Emergency risk avoiding processing method, device and system for vehicle driving

Abstract

The embodiment of the invention provides an emergency risk avoiding processing method, device and system for vehicle driving. By means of the emergency risk avoiding processing method, whether the front collision risk occurs between the vehicle and the forward obstacle or not is determined, the vehicle lock unlocking action is executed in advance when it is determined that the front collision risk occurs, and the situation that emergency rescue cannot be carried out on an accident site due to the fact that a vehicle door lock cannot be unlocked when vehicle collision occurs can be prevented.

Description

Technical Field

[0001] Embodiments of this specification generally relate to the field of vehicle safety, and particularly to an emergency avoidance processing method, device, and system for vehicle driving. Background Art

[0002] With the continuous growth of the vehicle ownership, the safety issues during vehicle driving have attracted more and more attention, especially the safety issues during vehicle collisions. When a vehicle collides, the vehicle power supply system may malfunction and fail to supply power to vehicle devices such as the vehicle door lock control mechanism, thus losing emergency processing functions such as unlocking the door lock. As a result, the vehicle occupants may be trapped in the vehicle and unable to escape, further increasing the personal safety risks of the vehicle occupants. Summary of the Invention

[0003] Embodiments of this specification provide an emergency avoidance processing method, device, and system for vehicle driving. By using this emergency avoidance processing method, by determining whether there is a risk of a frontal collision between the vehicle and a forward obstacle, and performing the vehicle lock unlocking action in advance when it is determined that there is a risk of a frontal collision, it is possible to prevent the inability to perform emergency rescue at the accident scene due to the door lock not being unlocked when a vehicle collision occurs.

[0004] According to one aspect of the embodiments of this specification, an emergency avoidance processing method for vehicle driving is provided, including: determining whether there is a risk of a frontal collision between the vehicle and a forward obstacle of the vehicle; and when it is determined that there is a risk of a frontal collision between the vehicle and the forward obstacle, enabling an emergency avoidance action execution device to perform an emergency avoidance action, where the emergency avoidance action includes unlocking the door lock.

[0005] Optionally, in an example of the above aspect, the emergency avoidance processing method may further include obtaining forward obstacle information of the forward obstacle, where the forward obstacle information includes relative driving state information of the forward obstacle and obstacle contour information, and the relative driving state information includes relative position information and relative speed information of the forward obstacle relative to the vehicle. Accordingly, determining whether there is a risk of a frontal collision between the vehicle and the forward obstacle may include: determining whether there is a risk of a frontal collision between the vehicle and the forward obstacle according to the forward obstacle information and the vehicle contour information of the vehicle.

[0006] Optionally, in an example of the above aspect, determining whether there is a frontal collision risk between the host vehicle and the forward obstacle based on the forward obstacle information and the vehicle profile information of the host vehicle may include: determining a forward coverage rate between the forward obstacle and the host vehicle according to the relative position information, obstacle profile information of the forward obstacle, and the vehicle profile information of the host vehicle; in response to the forward coverage rate being not lower than a forward coverage rate threshold, estimating a collision time between the host vehicle and the forward obstacle according to the relative driving state information of the forward obstacle; and in response to the collision time being less than a collision time threshold, determining that there is a frontal collision risk between the host vehicle and the forward obstacle.

[0007] Optionally, in an example of the above aspect, the relative driving state information further includes obstacle attitude information. Accordingly, determining the forward coverage rate between the forward obstacle and the host vehicle according to the relative position information, obstacle profile information of the forward obstacle, and the vehicle profile information of the host vehicle may include: determining the forward coverage rate between the forward obstacle and the host vehicle according to the relative position information, obstacle attitude information, and obstacle profile information of the forward obstacle, and the vehicle attitude information and vehicle profile information of the host vehicle.

[0008] Optionally, in an example of the above aspect, the forward obstacle information further includes obstacle type information, and the collision time threshold is determined according to the obstacle type information.

[0009] Optionally, in an example of the above aspect, the forward obstacle information is obtained via at least one of the following information acquisition devices disposed on the host vehicle: a millimeter wave radar group, a lidar group, an ultrasonic radar group, a camera group, a positioning and mapping unit, and the forward obstacle information is obtained by fusing the forward obstacle information acquired by the used information acquisition device.

[0010] Optionally, in an example of the above aspect, obtaining the forward obstacle information of the forward obstacle may include: in response to the host vehicle being in a preset driving state, obtaining the forward obstacle information of the forward obstacle, where the preset driving state includes a forward straight driving state.

[0011] Optionally, in an example of the above aspect, the preset driving state may further include at least one of an in-cabin personnel presence state and an autonomous driving operation state.

[0012] Optionally, in an example of the above aspect, the emergency avoidance processing method may further include: after performing an emergency avoidance action on the host vehicle, in response to receiving an emergency avoidance action cancellation command, canceling the performed emergency avoidance action.

[0013] Optionally, in an example of the above aspect, the emergency avoidance action cancellation command is issued in response to the operation of the emergency avoidance action cancellation button on the in-vehicle interface, or in response to determining that a vehicle collision will not occur.

[0014] Optionally, in an example of the above aspect, determining whether there is a frontal collision risk between the host vehicle and the forward obstacle based on the forward obstacle information and the vehicle profile information of the host vehicle may include: providing the forward obstacle information of the forward obstacle and the vehicle profile information of the host vehicle to a frontal collision prediction model to predict whether there is a frontal collision risk between the host vehicle and the forward obstacle.

[0015] Optionally, in an example of the above aspect, the emergency avoidance action may further include at least one of the following actions: closing the window, straightening the seat, tightening the seat belt, raising the suspension, voice reminder of collision, text reminder of collision, double flash warning, horn warning, accident information notification, and triggering and holding the emergency avoidance action cancellation button on the in-vehicle interface.

[0016] Optionally, in an example of the above aspect, when determining that there is a frontal collision risk between the host vehicle and the forward obstacle, enabling the emergency avoidance action execution device to execute the emergency avoidance action may include: when determining that there is a frontal collision risk between the host vehicle and the forward obstacle, notifying the central domain controller to enable the emergency avoidance action execution device to execute the emergency avoidance action.

[0017] Optionally, in an example of the above aspect, the in-cabin personnel presence status is determined by using at least one of the sensing signals sensed by a driver presence sensor, a DMS sensor, and a cabin millimeter-wave sensor, and / or the autonomous driving operation status is determined by using the vehicle speed signal sensed by an EPS sensor.

[0018] According to another aspect of the embodiments of the present specification, there is provided an emergency avoidance processing device for vehicle driving, including: a frontal collision risk determination unit configured to determine whether there is a frontal collision risk between a host vehicle and a forward obstacle of the host vehicle; and an emergency avoidance processing unit configured to, when determining that there is a frontal collision risk between the host vehicle and the forward obstacle, enable an emergency avoidance action execution device to execute an emergency avoidance action, where the emergency avoidance action includes unlocking the door.

[0019] According to another aspect of the embodiments of the present specification, there is provided an emergency avoidance processing system for vehicle driving, including: the emergency avoidance processing device as described above; and an emergency avoidance action execution device configured to execute the emergency avoidance action.

[0020] Optionally, in an example of the above aspect, the emergency avoidance processing system may further include an obstacle information sensing device. The obstacle information sensing device is configured to sense the forward obstacle information of the vehicle, and the forward obstacle information includes the relative driving state information of the forward obstacle and the obstacle contour information, and the relative driving state information includes the relative position information and relative speed information of the forward obstacle with respect to the self-vehicle.

[0021] According to another aspect of the embodiments of the present specification, there is provided an emergency avoidance processing device for vehicle driving, including: at least one processor; a memory coupled to the at least one processor; and a computer program stored in the memory, and the at least one processor executes the computer program to implement the emergency avoidance processing method for vehicle driving as described above.

[0022] According to another aspect of the embodiments of the present specification, there is provided a computer-readable storage medium storing executable instructions, and when the instructions are executed, a processor is caused to execute the emergency avoidance processing method for vehicle driving as described above.

[0023] According to another aspect of the embodiments of the present specification, there is provided a computer program product including a computer program, and the computer program is executed by a processor to implement the emergency avoidance processing method for vehicle driving as described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] By referring to the following drawings, a further understanding of the essence and advantages of the content of the present specification can be achieved. In the drawings, similar components or features may have the same reference numerals.

[0025] Figure 1 An example architecture diagram of an emergency avoidance processing system according to the embodiments of the present specification is shown.

[0026] Figure 2 An example flowchart of an emergency avoidance processing method according to the embodiments of the present specification is shown.

[0027] Figure 3 An example flowchart of a frontal collision determination method according to the embodiments of the present specification is shown.

[0028] Figure 4 Shows Figure 3 An example flowchart of the frontal collision risk determination process in

[0029] Figure 5 An example schematic diagram of an emergency avoidance execution action list according to the embodiments of the present specification is shown.

[0030] Figure 6Shows an exemplary schematic diagram of the in-cabin personnel presence determination logic table according to an embodiment of the present specification.

[0031] Figure 7 Shows an exemplary schematic diagram of the ODD satisfaction condition determination logic table according to an embodiment of the present specification.

[0032] Figure 8 Shows an exemplary schematic diagram of the forward straight-ahead state determination logic table according to an embodiment of the present specification.

[0033] Figure 9 Shows an exemplary schematic diagram of the state transition of the emergency avoidance processing function according to an embodiment of the present specification.

[0034] Figure 10 Shows an exemplary block diagram of the emergency avoidance processing device according to an embodiment of the present specification.

[0035] Figure 11 Shows an exemplary block diagram of the frontal collision risk determination unit according to an embodiment of the present specification.

[0036] Figure 12 Shows an exemplary schematic diagram of the emergency avoidance processing device implemented based on a computer system according to an embodiment of the present specification. Detailed implementation manners

[0037] Now, the subject matter described herein will be discussed with reference to exemplary embodiments. It should be understood that discussing these embodiments is only to enable those skilled in the art to better understand and thus implement the subject matter described herein, and is not a limitation on the protection scope, applicability, or examples set forth in the claims. The functions and arrangements of the elements discussed can be changed without departing from the protection scope of the content of this specification. Each example can omit, substitute, or add various processes or components as needed. For example, the methods described can be executed in a different order from the described order, and each step can be added, omitted, or combined. Additionally, the features described relative to some examples can also be combined in other examples.

[0038] As used herein, the term "comprising" and its variants represent open terms, meaning "including but not limited to". The term "based on" means "at least partially based on". The term "one embodiment" and "an embodiment" mean "at least one embodiment". The term "another embodiment" means "at least one other embodiment". The terms "first", "second", etc. can refer to different or the same objects. Other definitions may be included below, whether explicit or implicit. Unless clearly specified in the context, the definition of a term is consistent throughout the specification.

[0039] The flowcharts used in this specification illustrate the operations implemented by the system according to some embodiments in this specification. It should be clearly understood that the operations of the flowcharts may not be implemented in sequence. On the contrary, the operations may be implemented in reverse order or simultaneously. In addition, one or more other operations may be added to the flowchart. One or more operations may be removed from the flowchart.

[0040] When a vehicle collides on the road, the external force generated by the collision can cause the battery to lose power or the wiring harness to be broken / short-circuited, thereby causing vehicle signal transmission failure or power failure of the vehicle equipment controller, making it too late for the vehicle equipment controller to unlock the door locks and / or unfold the hidden door handles, thereby preventing people in the vehicle from escaping in time or people outside the vehicle from providing rescue, seriously affecting the personal safety of the passengers.

[0041] In view of this, the embodiment of this specification proposes an emergency risk avoidance solution for vehicle driving. In this emergency risk avoidance solution, by determining whether there is a risk of a head-on collision between the vehicle and the forward obstacle, and executing the vehicle lock unlocking action in advance when it is determined that there is a risk of a head-on collision between the vehicle and the forward obstacle. According to this processing method, it is possible to prevent the inability to escape due to the failure to unlock the door lock when a vehicle collision occurs, or to implement emergency rescue at the accident scene in a timely manner.

[0042] Hereinafter, an emergency avoidance processing system, an emergency avoidance processing method and an emergency avoidance processing device for vehicle driving according to an embodiment of the present specification will be described with reference to the accompanying drawings.

[0043] Figure 1 A schematic diagram of an example architecture of an emergency avoidance processing system 100 according to an embodiment of this specification is shown.

[0044] The emergency avoidance processing system 100 is deployed on a vehicle and may include an obstacle information acquisition device for sensing obstacle information of a forward obstacle located in front of the host vehicle traveling on a road. In some embodiments, the obstacle information of the forward obstacle may include, for example, relative traveling state information of the forward obstacle and obstacle profile information. The relative traveling state information may include relative position information and relative speed information. In this specification, the term "relative" refers to the forward obstacle relative to the host vehicle. The relative position information of the obstacle refers to the relative position of the obstacle relative to the host vehicle. For example, the relative position information may be represented by rectangular coordinates determined using a rectangular coordinate system constructed with the host vehicle as the coordinate origin, the forward direction of the host vehicle as the X-axis direction, and the direction perpendicular to the forward direction as the Y-axis direction. Alternatively, the relative position information may be represented by polar coordinates determined using a polar coordinate system constructed with the host vehicle as the pole origin and the forward direction of the host vehicle as the polar axis direction. The relative speed information of the obstacle refers to the relative speed of the obstacle relative to the host vehicle. Optionally, the relative traveling state information may further include obstacle attitude information and / or relative acceleration information, etc. In some embodiments, in addition to the relative traveling state information and the obstacle profile information, the obstacle information may further include the object type information of the obstacle. In this specification, the object type information of the obstacle may include, for example, but is not limited to, vehicles, cylinders, low spheres, pedestrians, etc. Vehicles may include, for example, large vehicles (such as trucks, special oil tank trucks, etc.), medium-sized vehicles, small vehicles, etc. Cylinders may include, for example, traffic poles, tree stumps, etc.

[0045] As Figure 1 shown, the obstacle information acquisition device may be implemented as a millimeter wave radar group 111, a lidar group 113, an ultrasonic radar group 115, a camera group 117, and a positioning and mapping unit 119 deployed on the host vehicle. In some embodiments, the obstacle information acquisition device may be implemented as one or more of the above information acquisition devices, or may be implemented as other types of information acquisition devices deployed on the host vehicle, or any combination of the above information acquisition devices and other types of information acquisition devices.

[0046] When obtaining obstacle information by using at least two obstacle information acquisition devices, after each obstacle information acquisition device obtains the obstacle information of the obstacle in front of the vehicle, the obstacle information obtained by each obstacle information acquisition device can be fused, and the fused obstacle information can be determined as the obstacle information of the obstacle in front. In some embodiments, the information acquisition confidence of each obstacle information acquisition device under the current vehicle driving conditions can be determined, and information fusion can be performed according to the obstacle information obtained by each obstacle information acquisition device and its respective information acquisition confidence, thereby obtaining the fused obstacle information. Here, the current vehicle driving conditions can include, for example, the current weather. Since the confidence of different types of sensors is different under different weather conditions, the confidence of various obstacle information acquisition devices can be determined according to the current weather condition, and a weighted weight can be assigned to each obstacle information acquisition device according to the determined confidence. Subsequently, information fusion is performed according to the obstacle information obtained by each obstacle information acquisition device and its respective weighted weight.

[0047] The emergency avoidance processing system 100 may further include an emergency avoidance processing device 120. The emergency avoidance processing device 120 can be implemented as a hardware component or a software component (software program module) on the vehicle. In some embodiments, the emergency avoidance processing device 120 can be implemented separately or integrated into the central domain control (ADAS domain ECU) of the advanced driving assistance system deployed on the vehicle, so as to interact with the chassis domain control unit (CDCU, Chassis Domain Control Unit) deployed on the vehicle to implement the control of vehicle application services.

[0048] In some embodiments, after obtaining the obstacle information of the obstacle in front from the obstacle information acquisition device, the emergency avoidance processing device 120 can determine whether there is a risk of a frontal collision between the vehicle itself and the obstacle in front according to the obstacle information of the forward obstacle and the vehicle contour information of the vehicle itself, and trigger the execution of an emergency avoidance action when it is determined that there is a risk of a frontal collision. The executed emergency avoidance action at least includes unlocking the door lock. In some embodiments, the emergency avoidance processing device 120 can determine that there is a risk of a frontal collision between the vehicle itself and the obstacle in front in response to receiving a frontal collision risk indication message from an external device, and then trigger the execution of an emergency avoidance action.

[0049] Figure 2 An example flowchart of the emergency avoidance processing method 200 according to an embodiment of the present specification is shown.

[0050] As Figure 2 shown, at 210, it is determined whether there is a risk of a frontal collision between the vehicle itself and the obstacle in front.

[0051] Figure 3 FIG. 1 shows an exemplary flowchart of a frontal collision determination method according to an embodiment of the present specification.

[0052] As Figure 3 shown, at 310, forward obstacle information of the host vehicle is obtained. The obtained forward obstacle information includes at least relative driving state information of the forward obstacle and obstacle profile information, and the relative driving state information includes relative position information and relative speed information. The emergency avoidance processing device 120 and the obstacle information acquisition device can be connected via a vehicle wired network or a wireless network, and data communication is performed in a wired communication or wireless communication manner. Thus, the emergency avoidance processing device 120 can obtain the forward obstacle information from the obstacle information acquisition device. For example, the emergency avoidance processing device 120 can actively obtain the forward obstacle information from the obstacle information acquisition device by sending a data acquisition request to the obstacle information acquisition device, or after the obstacle information acquisition device obtains the forward obstacle information, it automatically reports the forward obstacle information to the emergency avoidance processing device 120. In some embodiments, the forward obstacle information may further include object type information of the forward obstacle. In some embodiments, the relative driving state information may further include relative acceleration information and / or obstacle attitude information. It should be noted that, in some embodiments, the forward obstacle information can be obtained after the emergency avoidance processing device 120 processes the original information obtained from the obstacle information acquisition device.

[0053] After obtaining the forward obstacle information of the forward obstacle, at 320, it is determined whether there is a frontal collision risk between the host vehicle and the forward obstacle according to the obtained forward obstacle information and the vehicle profile information of the host vehicle.

[0054] In some embodiments, the emergency avoidance processing device 120 can determine the forward coverage rate and collision time between the forward obstacle and the host vehicle according to the obtained forward obstacle information and the vehicle profile information of the host vehicle, and predict whether there is a frontal collision risk between the host vehicle and the forward obstacle according to the determined forward coverage rate and collision time.

[0055] Figure 4 FIG. 2 shows Figure 3 an exemplary flowchart of the frontal collision risk determination process 400 in FIG. 2.

[0056] As Figure 4 shown, at 410, the forward coverage rate between the forward obstacle and the host vehicle is determined according to the relative position information of the forward obstacle, the obstacle profile information, and the vehicle profile information of the host vehicle. The vehicle profile information of the host vehicle can be pre-stored in the host vehicle as configuration information of the host vehicle for use when the host vehicle needs it.

[0057] In this specification, the term "forward coverage rate" may refer to the object overlap rate (or object overlap degree) of the outer contour of the vehicle and the forward obstacle in the forward direction of the vehicle itself.

[0058] In some embodiments, the forward coverage rate R FO can be determined using formula (1):

[0059]

[0060] where P F represents the forward projection of the outer contour of the forward obstacle in the forward direction of the vehicle itself, and P S represents the forward projection of the vehicle outer contour of the vehicle itself in the forward direction of the vehicle itself.

[0061] In some embodiments, the forward projection P of the forward obstacle F can be determined according to the relative position information of the forward obstacle and the outer contour of the forward obstacle. For example, the lateral deviation of the forward obstacle relative to the forward direction of the vehicle itself can be determined according to the relative position information of the forward obstacle, and the forward projection of the forward obstacle in the forward direction of the vehicle itself can be determined according to the lateral deviation and the outer contour of the forward obstacle.

[0062] In some embodiments, the forward obstacle information may further include obstacle attitude information. In this case, the forward coverage rate between the forward obstacle and the vehicle itself can be determined according to the relative position information of the forward obstacle, the obstacle attitude information, the obstacle contour information, and the vehicle attitude information and vehicle contour information of the vehicle itself. For example, the lateral deviation of the forward obstacle relative to the forward direction of the vehicle itself can be determined according to the relative position information of the forward obstacle, the angular deviation of the forward obstacle relative to the forward direction of the vehicle itself can be determined according to the obstacle attitude information, and the forward projection of the forward obstacle in the forward direction of the vehicle itself can be determined according to the lateral deviation, the angular deviation, and the outer contour of the forward obstacle. The angular deviation of the vehicle itself relative to the forward direction of the vehicle itself can be determined according to the vehicle attitude information of the vehicle itself, and the forward projection of the vehicle itself can be determined according to the angular deviation and the vehicle outer contour of the vehicle itself. Then, the forward coverage rate between the forward obstacle and the vehicle itself is determined using the forward projection of the forward obstacle and the forward projection of the vehicle itself.

[0063] After determining the forward coverage rate between the forward obstacle and the vehicle itself, at 420, it is determined whether the forward coverage rate is not lower than the forward coverage rate threshold. In some embodiments, the forward coverage rate threshold can be preset and can be adjusted according to the object type of the forward obstacle. Different object types can set different forward coverage rate thresholds

[0064] If the forward coverage rate is not lower than the forward coverage rate threshold, then at 430, estimate the time to collision (TTC) between the host vehicle and the forward obstacle according to the relative driving state information of the forward obstacle. If the forward coverage rate is lower than the forward coverage rate threshold, then at 460, determine that there is no frontal collision risk between the host vehicle and the forward obstacle.

[0065] In some embodiments, the relative distance between the forward obstacle and the host vehicle can be determined according to the relative position information between the forward obstacle and the host vehicle, and the time to collision between the host vehicle and the forward obstacle can be estimated according to the relative distance and relative speed information between the forward obstacle and the host vehicle. For example, the time to collision between the host vehicle and the forward obstacle can be calculated by dividing the relative distance by the relative speed. In some embodiments, the relative distance between the host vehicle and the forward obstacle can be the relative distance between the host vehicle and the forward obstacle in the forward direction of the host vehicle.

[0066] In some embodiments, the relative driving state information of the forward obstacle may further include relative acceleration information. In this case, the relative distance between the forward obstacle and the host vehicle can be determined according to the relative position information between the forward obstacle and the host vehicle, and the time to collision between the host vehicle and the forward obstacle can be estimated according to the relative distance, relative acceleration information, and relative speed information between the forward obstacle and the host vehicle. In some embodiments, the relative distance between the forward obstacle and the host vehicle can also be sensed by the obstacle information acquisition device and provided to the emergency avoidance processing device.

[0067] After estimating the time to collision between the host vehicle and the forward obstacle as above, at 440, determine whether the estimated time to collision is less than the time to collision threshold. If the estimated time to collision is less than the time to collision threshold, then at 450, determine that there is a frontal collision risk between the host vehicle and the forward obstacle. If the estimated time to collision is not less than the time to collision threshold, then at 460, determine that there is no frontal collision risk between the host vehicle and the forward obstacle.

[0068] In some embodiments, the forward obstacle information may further include obstacle type information. In this case, the time to collision threshold can be set according to the obstacle type information. Different object types can be set with different time to collision thresholds. In some embodiments, when the obstacle type is a vehicle type, the relative driving state information of the forward obstacle may further include brake light indication information for indicating whether the brake light is on. Correspondingly, when the time to collision threshold is preset for the vehicle type, the set time to collision threshold can be further adjusted according to the brake light indication information. For example, when the brake light indication information indicates that the vehicle in front brakes, further reduce the time to collision threshold.

[0069] In some embodiments, forward collision risk prediction can also be performed based on a machine learning model. For example, a forward collision prediction model can be pre-trained in advance based on a training data set that includes forward obstacle information containing forward obstacles and vehicle profile information of the self-vehicle. Subsequently, the forward obstacle information of the forward obstacle and the vehicle profile information of the self-vehicle are provided to the forward collision prediction model to predict whether there is a forward collision risk between the self-vehicle and the forward obstacle. In some embodiments, the training data set can also include obstacle attitude information and vehicle attitude information of the self-vehicle. In this case, the forward obstacle information of the forward obstacle, as well as the vehicle profile information and vehicle attitude information of the self-vehicle, are provided to the forward collision prediction model to predict whether there is a forward collision risk between the self-vehicle and the forward obstacle. Here, the forward obstacle information also includes obstacle attitude information.

[0070] In some embodiments, an external device (e.g., a cloud road traffic management server / platform) can obtain self-vehicle information and forward obstacle information, and determine whether there is a forward collision risk between the self-vehicle and the forward obstacle based on the self-vehicle information and the forward obstacle information. When there is a forward collision risk, a forward collision risk indication message is sent to the self-vehicle. The self-vehicle can determine that there is a forward collision risk in response to receiving the forward collision risk indication message from the external device. In this case, there is no need to perform the above-mentioned obstacle information acquisition process and the forward collision risk determination process based on the obstacle information and the self-vehicle information on the self-vehicle side.

[0071] Back to Figure 2 , when it is determined in 220 that there is a forward collision risk between the self-vehicle and the forward obstacle, in 230, the emergency avoidance action execution device is enabled to perform an emergency avoidance action, and the performed emergency avoidance action at least includes unlocking the vehicle door. When it is determined in 220 that there is no forward collision risk between the self-vehicle and the forward obstacle, the process returns to 210 to continue the forward collision risk determination.

[0072] In some embodiments, in addition to unlocking the vehicle door, the emergency avoidance action can also include other emergency avoidance actions. Figure 5 An example schematic diagram showing a list of emergency avoidance execution actions according to an embodiment of the present specification is shown. As Figure 5As shown, the executed emergency avoidance actions may further include at least one of the following actions: closing the window, straightening the seat, tightening the seat belt, raising the suspension, voice reminder of collision, text reminder of collision, double flash warning, car horn warning, accident information notification (for example, notifying key contacts and sending the accident location), and triggering the appearance and retention of the emergency avoidance action cancellation button on the vehicle head unit interface. By using the above emergency avoidance actions, functions such as driver reminder, external reminder, pre-collision safety action, emergency call, and sharing real-time location can be further realized, thereby further reducing the risks caused by vehicle collisions and providing more useful information for timely on-site rescue. It should be noted that whether the above emergency avoidance actions can be applied to a vehicle depends on whether the vehicle is equipped with an emergency avoidance action execution device for executing the emergency avoidance action. If there is an emergency avoidance action execution device for executing the emergency avoidance action, the executed set of emergency avoidance actions can include the emergency avoidance action. In addition, for some of the emergency avoidance actions set in the set of emergency avoidance actions, different execution methods can be set for different object types. For example, for an adjustable suspension, when the object type of the front obstacle is a large vehicle and a low sphere, the emergency avoidance action is set to "raise the suspension", while when the object type of the front obstacle is a cylinder, the emergency avoidance action is set to "do not adjust the suspension".

[0073] The emergency avoidance processing system 100 may further include an emergency avoidance action execution device 130. The emergency avoidance action execution device 130 is configured to execute an emergency avoidance action in response to the emergency avoidance processing device 120 predicting a frontal collision risk between the vehicle and a forward obstacle. In some embodiments, the emergency avoidance action execution device 130 may be implemented as a plurality of independent emergency avoidance action execution devices or having a plurality of independent emergency avoidance action execution components. The plurality of independent emergency avoidance action execution devices or emergency avoidance action execution components at least include an emergency avoidance action execution device for executing door lock unlocking. In addition, the plurality of independent emergency avoidance action execution devices or emergency avoidance action execution components may further include a plurality of emergency avoidance action execution devices or emergency avoidance action execution components respectively for executing one of the other emergency avoidance processing actions.

[0074] In some embodiments, when the emergency avoidance processing device 120 determines that there is a frontal collision risk between the vehicle and a forward obstacle, the emergency avoidance processing device 120 can enable the emergency avoidance action execution device 130 to execute the corresponding emergency avoidance action by directly sending an emergency avoidance action enable command to the emergency avoidance action execution device 130.

[0075] In some embodiments, the emergency avoidance processing system 100 may further include a central domain controller 140. In this case, when the emergency avoidance processing device 120 determines that there is a frontal collision risk between the host vehicle and a forward obstacle, the emergency avoidance processing device 120 may interact with the central domain controller 140 to notify the central domain controller 140 to enable the emergency avoidance action execution device 130 to execute corresponding emergency avoidance actions.

[0076] In some embodiments, after an emergency avoidance action is executed on the host vehicle, the executed emergency avoidance action may be revoked in response to an emergency avoidance function revocation action or when the vehicle system determines that a vehicle collision will not occur, that is, the vehicle device or vehicle component on which the emergency avoidance action is to be executed is restored to the state before the emergency avoidance action is executed on the host vehicle. It should be noted that the vehicle system may continuously determine whether a vehicle collision will occur based on the real-time vehicle relative driving data at each moment within a specified time period starting from when the emergency avoidance action enabling command is issued by the emergency avoidance processing device. For example, the vehicle system may determine whether a vehicle collision will occur based on the real-time relative vehicle speed or the real-time relative vehicle speed change value between the host vehicle and the forward obstacle at each moment, or the vehicle system may determine whether a vehicle collision will occur based on the real-time relative vehicle speed and the real-time relative distance between the host vehicle and the forward obstacle at each moment. The value of the specified time period may be an empirical value, or may be determined based on the delay time of the actuator in the emergency avoidance action execution device. When the emergency avoidance action execution device includes multiple actuators, the value of the specified time period may be determined based on the maximum delay time of the actuators.

[0077] Considering that when the vehicle is not in the forward straight-ahead state, if the door lock is opened in advance, during a vehicle collision, due to the lateral force and lateral speed of the vehicle, it is easy to throw the vehicle occupants out of the vehicle. In some embodiments, a preset driving state may be set for the host vehicle, and only when the host vehicle is in the preset driving state, the forward obstacle information of the forward obstacle is obtained and the subsequent emergency avoidance processing scheme is executed. The preset driving state includes at least the forward straight-ahead state. The term "forward straight-ahead state" is used to indicate that the vehicle attitude of the host vehicle remains forward straight. In some embodiments, in addition to the forward straight-ahead state, the preset driving state may further include at least one of the in-cabin personnel present state and the autonomous driving operation state. In this specification, the in-cabin personnel may include the driver and / or passengers.

[0078] In some embodiments, in order to determine whether the host vehicle is in the preset driving state, one or more sensors may be deployed for the emergency avoidance processing system 100 to obtain information for determining the preset driving state. As Figure 1As shown, the emergency avoidance processing system 100 may further include an in-cabin occupant presence sensor 151, a cabin millimeter wave sensor 153, a DMS (driver monitoring system) sensor 155, an ESC (Electronic Stability Control) sensor 157, and an EPS (Electric Power Steering) sensor 159.

[0079] In some embodiments, the in-cabin occupant presence sensor 151, the cabin millimeter wave sensor 153, and the DMS sensor 155 may be used respectively to determine whether there are occupants (such as drivers and passengers) in the vehicle cabin, and the determination results of the in-cabin occupant presence sensor 151, the cabin millimeter wave sensor 153, and the DMS sensor 155 may be comprehensively considered to determine whether the vehicle is in an in-cabin occupant presence state. It should be noted that in some embodiments, one or more of the above sensors or other types of sensors may also be used to determine whether there are occupants in the vehicle cabin.

[0080] Figure 6 The figure shows an example schematic diagram of an in-cabin occupant presence determination logic table according to an embodiment of the present specification. In Figure 6 the example, the vehicle is determined to be in an in-cabin occupant presence state only when the in-cabin occupant presence sensor 151, the cabin millimeter wave sensor 153, and the DMS sensor 155 all determine that there are occupants in the cabin. As long as any one of the presence sensors 151, the cabin millimeter wave sensor 153, and the DMS sensor 155 determines that there is no occupant in the cabin, it is determined that the vehicle is not in an in-cabin occupant presence state.

[0081] The autonomous driving operation state needs to meet some limiting conditions, which can be referred to as the operating design domain (ODD). It defines the environment and conditions in which the autonomous driving system can operate safely. The ODD covers multiple factors such as road type, traffic conditions, and weather conditions, and is the key to ensuring the safety of the autonomous driving system. Figure 7 The figure shows an example schematic diagram of an ODD satisfaction condition determination logic table according to an embodiment of the present specification. In Figure 7 the example, only the vehicle speed condition is restricted, and there are no special requirements for roads, traffic, weather, and lighting. Thus, the vehicle speed sensed by the ESC sensor 157 can be used to determine whether the vehicle meets the autonomous driving operation conditions, and thereby determine whether the vehicle is in an autonomous driving operation state. If there are specific requirements for roads, traffic, weather, and / or lighting, corresponding sensors need to be added.

[0082] In some embodiments, the EPS steering angle sensed by the EPS sensor 159 can be used to determine whether the host vehicle is in a forward straight-ahead state. The EPS sensor is an important part of the electric power steering system and is used to detect the steering angle and torque information of the steering wheel, from which the EPS steering angle can be determined. If the determined EPS steering angle is within a specified steering angle range, it is considered that the host vehicle is in a forward straight-ahead state. Figure 8 FIG. shows an exemplary schematic diagram of a forward straight-ahead state determination logic table according to an embodiment of the present specification.

[0083] According to the above processing method, by setting a preset driving state for the emergency avoidance processing system (emergency avoidance processing device) on the host vehicle as a trigger condition for emergency avoidance processing, it is possible to avoid (for example, when the host vehicle is in a non-forward straight-ahead state) the vehicle occupants being thrown out of the vehicle during a vehicle collision due to unlocking the vehicle door lock in advance.

[0084] In some embodiments, the emergency avoidance processing device on the host vehicle can be set to have five state bases: emergency avoidance function enabled state (ON), emergency avoidance function disabled state (OFF), emergency avoidance function failure state (Failure), emergency avoidance function activation state (In-Active), and emergency avoidance function execution state (Active). Only when the host vehicle is in a preset driving state, it is triggered to enter the emergency avoidance function activation state, and after entering the emergency avoidance function activation state, the emergency avoidance processing device is triggered to perform emergency avoidance processing, for example, to obtain forward obstacle information and predict the frontal collision risk. In some embodiments, when it is determined that there is a frontal collision risk between the host vehicle and a forward obstacle, the host vehicle can also be triggered to enter the emergency avoidance function execution state, and only after entering the emergency avoidance function execution state can the emergency avoidance action execution device be enabled to perform corresponding emergency avoidance actions.

[0085] In some embodiments, the emergency avoidance function enabled state, emergency avoidance function disabled state, emergency avoidance function failure state, emergency avoidance function activation state, and emergency avoidance function execution state set for the emergency avoidance processing system (emergency avoidance processing device) can be converted between states under certain conditions.

[0086] Figure 9 FIG. shows an exemplary schematic diagram of the state conversion of the emergency avoidance processing function according to an embodiment of the present specification.

[0087] As Figure 9As shown, a soft switch can be set on the human-machine interface to turn on the emergency avoidance function, thereby switching between the enabled state (ON) and the disabled state (OFF) of the emergency avoidance function. If any information acquisition device for information sensing in the emergency avoidance processing system fails, it switches to the emergency avoidance function failure state (Failure). For example, if any one of the millimeter-wave radar group 111, lidar group 113, ultrasonic radar group 115, camera group 117, positioning and mapping unit 119, in-vehicle occupant presence sensor 151, in-vehicle millimeter-wave sensor 153, DMS sensor 155, ESC sensor 157, and EPS sensor 159 fails, it will enter the emergency avoidance function failure state from the current state, and after the failed sensor is repaired, it will return to the previous state. For example, if it switches from the ON state to the Failure state due to a sensor failure, it will return from the Failure state to the ON state after the failure is repaired.

[0088] After the emergency avoidance processing device enters the ON state, if the function activation trigger conditions are met, for example, the in-vehicle occupants are present, the ODD meets the requirements, and the vehicle is in a forward straight-ahead state, it switches from the ON state to the In-active state. Only after entering the In-active state is it determined whether there is a frontal collision risk based on the obstacle information of the forward obstacle and the vehicle profile information of the host vehicle. In addition, after it is determined that there is a frontal collision risk, it switches from the In-active state to the active state, thereby enabling the emergency avoidance action execution device to execute the corresponding emergency avoidance action.

[0089] According to the above processing method, by setting the above five state bases and the switching logic between various state bases for the emergency avoidance processing device (emergency avoidance function), the false trigger rate of the emergency avoidance function can be reduced, thereby improving the functional safety of the emergency avoidance function.

[0090] In some embodiments, an emergency avoidance action cancellation button can also be set on the human-machine interface. After the emergency avoidance action cancellation button is operated, the executed emergency avoidance action can be cancelled, that is, the vehicle equipment or vehicle components that have performed the emergency avoidance action are restored to the state before the emergency avoidance action was performed on the host vehicle. In some embodiments, the emergency avoidance action cancellation button can be triggered and remain on the in-vehicle computer interface after the host vehicle enters the emergency avoidance function execution state. By setting the emergency avoidance action cancellation button on the human-machine interface, the driver can actively interrupt the emergency avoidance action when judging that a frontal collision will not occur.

[0091] As referred to above Figures 1 to 9An emergency avoidance processing system and an emergency avoidance processing method according to an embodiment of the present specification are described. In the embodiment of the present specification, the emergency avoidance processing device can be implemented as a hardware entity device or as a software component.

[0092] Figure 10 FIG. shows an exemplary block diagram of an emergency avoidance processing device 1000 according to an embodiment of the present specification. As Figure 10 shown, the emergency avoidance processing device 1000 includes a frontal collision risk determination unit 1010 and an emergency avoidance processing unit 1020.

[0093] The frontal collision risk determination unit 1010 is configured to determine whether there is a frontal collision risk between the vehicle itself and a forward obstacle. The operation of the frontal collision risk determination unit 1010 can refer to the operation described above with reference to Figure 2 210.

[0094] The emergency avoidance processing unit 1020 is configured to enable the emergency avoidance action execution device to execute an emergency avoidance action when it is determined that there is a frontal collision risk between the vehicle itself and the forward obstacle. The executed emergency avoidance action includes unlocking the vehicle door. The operation of the emergency avoidance processing unit 1020 can refer to the operation described above with reference to Figure 2 230.

[0095] In some embodiments, the frontal collision risk determination unit 1010 may determine that there is a frontal collision risk in response to receiving a frontal collision risk indication message from an external device. The external device can obtain vehicle information of the vehicle itself and forward obstacle information, and determine whether there is a frontal collision risk between the vehicle itself and the forward obstacle based on the vehicle information of the vehicle itself and the forward obstacle information. When there is a frontal collision risk, the external device sends a frontal collision risk indication message to the frontal collision risk determination unit 1010.

[0096] In some embodiments, the emergency avoidance processing device may further include an obstacle information acquisition unit (not shown). The obstacle acquisition unit is configured to acquire forward obstacle information of the vehicle itself. The acquired forward obstacle information includes relative driving state information of the forward obstacle and obstacle contour information, and the relative driving state information includes relative position information and relative speed information of the forward obstacle relative to the vehicle itself. The operation of the obstacle information acquisition unit can refer to the operation described above with reference to Figure 3 310.

[0097] After acquiring the forward obstacle information, the frontal collision risk determination unit can determine whether there is a frontal collision risk between the vehicle itself and the forward obstacle according to the forward obstacle information and the vehicle contour information of the vehicle itself.

[0098] Figure 11FIG. 0 shows an exemplary block diagram of a frontal collision risk determination unit 1100 according to an embodiment of the present specification. As Figure 11 shown, the frontal collision risk determination unit 1100 includes a forward coverage determination module 1110, a collision time estimation module 1120, and a frontal collision risk determination module 1130.

[0099] The forward coverage determination module 1110 is configured to determine a forward coverage rate between a forward obstacle and the host vehicle based on relative position information of the forward obstacle, obstacle profile information, and vehicle profile information of the host vehicle. The operation of the forward coverage determination module 1110 may refer to the operation described above with reference to Figure 4 410.

[0100] The collision time estimation module 1120 is configured to estimate a collision time between the host vehicle and the forward obstacle in response to the forward coverage rate being not less than a forward coverage rate threshold, based on relative driving state information of the forward obstacle. The operation of the collision time estimation module 1120 may refer to the operation described above with reference to Figure 4 430.

[0101] The frontal collision risk determination module 1130 is configured to determine that there is a frontal collision risk between the host vehicle and the forward obstacle in response to the collision time being less than a collision time threshold. The operation of the frontal collision risk determination module 1030 may refer to the operation described above with reference to Figure 4 450.

[0102] In some embodiments, the relative driving state information may further include obstacle attitude information. Correspondingly, the forward coverage determination module 1110 is configured to determine a forward coverage rate between the forward obstacle and the host vehicle based on relative position information of the forward obstacle, obstacle attitude information, obstacle profile information, and vehicle attitude information and vehicle profile information of the host vehicle.

[0103] In some embodiments, a frontal collision prediction model may be pre-trained based on a training data set including forward obstacle information of the forward obstacle and vehicle profile information of the host vehicle. After the frontal collision prediction model is trained, the forward coverage determination module 1110 provides the forward obstacle information of the forward obstacle and the vehicle profile information of the host vehicle to the frontal collision prediction model to predict whether there is a frontal collision risk between the host vehicle and the forward obstacle. In some embodiments, the training data set may further include obstacle attitude information and vehicle attitude information of the host vehicle. In this case, the forward coverage determination module 1110 provides the forward obstacle information of the forward obstacle, as well as the vehicle profile information and vehicle attitude information of the host vehicle, to the frontal collision prediction model to predict whether there is a frontal collision risk between the host vehicle and the forward obstacle. Here, the forward obstacle information may further include obstacle attitude information.

[0104] As referred to above Figures 1 to 11 ,the emergency avoidance processing method, emergency avoidance processing device, and emergency avoidance processing system according to the embodiments of this specification have been described. The above-mentioned emergency avoidance processing device can be implemented in hardware, or can be implemented using software, or a combination of hardware and software.

[0105] Figure 12 FIG. shows an exemplary schematic diagram of an emergency avoidance processing device 1200 implemented based on a computer system according to an embodiment of this specification. As Figure 12 shown, the emergency avoidance processing device 1200 may include at least one processor 1210, a memory (e.g., a non-volatile memory) 1220, a memory 1230, and a communication interface 1240, and at least one processor 1210, the memory 1220, the memory 1230, and the communication interface 1240 are connected together via a bus 1260. At least one processor 1210 executes at least one computer-readable instruction stored or encoded in the memory (i.e., the above-mentioned elements implemented in software form).

[0106] In one embodiment, computer-executable instructions are stored in the memory, which when executed cause at least one processor 1210 to: determine whether there is a risk of a frontal collision between the vehicle and a forward obstacle; and when it is determined that there is a risk of a frontal collision between the vehicle and the forward obstacle, enable the emergency avoidance action execution device to execute an emergency avoidance action, and the executed emergency avoidance action includes unlocking the vehicle door.

[0107] It should be understood that the computer-executable instructions stored in the memory when executed cause at least one processor 1210 to perform the various operations and functions described above in the various embodiments of this specification in combination with Figures 1 - 11 the description.

[0108] According to one embodiment, a program product such as a machine-readable medium (e.g., a non-transitory machine-readable medium) is provided. The machine-readable medium may have instructions (i.e., the above-mentioned elements implemented in software form), which when executed by the machine, cause the machine to perform the various operations and functions described above in the various embodiments of this specification in combination with Figures 1 - 11 the description. Specifically, a system or device equipped with a readable storage medium may be provided, on which software program code for implementing the functions of any one of the above-mentioned embodiments is stored, and the computer or processor of the system or device reads and executes the instructions stored in the readable storage medium.

[0109] In this case, the program code read from the readable medium itself can implement the functions of any of the above-described embodiments. Therefore, the machine-readable code and the readable storage medium storing the machine-readable code constitute a part of the present invention.

[0110] Examples of the readable storage medium include a floppy disk, a hard disk, a magneto-optical disk, an optical disk (such as a CD-ROM, CD-R, CD-RW, DVD-ROM, DVD-RAM, DVD-RW, DVD-RW), a magnetic tape, a non-volatile memory card, and a ROM. Optionally, the program code can be downloaded from a server computer or a cloud via a communication network.

[0111] According to one embodiment, there is provided a computer program product including a computer program which, when executed by a processor, causes the processor to perform the various operations and functions described above in connection with Figures 1 - 11 the various embodiments of this specification.

[0112] It should be noted that not all steps and units in the above-mentioned process flows and system structure diagrams are necessary, and some steps or units can be omitted according to actual needs. The execution order of the steps is not fixed and can be determined as required. The device structures described in the above embodiments can be physical structures or logical structures. That is, some units may be implemented by the same physical entity, or some units may be implemented by multiple physical entities respectively, or some components in multiple independent devices may be jointly implemented.

[0113] In the above embodiments, the hardware units or modules can be implemented mechanically or electrically. For example, a hardware unit, module, or processor can include permanent dedicated circuits or logic (such as a dedicated processor, FPGA, or ASIC) to perform corresponding operations. The hardware unit or processor can also include programmable logic or circuits (such as a general-purpose processor or other programmable processors) that can be temporarily set by software to perform corresponding operations. The specific implementation method (mechanical method, or dedicated permanent circuit, or temporarily set circuit) can be determined based on cost and time considerations.

[0114] The specific embodiments described above in conjunction with the accompanying drawings describe exemplary embodiments, but do not represent all embodiments that can be implemented or fall within the scope of protection of the claims. The term "exemplary" used throughout this specification means "serving as an example, instance, or illustration" and does not mean "preferred" or "advantageous" over other embodiments. For the purpose of providing an understanding of the described technology, the specific embodiments include specific details. However, these technologies can be implemented without these specific details. In some instances, well-known structures and devices are shown in block diagram form to avoid obscuring the concepts of the described embodiments.

[0115] The foregoing description of the present disclosure has been provided to enable any ordinary skill in the art to make or use the present disclosure. Various modifications to the present disclosure will be apparent to those of ordinary skill in the art, and the general principles defined herein can be applied to other variations without departing from the scope of the present disclosure. Therefore, the present disclosure is not limited to the examples and designs described herein, but is consistent with the broadest scope that conforms to the principles and novel features disclosed herein.

Claims

1. An emergency avoidance processing method for vehicle driving, comprising: Determining whether there is a frontal collision risk between the vehicle itself and a forward obstacle of the vehicle itself; And When it is determined that there is a frontal collision risk between the vehicle itself and the forward obstacle, enabling an emergency avoidance action execution device to execute an emergency avoidance action, where the emergency avoidance action includes unlocking the vehicle door.

2. The emergency avoidance processing method according to claim 1, further comprising: Obtaining forward obstacle information of the forward obstacle, where the forward obstacle information includes relative driving state information of the forward obstacle and obstacle contour information, and the relative driving state information includes relative position information and relative speed information of the forward obstacle relative to the vehicle itself; Determining whether there is a frontal collision risk between the vehicle itself and the forward obstacle of the vehicle itself includes: Determining whether there is a frontal collision risk between the vehicle itself and the forward obstacle according to the forward obstacle information and the vehicle contour information of the vehicle itself.

3. The emergency avoidance handling method according to claim 2, wherein, Determining whether there is a frontal collision risk between the vehicle itself and the forward obstacle according to the forward obstacle information and the vehicle contour information of the vehicle itself includes: Determining a forward coverage rate between the forward obstacle and the vehicle itself according to the relative position information and obstacle contour information of the forward obstacle and the vehicle contour information of the vehicle itself; In response to the forward coverage rate being not lower than a forward coverage rate threshold, predicting a collision time between the vehicle itself and the forward obstacle according to the relative driving state information of the forward obstacle; and In response to the collision time being less than a collision time threshold, determining that there is a frontal collision risk between the vehicle itself and the forward obstacle.

4. The emergency avoidance handling method according to claim 3, wherein, The relative driving state information further includes obstacle attitude information. Determining the forward coverage rate between the forward obstacle and the vehicle itself according to the relative position information and obstacle contour information of the forward obstacle and the vehicle contour information of the vehicle itself includes: Determining the forward coverage rate between the forward obstacle and the vehicle itself according to the relative position information, obstacle attitude information and obstacle contour information of the forward obstacle and the vehicle attitude information and vehicle contour information of the vehicle itself.

5. The emergency risk avoidance processing method according to claim 3, wherein, The forward obstacle information further includes obstacle type information, and the collision time threshold is determined according to the obstacle type information.

6. The emergency escape handling method according to claim 1, wherein, The forward obstacle information is obtained via at least one of the following information acquisition devices provided on the vehicle itself: a millimeter wave radar group, a lidar group, an ultrasonic radar group, a camera group, a positioning and map unit, and the forward obstacle information is obtained by fusing the forward obstacle information acquired by the information acquisition devices used.

7. The emergency avoidance handling method according to claim 2, wherein, Obtaining the forward obstacle information of the forward obstacle includes: In response to the vehicle itself being in a preset driving state, obtaining the forward obstacle information of the forward obstacle, where the preset driving state includes a forward straight driving state.

8. The emergency avoidance handling method according to claim 7, wherein, The preset driving state further includes at least one of the in-cabin personnel presence state and the autonomous driving operation state.

9. The emergency avoidance processing method according to claim 1, further comprising: After performing an emergency avoidance action on the host vehicle, in response to receiving an emergency avoidance action cancellation command, cancel the performed emergency avoidance action.

10. The emergency avoidance processing method according to claim 9, wherein, The emergency avoidance action cancellation command is issued in response to the operation of an emergency avoidance action cancellation button on the in-vehicle infotainment (IVI) interface, or in response to determining that a vehicle collision will not occur.

11. The emergency avoidance processing method according to claim 2, wherein, Determining whether there is a frontal collision risk between the host vehicle and the forward obstacle based on the forward obstacle information and the vehicle profile information of the host vehicle includes: Providing the forward obstacle information of the forward obstacle and the vehicle profile information of the host vehicle to a frontal collision prediction model to predict whether there is a frontal collision risk between the host vehicle and the forward obstacle.

12. The emergency avoidance processing method according to claim 1, wherein, The emergency avoidance action further includes at least one of the following actions: closing the windows, straightening the seat, tightening the seat belt, raising the suspension, giving a voice reminder of the collision, giving a text reminder of the collision, flashing the hazard lights, sounding the horn, notifying of accident information, and triggering and holding an emergency avoidance action cancellation button on the IVI interface.

13. The emergency avoidance handling method according to claim 1, wherein, When determining that there is a frontal collision risk between the host vehicle and the forward obstacle, enabling the emergency avoidance action execution device to perform an emergency avoidance action includes: When determining that there is a frontal collision risk between the host vehicle and the forward obstacle, notifying the central domain controller to enable the emergency avoidance action execution device to perform an emergency avoidance action.

14. The emergency avoidance handling method according to claim 8, wherein, The in-vehicle occupant presence status is determined by using at least one of the sensing signals sensed by a driver presence sensor, a driver monitoring system (DMS) sensor, and an in-vehicle millimeter wave sensor, and / or the autonomous driving operation status is determined by using a vehicle speed signal sensed by an electric power steering (EPS) sensor.

15. An emergency avoidance processing device for vehicle driving, comprising: A frontal collision risk determination unit configured to determine whether there is a frontal collision risk between a host vehicle and a forward obstacle of the host vehicle; And An emergency avoidance processing unit configured to, when determining that there is a frontal collision risk between the host vehicle and the forward obstacle, enable an emergency avoidance action execution device to perform an emergency avoidance action, the emergency avoidance action including unlocking the doors.

16. An emergency avoidance processing system for vehicle driving, comprising: The emergency avoidance processing device according to claim 15; And An emergency avoidance action execution device configured to perform an emergency avoidance action.

17. The emergency avoidance processing system according to claim 16, further comprising: An obstacle information sensing device configured to sense forward obstacle information of a host vehicle, the forward obstacle information including relative driving state information of the forward obstacle and obstacle profile information, the relative driving state information including relative position information and relative speed information of the forward obstacle relative to the host vehicle.

18. An emergency avoidance processing device for vehicle driving, comprising: At least one processor; A memory coupled to the at least one processor; And A computer program stored in the memory, the at least one processor executing the computer program to implement the emergency avoidance processing method for vehicle driving according to any one of claims 1 to 14.

19. A computer-readable storage medium stores executable instructions, which when executed cause a processor to execute the emergency avoidance processing method for vehicle driving according to any one of claims 1 to 14.

20. A computer program product includes a computer program, and the computer program is executed by a processor to implement the emergency avoidance processing method for vehicle driving according to any one of claims 1 to 14.

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