demand is not present, the triggering of the automatic emergency braking function can be suppressed. Since curbs exist in both the bus stop and zebra crossing scenarios, this disclosure can obtain curb information in either scenario. Then, based on the curb information and the target object's state information, it can determine whether the target object has an emergency braking demand. If there is no emergency braking demand, the triggering of the automatic emergency braking function can be suppressed.

[0095] In other words, when a vehicle is detected to be in a specified scenario, steps S110 to S140 of the disclosed embodiment can be executed. The specified scenario may include a curb; that is, in addition to scenarios such as a zebra crossing with a target object braking suddenly and a bus stop, the specified scenario may also include other scenarios where a curb exists and the AEB (Automatic Emergency Braking) is likely to be mistakenly activated.

[0096] In summary, the embodiments of this disclosure can acquire the target state within the field of view using a front-mounted millimeter radar and a camera visual perception sensor. Then, it determines whether the target object conforms to the curb suppression logic. This curb suppression logic is used to suppress the automatic emergency braking triggering function, ensuring that the automatic emergency braking function is not triggered. If the target is determined to conform to the curb suppression logic, the target selection logic of the automatic emergency braking system can be modified. In other words, if the target object is determined to conform to the curb suppression logic, the triggering of the automatic emergency braking function can be suppressed.

[0097] This embodiment first obtains the state information of the target object within the vehicle's field of vision. Then, if it is determined that there is a curb, the curb information is obtained. The curb information includes the starting position information and ending position information of the curb relative to the vehicle. The curb refers to the boundary that is higher than the vehicle's road preset height. Based on this, the emergency braking demand of the target object is obtained according to the curb information and the state information of the target object. If it is determined that the target object has no emergency braking demand, the triggering of the automatic emergency braking function is suppressed. This can ensure the accurate triggering of the automatic emergency braking function and reduce the possibility of it being triggered falsely.

[0098] Figure 3 This is a flowchart illustrating another control method for an automatic emergency braking function of a vehicle according to an exemplary embodiment. Figure 3The control method for the automatic emergency braking function of the vehicle may include the following steps.

[0099] In step S210, the state information of the target object within the vehicle's field of vision is obtained.

[0100] In step S220, if a curb is determined to exist, curb information is obtained.

[0101] The specific implementation methods of steps S210 to S220 have been described in detail in the above embodiments and will not be repeated here.

[0102] In step S230, the effective length of the curb is obtained based on the start and end position information of the curb.

[0103] As described above, curb information can include the starting and ending positions of the curb relative to the vehicle. In the process of obtaining the emergency braking requirement of the target object based on the curb information and the target object's state information, this embodiment can first obtain the effective length of the curb based on the starting and ending position information. Then, based on this effective length and the target object's state information, the emergency braking requirement of the target object is comprehensively obtained.

[0104] In this embodiment of the disclosure, the starting position information of the curb may include longitudinal and lateral information; similarly, the ending position information may also include longitudinal and lateral information. The longitudinal information may be coordinate information of the vehicle's driving direction, and the lateral information may be coordinate information perpendicular to the driving direction.

[0105] As an alternative approach, in the process of obtaining the effective length of the curb, embodiments of this disclosure may determine the initial effective length of the curb based on the first starting longitudinal information in the curb start position information and the first ending longitudinal information in the curb end position information, and the initial effective length may be used as the effective length of the curb.

[0106] The initial effective length can be calculated based on the presence of a curb. Specifically, in this embodiment, it can be determined whether the first starting longitudinal information of the curb is greater than a preset distance. If 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 this difference is used as the initial effective length. Optionally, if the first starting longitudinal information of the curb is determined to be less than or equal to the preset distance, the first ending information of the curb can be used as the initial effective length.

[0107] For example, the first termination longitudinal information is DstLgtToEnd, and the first start longitudinal information is DstLgtToStart. If it is determined by comparison that DstLgtToStart is greater than a preset distance of 5.0 (m), then the initial effective length = DstLgtToEnd - DstLgtToStart. Conversely, if it is determined that DstLgtToStart is less than or equal to the preset distance of 5.0 (m), then the initial effective length = DstLgtToEnd.

[0108] As an alternative approach, to avoid errors from the visual sensor, the endpoint X in this embodiment of the disclosure is extended to make the final effective length of the roadside more accurate. Specifically, this embodiment of the disclosure can determine the extended distance value based on the initial effective length or the vehicle's lane line information, and then obtain the effective length of the roadside based on the obtained initial effective length and extended distance value.

[0109] In the process of obtaining the extended distance value, this embodiment of the disclosure can first determine whether the lane information and the curb information meet specified conditions. If it is determined that the lane information and the curb information meet the specified conditions, the difference between the second termination longitudinal information of the lane line and the first termination longitudinal information of the curb can be obtained. Based on this, the difference between the two is compared with a preset extended value, and the smaller value is taken as the extended distance value.

[0110] The relationship between lane lines and curbs can be as follows: Figure 4 As shown, lane lines 702 can be routes located on both sides of the road. When a lane line is located on the left side of the road, it can be on the right side of the curb 701. The first starting longitudinal information of the curb can be the X-coordinate of A1, the first starting longitudinal information of the lane line can be the X-coordinate of A2, the first ending longitudinal information of the curb can be the X-coordinate of B1, and the second ending longitudinal information of the lane line can be the X-coordinate of B2.

[0111] In this embodiment of the disclosure, the specified conditions may include at least one of the following: the second starting longitudinal information of the lane line is less than a first preset value, and the second ending longitudinal information of the lane line is greater than the first ending longitudinal information of the road edge; 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 road edge is less than a second preset value; the difference between the lateral information of the lane line and the road edge at a specified distance is less than a third preset value. For example, 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.

[0112] In other words, when at least one of the above three specified conditions is satisfied, the present disclosure embodiment can obtain the difference between the second termination longitudinal information and the first termination longitudinal information, compare the difference with a preset extension value, and then use the smaller value as the extension distance value.

[0113] As an example, when the second starting longitudinal information of the lane line is determined to be 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 embodiments of this disclosure can obtain the extended distance value based on the ending longitudinal information of the lane line and the curb.

[0114] As another example, when the second starting longitudinal information of the lane line is determined to be 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 road edge, and 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 road edge is less than the second preset value, and the difference between the lateral information of the lane line and the road edge at a specified distance is determined to be less than the third preset value, the extended distance value is obtained based on the ending longitudinal information of the lane line and the road edge.

[0115] For example, when a lane line is determined to meet the following conditions simultaneously, the extended distance value is obtained by taking the smaller value: The first condition is that the starting point X value DstLgtToStart (second starting longitudinal information) of the lane line is less than 4.5, and the ending point X value DstLgtToEnd (second ending longitudinal information) of the lane line is greater than the DstLgtToEnd (first ending longitudinal information) of the road edge; the second condition is that the absolute value of the difference between the C0 of the fitted curve of the lane line and the C0 of the fitted curve of the road edge (first fitting coefficient) 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 road edge at X=25 (specified distance) is less than 0.8.

[0116] At this point, the extended distance value h = min(5, lane line DstLgtToEnd - curb DstLgtToEnd), that is, the smaller of the two. The extended curb endpoint value X, RoadEdgeEndX, is equal to the DstLgtToEnd value plus h. In other words, the effective length of the curb can be the initial effective length + h. When DstLgtToStart > 5.0, the effective length of the curb = (DstLgtToEnd - DstLgtToStart) + h; when DstLgtToStart > 5.0, the effective length of the curb = DstLgtToEnd + h.

[0117] Optionally, when it is determined that the lane line information and the curb information do not meet the specified conditions, this embodiment of the disclosure can obtain the extended distance value based on the relationship between the initial effective length and the first and second values. The first value can be 25, and the second value can be 10.

[0118] Specifically, in this embodiment, it can be determined whether the initial effective length L is greater than the first value (25). If it is greater, the default value can be used as the initial effective length, which can be 3. Conversely, if it is determined that the initial effective length L is less than or equal to the first value, then in this embodiment, it can be determined 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, then the extended distance value can be obtained based on the initial effective length. In this case, the extended distance value h = 0.2 * (L - 10).

[0119] Optionally, if the initial effective length is determined to be less than the second value, the initial effective length is not extended, i.e., the extended effective distance value is equal to 0.

[0120] In step S240, the target object is determined to be within the effective length range based on its position information, and the motion information of the target object is obtained.

[0121] As an optional approach, after obtaining the effective length of the curb, this embodiment of the disclosure can determine whether the target object is within the effective length range based on the location information of the target object. If it is determined that the target object is within the effective length range, the running information of the target object is obtained.

[0122] Specifically, in this embodiment, the Y value of a target object at the same X value can be calculated using a curve fitting equation, where the X value can be longitudinal coordinate information. The state information of the target object can include its position information, which can include longitudinal information (X value) and lateral information (Y value). Based on this, this embodiment can substitute the longitudinal information of the target object into a pre-acquired curb fitting curve formula to obtain the lateral information (Y value) of the curb.

[0123] Based on this, embodiments 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.

[0124] As an example, for the left curb, this embodiment of the 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 to the left of the left curb. Conversely, if the difference is determined to be less than 0, it indicates that the target object is to the right of the left curb (its logic is 0). In addition, this embodiment of the 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 ending longitudinal information (RoadEdgeEndX) of the extended curb and the longitudinal information (Obj_X) of the target object is greater than 0. If both of their logic are 1, it indicates that the target position is outside the left curb, that is, the target object is within the effective length range.

[0125] As another example, for the right-side curb, this embodiment of the 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 less than 0. If it is less than 0, it indicates that the target object is to the right of the right-side curb. Conversely, if the difference is greater than 0, it indicates that the target object is to the left of the right-side curb (its logic is 0). In addition, this embodiment of the 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 ending longitudinal information (RoadEdgeEndX) of the extended curb and the longitudinal information (Obj_X) of the target object is greater than 0. If both are logically 1, it indicates that the target position is outside the right-side curb, that is, the target object is within the effective length range.

[0126] To better understand the relationship between the target object and the effective length range, embodiments of this disclosure provide, as follows: Figure 5 The example diagram shows that h is the extended distance, L is the initial effective length, C is the extended endpoint, B is the initial endpoint, and A is the starting point of the curb. Based on Figure 5 Know that the target object is located within the effective length range A to C, that is, on the outside of the left curb.

[0127] If the target object is determined to be within an effective length range, the embodiments of this disclosure can obtain the target object's motion information. Here, the motion information of the target object may include the direction of motion and the speed of motion. Based on this, the embodiments of this disclosure can obtain the target object's automatic emergency braking requirement based on the motion information.

[0128] In step S250, when it is determined that the motion information meets the preset conditions, it is determined that the emergency braking requirement of the target object is not present, and the triggering of the automatic emergency braking function is suppressed.

[0129] As an optional approach, after acquiring the motion information of the target object, this embodiment of the disclosure can determine whether the motion information meets 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 tangential direction of the road edge, and this movement direction can be as follows: Figure 6 As shown.

[0130] Alternatively, embodiments of this disclosure can also obtain the vertical velocity component of the target object. This vertical velocity component can be the velocity component along the vertical direction of the roadside from the outside to the inside of the roadside. Based on this, it is determined whether the vertical velocity 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 requirement.

[0131] In this process, embodiments of this disclosure can also obtain the category of the target object and then determine whether the vertical velocity component is less than the velocity threshold corresponding to the category. In other words, if the categories of the target objects are different, the corresponding velocity thresholds will also be different.

[0132] For example, when a target object moving tangentially along the outer edge of the curb is detected, and it is determined that the target object has a velocity component perpendicular to the curb from the outer edge to the inner edge, if the target object is determined to be a person, then it is determined whether the value of the person's velocity component is less than 1 m / s. If it is less, then it is determined that the person has no need for emergency braking. If the target object is determined to be a two-wheeled vehicle, and the value of the two-wheeled vehicle's velocity component is less than 2 m / s, then it is determined that the two-wheeled vehicle has no need for emergency braking.

[0133] As a specific implementation method, such as Figure 7 As shown, the vehicle can determine whether a curb exists on the road where the vehicle is located based on target information (state information) of a target object within the field of view of the vehicle's sensor detectors. If a curb exists, this embodiment can calculate the effective length L (initial effective length) of the curb, then extend the longitudinal coordinate value of the curb, and determine whether the target object is within the extended effective length of the curb. When it is determined that the target object is within the extended effective length of the curb, this embodiment can determine whether the target crosses or moves along the curb to filter the target object, and then recalculate the automatic emergency braking (AEB) collision risk.

[0134] During this process, if it is determined that the curb does not exist, this embodiment of the disclosure can normally filter the primary target and calculate the collision risk for automatic emergency braking. Based on this, it is determined whether the lateral and longitudinal risk values ​​are greater than the risk threshold. If they are greater, automatic emergency braking is triggered and a deceleration command is issued. Conversely, if the lateral and longitudinal risk values ​​are detected to be less than the risk threshold, the automatic emergency braking (AEB) function is not triggered.

[0135] This embodiment of the disclosure, after visually perceiving a target within the fused sensor field of view using a front-facing millimeter-wave radar and a front-facing camera, can determine the current state of the road edge, i.e., whether a road edge exists. Then, it combines road edge information with target information (state information) to filter target objects, identifying valid targets for Automatic Emergency Braking (AEB). Finally, for target objects not suppressed by the road edge suppression logic, collision risk can be calculated normally, while for target objects suppressed by the road edge suppression logic, AEB will not be triggered. This embodiment of the disclosure can be used even in specific scenarios where sensor performance is insufficient, thus effectively reducing the probability of false AEB triggering and ensuring vehicle driving safety.

[0136] Figure 8 This is a block diagram illustrating a control device for an automatic emergency braking function of a vehicle according to an exemplary embodiment, such as... Figure 8 The control device 300 for 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.

[0137] The first acquisition module 310 is configured to acquire the status information of the target object within the field of view of the vehicle;

[0138] The second acquisition module 320 is configured to acquire roadside information when it is determined that a roadside exists. The roadside information includes the starting position information and ending position information of the roadside relative to the vehicle. The roadside refers to the boundary that is higher than the vehicle's road preset height.

[0139] The third acquisition module 330 is configured to acquire the emergency braking requirement of the target object based on the curb information and the status information;

[0140] The suppression module 340 is configured to suppress the triggering of the automatic emergency braking function when it is determined that the target object has no emergency braking requirement.

[0141] In some implementations, the state information of the target object includes the location information of the target object, and the third acquisition module 330 may include:

[0142] The length acquisition submodule is configured to acquire the effective length of the curb based on the start position information and the end position information of the curb;

[0143] The length range determination submodule is configured to determine that the target object is within the effective length range based on the position information of the target object, and to obtain the motion information of the target object;

[0144] The requirement determination submodule is configured to determine that the emergency braking requirement of the target object is none when the motion information meets preset conditions.

[0145] In some implementations, the length acquisition submodule is further configured to determine an initial effective length based on a first starting longitudinal information in the starting position information of the curb and a first ending longitudinal information in the ending position information; acquire an extended distance value, the extended distance value being determined based on the initial effective length or based on lane line information of the lane where the vehicle is located; and determine the effective length of the curb according to the initial effective length and the extended distance value.

[0146] In some implementations, the lane line information includes second starting longitudinal information and second ending longitudinal information of the lane line. The length acquisition submodule is further configured to, when determining that the lane line information and the curb information meet specified conditions, acquire the difference between the second ending longitudinal information and the first ending longitudinal information; compare the difference with a preset extension value, and take the smaller value as the extension distance value.

[0147] In some implementations, the length acquisition submodule is further configured to, when it is determined that the lane line information and the curb information do not meet a specified condition, acquire the extended distance value based on the relationship between the initial effective length and a first value and a second value, wherein the first value is greater than the second value.

[0148] In some implementations, the specified conditions include at least one of the following:

[0149] The second starting longitudinal information is less than the first preset value, and the second ending longitudinal information is greater than the first ending longitudinal information;

[0150] 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 road edge is less than the second preset value;

[0151] The difference between the lateral information of the lane line and the road edge at a specified distance is less than a third preset value.

[0152] In some embodiments, the control device 300 for the automatic emergency braking function of the vehicle may further include: a curb determination module, which is configured to acquire a left-side fitting curve and a right-side fitting curve of the curb; determine the existence of a left-side curb when a first fitting coefficient of the left-side fitting curve is greater than a fourth preset value and a first termination longitudinal information of the left-side curb is greater than a fifth preset value; and determine the existence of a right-side curb when a first fitting coefficient of the right-side fitting curve is less than a negative fourth preset value and a first termination longitudinal information of the right-side curb is greater than the fifth preset value.

[0153] In some embodiments, the control device 300 for the automatic emergency braking function of the vehicle may further include: a braking module configured to, when determining that the target object has an emergency braking requirement, acquire a collision risk value between the vehicle and the target object; and, when determining that the collision risk value is greater than a risk threshold, trigger the automatic emergency braking function.

[0154] In some embodiments, the control device 300 for the automatic emergency braking function of the vehicle may further include: a scene determination module, which is configured to determine that when the vehicle is located in a specified scene, execute the step of suppressing the triggering of the automatic emergency braking function by analyzing the state information of the target object within the vehicle's field of vision, wherein the specified scene includes a zebra crossing target object emergency braking scene and a bus stop scene.

[0155] This embodiment first obtains the state information of the target object within the vehicle's field of vision. Then, if it is determined that there is a curb, the curb information is obtained. The curb information includes the starting position information and ending position information of the curb relative to the vehicle. The curb refers to the boundary that is higher than the vehicle's road preset height. Based on this, the emergency braking demand of the target object is obtained according to the curb information and the state information of the target object. If it is determined that the target object has no emergency braking demand, the triggering of the automatic emergency braking function is suppressed. This can ensure the accurate triggering of the automatic emergency braking function and reduce the possibility of it being triggered falsely.

[0156] Figure 9 This is a block diagram illustrating a vehicle 800 according to an exemplary embodiment. For example... Figure 9 As shown, the vehicle 800 may include a processor 801 and 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.

[0157] The processor 801 controls the overall operation of the vehicle 800 to complete all or part of the steps in the control method for the automatic emergency braking function of the vehicle described above. The memory 802 stores various types of data to support the operation of the vehicle 800. This data may include, for example, instructions for any application or method operating 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 (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. Multimedia component 803 may include a screen and an audio component. The screen may be, for example, a touchscreen, 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 signals may be further stored in memory 802 or transmitted via communication component 805. The audio component also includes at least one speaker for outputting audio signals. I / O interface 804 provides an interface between processor 801 and other interface modules, such as a keyboard, mouse, buttons, etc. These buttons may be virtual or physical buttons. Communication component 805 is used for wired or wireless communication between 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 technologies, or combinations thereof, is not limited here. Therefore, the corresponding communication component 805 may include: a Wi-Fi module, a Bluetooth module, an NFC module, etc.

[0158] In an exemplary embodiment, the vehicle 800 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the control method for the automatic emergency braking function of the vehicle described above.

[0159] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, which, when executed by a processor, implement the steps of the control method for the automatic emergency braking function of a vehicle described above. For example, the computer-readable storage medium may be the memory 802 including the program instructions described above, which may be executed by the processor 801 of the vehicle 800 to complete the control method for the automatic emergency braking function of the vehicle described above.

[0160] In another exemplary embodiment, a computer program product is also provided, the computer program product comprising a computer program executable by a programmable device, the computer program having a code portion for performing a control method for executing the aforementioned automatic emergency braking function of a vehicle when executed by the programmable device.

[0161] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0162] 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, this disclosure will not describe the various possible combinations separately.

[0163] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A control method for the automatic emergency braking function of a vehicle, characterized in that, The method includes: The status information of the target object within the vehicle's field of vision is obtained, and the status information of the target object includes the location information of the target object; If a curb is confirmed to exist, curb information is obtained. The curb information includes the starting position information and ending position information of the curb relative to the vehicle. The curb refers to the boundary that is higher than the vehicle's road preset height. The emergency braking requirement of the target object is obtained based on the curb information and the status information; The step of obtaining the emergency braking requirement of the target object based on the curb information and the status information includes: The effective length of the curb is obtained based on the start position information and the end position information of the curb; Based on the location information of the target object, it is determined that the target object is within the effective length range, and the motion information of the target object is obtained; When the motion information is determined to meet the preset conditions, the emergency braking requirement of the target object is determined to be none. When it is determined that the target object has no emergency braking requirement, the triggering of the automatic emergency braking function is suppressed.

2. The method according to claim 1, characterized in that, The step of obtaining the effective length of the curb based on the start position information and the end position information of the curb includes: The initial effective length is determined 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 the extended distance value, which is determined based on the initial effective length or based on the 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.

3. The method according to claim 2, characterized in that, The lane line information includes the second starting longitudinal information and the second ending longitudinal information of the lane lines. Obtaining the extended distance value includes: When it is determined that the lane line information and the curb information meet the specified conditions, the difference between the second termination longitudinal information and the first termination longitudinal information is obtained; The difference is compared with a preset expansion value, and the smaller value is taken as the expansion distance value.

4. The method according to claim 3, characterized in that, The method further includes: When it is determined that the lane line information and the curb 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, wherein the first value is greater than the second value.

5. The method according to claim 3, characterized in that, The specified conditions include at least one of the following: The second starting longitudinal information is less than the first preset value, and the second ending longitudinal information is greater 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 road edge is less than the second preset value; The difference between the lateral information of the lane line and the road edge at a specified distance is less than a third preset value.

6. The method according to claim 1, characterized in that, The method further includes: Obtain the left and right fitting curves of the curb; When the first fitting coefficient of the left-side fitted curve is determined to be greater than the fourth preset value, and the first termination longitudinal information of the left-side road edge is determined to be greater than the fifth preset value, it is determined that a left-side road edge exists. When the first fitting coefficient of the right-side fitted curve is less than the negative fourth preset value, and the first termination longitudinal information of the right-side road edge is greater than the fifth preset value, it is determined that a right-side road edge exists.

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

8. The method according to claim 1, characterized in that, The method further includes: When the vehicle is located in a designated scene, the system executes the step of using the state information of the target object within the vehicle's field of vision to suppress the triggering of the automatic emergency braking function. The designated scene includes a zebra crossing target object emergency braking scene and a bus stop scene.

9. A vehicle, characterized in that, The vehicles include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the steps of the method according to any one of claims 1 to 8.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the computer program implements the steps of the method described in any one of claims 1 to 8.

11. A computer program product, characterized in that, It includes a computer program that, when executed by a processor, implements the steps of the method according to any one of claims 1 to 8.

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