Vehicle backward automatic emergency braking control method and device, electronic equipment and vehicle

Abstract

The invention discloses a vehicle backward automatic emergency braking control method and device, electronic equipment and a vehicle, and relates to the technical field of vehicle control. The vehicle backward automatic emergency braking control method comprises the steps that when a vehicle is in a reversing state, motion information of the vehicle, motion information of an obstacle behind the vehicle, basic information needed by sensing of a vehicle-mounted all-around camera module and an ultrasonic sensing distance, collected by a vehicle-mounted ultrasonic radar sensor module, between the vehicle and the obstacle are obtained; the motion information of the vehicle comprises the current speed of the vehicle so as to determine the relative distance between the vehicle and the obstacle, the collision time, the relative motion state information and the track interaction information; and when the current speed of the vehicle, the relative distance between the vehicle and the obstacle, the collision time, the relative motion state information and the track interaction information meet preset conditions, the vehicle is controlled to be braked emergently. The reliability of vehicle emergency braking control can be improved through multi-dimensional parameter detection.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a vehicle rear automatic emergency braking control method, device, electronic equipment and vehicle. Background Art

[0002] Existing rear-facing automatic emergency braking control technology typically relies on a single parameter (such as the relative distance between the vehicle and the rear obstacle or the collision time) to make threshold judgments to make decisions. However, this implementation method is prone to false triggering of the emergency braking function in certain non-dangerous scenarios (such as when vehicles in adjacent lanes are about to pass parallel), affecting driving safety and driving experience. Summary of the Invention

[0003] The main purpose of the embodiments of the present application is to provide a vehicle rear automatic emergency braking control method, device, electronic equipment and vehicle, aiming to improve the reliability of vehicle emergency braking control through multi-dimensional parameter detection.

[0004] To achieve the above objectives, one aspect of an embodiment of the present application provides a method for controlling rear-end automatic emergency braking of a vehicle, the method comprising: When the vehicle is in a reverse state, obtaining the vehicle's motion information, the motion information of the obstacle behind the vehicle, the basic information required for perception by the on-board surround view camera module, and the ultrasonic perception distance between the vehicle and the obstacle collected by the on-board ultrasonic radar sensor module; wherein the vehicle's motion information includes the vehicle's current speed; determining, based on the basic information and the ultrasonic sensing distance, a current position of the obstacle and a relative distance between the vehicle and the obstacle; determining a collision time, relative motion state information, and trajectory interaction information between the vehicle and the obstacle based on the motion information of the vehicle, the motion information of the obstacle, the current position of the obstacle, and the relative distance; When the current speed of the vehicle, the relative distance, the collision time, the relative motion state information, and the trajectory interaction information meet preset conditions, the vehicle is controlled to perform emergency braking.

[0005] In some embodiments, determining the current position of the obstacle and the relative distance between the vehicle and the obstacle based on the basic information and the ultrasonic sensing distance includes: Obtaining the current position of the vehicle-mounted surround view camera module and the current position of the vehicle-mounted ultrasonic radar sensor module; Calculating the current position of the obstacle based on the ultrasonic sensing distance and the current position of the vehicle-mounted ultrasonic radar sensor module; Calculating a surround view perception distance between the vehicle and the obstacle based on the current position of the on-board surround view camera module, the basic information, and the current position of the obstacle; When both the ultrasonic sensing distance and the surround view sensing distance are non-zero values, the minimum value of the ultrasonic sensing distance and the surround view sensing distance is used as the relative distance between the vehicle and the obstacle.

[0006] In some embodiments, the vehicle-mounted surround view camera module includes a side view camera and a rear view camera, the basic information includes a first distance between the side view camera and the rear of the vehicle and a visual parameter value required for the side view camera to capture an image of the obstacle, and the current position of the vehicle-mounted surround view camera module includes the current position of the rear view camera; and calculating the surround view perception distance between the vehicle and the obstacle based on the current position of the vehicle-mounted surround view camera module, the basic information, and the current position of the obstacle includes: Calculating a longitudinal distance between the vehicle and the obstacle based on the first distance and the visual parameter value; Calculating a straight-line distance between the vehicle and the obstacle based on the current position of the rearview camera and the current position of the obstacle; The surround view perception distance between the vehicle and the obstacle is calculated according to the longitudinal distance and the straight-line distance.

[0007] In some embodiments, the vehicle's motion information includes the vehicle's current position, current speed, and current acceleration; the obstacle's motion information includes the obstacle's historical position and historical speed; and determining the collision time, relative motion state information, and trajectory interaction information between the vehicle and the obstacle based on the vehicle's motion information, the obstacle's motion information, the obstacle's current position, and the relative distance includes: Calculating the current speed of the obstacle, the relative speed between the vehicle and the obstacle, and the collision time based on the relative distance, the current speed of the vehicle, and the current position and historical position of the obstacle; generating relative motion state information between the vehicle and the obstacle based on the relative speed; Predicting a trajectory of the obstacle based on the current position, current speed, and historical speed of the obstacle; Predicting a trajectory of the vehicle based on the current position, current speed, and current acceleration of the vehicle; Trajectory interaction information between the vehicle and the obstacle is generated according to the trajectory of the vehicle and the trajectory of the obstacle.

[0008] In some embodiments, when the current speed of the vehicle, the relative distance, the collision time, the relative motion state information, and the trajectory interaction information meet preset conditions, controlling the vehicle to perform emergency braking includes: Calculating a distance threshold according to the current speed of the vehicle and a preset braking impact parameter value; When it is determined in sequence that the current speed of the vehicle is less than a preset speed threshold, the relative distance is less than the distance threshold, the collision time is less than a preset time threshold, the relative motion state information indicates that the obstacle is approaching the vehicle, and the trajectory interaction information indicates that there is a trajectory intersection between the vehicle and the obstacle, the vehicle is controlled to perform emergency braking.

[0009] In some embodiments, the preset braking influence parameter value includes a reaction time of the vehicle before initiating braking and a deceleration of the vehicle during braking; and calculating the distance threshold based on the current speed of the vehicle and the preset braking influence parameter value includes: calculating a reaction distance of the vehicle before braking is initiated based on the reaction time and the current speed of the vehicle; calculating a braking distance of the vehicle based on the deceleration and the current speed of the vehicle; A distance threshold is calculated according to the reaction distance and the braking distance.

[0010] In some embodiments, after controlling the vehicle to perform emergency braking, the method includes: Obtaining the braking duration of the vehicle in real time; When the braking time of the vehicle reaches a preset time, detecting whether there is a collision risk behind the vehicle; When there is a risk of collision behind the vehicle, controlling the vehicle to continue emergency braking; When there is no collision risk behind the vehicle, the vehicle is controlled to stop and perform emergency braking.

[0011] To achieve the above objectives, another aspect of the present application provides a vehicle rear automatic emergency braking control device, the device comprising: an acquisition module, configured to, when the vehicle is in a reverse state, acquire motion information of the vehicle, motion information of obstacles behind the vehicle, basic information required for perception by an onboard surround-view camera module, and an ultrasonic sensing distance between the vehicle and the obstacle collected by an onboard ultrasonic radar sensor module; wherein the vehicle motion information includes the current speed of the vehicle; a first determining module, configured to determine a current position of the obstacle and a relative distance between the vehicle and the obstacle based on the basic information and the ultrasonic sensing distance; a second determining module, configured to determine a collision time, relative motion state information, and trajectory interaction information between the vehicle and the obstacle based on the motion information of the vehicle, the motion information of the obstacle, the current position of the obstacle, and the relative distance; A control module is used to control the vehicle to perform emergency braking when the current speed of the vehicle, the relative distance, the collision time, the relative motion state information and the trajectory interaction information meet preset conditions.

[0012] To achieve the above-mentioned purpose, another aspect of an embodiment of the present application proposes an electronic device, which includes a memory and a processor, wherein the memory stores a computer program, and the processor implements the above-mentioned vehicle rear automatic emergency braking control method when executing the computer program.

[0013] To achieve the above-mentioned purpose, another aspect of an embodiment of the present application provides a vehicle, which includes the above-mentioned vehicle rear automatic emergency braking control device or the above-mentioned electronic device.

[0014] The embodiments of the present application include at least the following beneficial effects: When the vehicle is in reverse, by obtaining the vehicle's motion information, the motion information of the obstacle behind the vehicle, the basic information required for perception by the on-board surround-view camera module, and the ultrasonic perception distance between the vehicle and the obstacle collected by the on-board ultrasonic radar sensor module, the relative distance between the vehicle and the obstacle, collision time, relative motion state information, and trajectory interaction information are determined. Multiple detections are then performed in combination with the vehicle's current speed, which can improve the reliability of the vehicle's emergency braking control, effectively avoid false triggering of the brakes during vehicle driving, and optimize the driving experience. By combining the basic information required for perception by the on-board surround-view camera module and the ultrasonic perception distance between the vehicle and the obstacle collected by the on-board ultrasonic radar sensor module for analysis, the accuracy and robustness of obstacle perception can be improved.

[0015] It can be understood that the beneficial effects of the device, electronic device and vehicle disclosed in the present application are the same as the beneficial effects of the vehicle rear automatic emergency braking control method, and will not be repeated here.

[0016] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which: Figure 1 This is a flow chart of a vehicle rear automatic emergency braking control method provided by an embodiment of the present application; Figure 2 This is a schematic block diagram of a module of a vehicle rear automatic emergency braking control device provided by an embodiment of the present application; Figure 3 This is a schematic diagram of the hardware structure of the electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0018] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application is further described in detail below with reference to the accompanying drawings and examples. It should be understood that the reference to "embodiment" in this article means that the specific features, structures or characteristics described in conjunction with the embodiment may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the embodiments of the present application. They are merely examples of devices and methods consistent with some aspects of the embodiments of the present application as detailed in the appended claims.

[0019] It will be understood that the terms "first", "second", etc. used in this application may be used herein to describe various concepts, but unless otherwise specified, these concepts are not limited by these terms. These terms are only used to distinguish one concept from another. For example, without departing from the scope of the embodiments of the present application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the words "if" and "if" as used herein may be interpreted as "at the time of" or "when" or "in response to determining".

[0020] The terms "at least one", "plurality", "each", "any", etc. used in this application include "at least one", "two" or more, "plurality" or "each", "any" or "any one", "each" or "any one" as used herein.

[0021] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application pertains. The terms used herein are for the purpose of describing the embodiments of this application only and are not intended to limit this application.

[0022] In the following description, specific details such as specific system structures and techniques are provided for purposes of illustration rather than limitation to facilitate a thorough understanding of the embodiments of the present application. However, it will be apparent to those skilled in the art that the present application may be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to avoid obscuring the description of the present application with unnecessary detail.

[0023] In the field of intelligent driving and autonomous driving, Rear Automatic Emergency Braking (RAEB) is an important driving assistance function, which can also be understood as an active safety technology. It can detect potential collision risks (such as obstacles, pedestrians, etc.) behind the vehicle through on-board sensors when the vehicle is reversing or driving at low speed. When the system determines that the collision risk is high, it will automatically trigger the vehicle's braking system to slow down or avoid the occurrence of a collision.

[0024] Existing rear-facing automatic emergency braking control technologies typically rely on a single parameter (such as the relative distance between the vehicle and the rear obstacle or the time to collision) to determine a threshold value for decision-making. However, this approach can easily trigger the emergency braking function in certain non-hazardous scenarios (such as when a vehicle in the adjacent lane is about to pass), compromising driving safety and the overall driving experience. Furthermore, ultrasonic radar sensors are often used to detect potential obstacles behind the vehicle. However, ultrasonic radar sensors have limited accuracy in detecting moving objects, further leading to false triggering of the emergency braking function.

[0025] In view of this, the present application proposes a method, device, electronic device, and vehicle for controlling rear-facing automatic emergency braking of a vehicle. This solution obtains the vehicle's motion information, the motion information of the obstacle behind the vehicle, the basic information required for perception by the on-board surround-view camera module, and the ultrasonic perception distance between the vehicle and the obstacle collected by the on-board ultrasonic radar sensor module when the vehicle is in reverse. This solution further determines the relative distance between the vehicle and the obstacle, the collision time, the relative motion state information, and the trajectory interaction information. Multiple detections are then performed in combination with the vehicle's current speed. This can improve the reliability of the vehicle's emergency braking control, effectively avoid false triggering of the brakes during vehicle driving, and optimize the driving experience. By combining the basic information required for perception by the on-board surround-view camera module and the ultrasonic perception distance between the vehicle and the obstacle collected by the on-board ultrasonic radar sensor module for analysis, the accuracy and robustness of obstacle perception can be improved.

[0026] The embodiment of the present application provides a method for controlling rear automatic emergency braking of a vehicle, which can be applied to the electronic device provided in the embodiment of the present application. The electronic device can be a terminal or a server. The terminal can be a tablet computer, a laptop computer, a desktop computer, etc., but is not limited thereto. The server can be an independent physical server, or a server cluster or distributed system composed of multiple physical servers. It can also be a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communications, middleware services, domain name services, security services, content distribution networks, and big data and artificial intelligence platforms.

[0027] Please refer to Figure 1 , Figure 1 This is a flowchart of a vehicle rear automatic emergency braking control method provided in an embodiment of the present application; it should be noted that although a logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in an order different from that shown here.

[0028] The embodiment of the present application provides a method for controlling rearward automatic emergency braking of a vehicle, which may include, but is not limited to, the four steps S101 to S104, which are specifically as follows: S101, when the vehicle is in a reverse state, obtaining vehicle motion information, motion information of obstacles behind the vehicle, basic information required for perception by an onboard surround-view camera module, and ultrasonic sensing distance between the vehicle and the obstacle collected by an onboard ultrasonic radar sensor module; wherein the vehicle motion information includes the vehicle's current speed; S102, determining the current position of the obstacle and the relative distance between the vehicle and the obstacle based on the basic information required for perception by the onboard surround view camera module and the ultrasonic sensing distance between the vehicle and the obstacle; S103, determining the collision time, relative motion state information, and trajectory interaction information between the vehicle and the obstacle based on the vehicle's motion information, the obstacle's motion information, the obstacle's current position, and the relative distance between the vehicle and the obstacle; S104: When the current speed of the vehicle, the relative distance between the vehicle and the obstacle, the collision time, the relative motion state information, and the trajectory interaction information meet preset conditions, the vehicle is controlled to perform emergency braking.

[0029] The four steps S101 to S104 shown in the embodiment of the present application can improve the reliability of vehicle emergency braking control by determining multi-dimensional parameters related to vehicle collision risk based on several types of acquired data and then performing detection.

[0030] In some embodiments, in order for the above-mentioned vehicle rear automatic emergency braking control method to be executed normally, it should be prioritized to ensure that the vehicle's rear automatic emergency braking function is in standby state (that is, the vehicle is powered on and the rear automatic emergency braking function switch is automatically turned on, so that all functions of the rear automatic emergency braking system enter standby state), the on-board surround-view camera module is in normal operating state, the on-board ultrasonic radar sensor module is in normal operating state, and the vehicle chassis system can respond normally to the rear automatic emergency braking function.

[0031] In S101 of some embodiments, whether the vehicle is in a reverse state can be determined by: obtaining the vehicle's current gear information; if the vehicle's current gear information indicates that the vehicle is in gear R, determining that the vehicle is in a reverse state; if the vehicle's current gear information indicates that the vehicle is in a gear other than gear R, determining that the vehicle is not in a reverse state. The vehicle's current gear information can be provided by the vehicle chassis system.

[0032] In S101 of some embodiments, the vehicle's motion information also includes the vehicle's current position, current speed, and current acceleration. The vehicle's current position can be collected by the vehicle's GPS sensor, and the vehicle's current speed and current acceleration can be provided by the vehicle's chassis system; the obstacle's motion information includes the obstacle's historical position and historical speed, which can be obtained by parsing the ultrasonic perception distance between the vehicle and the obstacle collected by the vehicle's ultrasonic radar sensor module at historical moments, or by parsing the environmental image collected by the vehicle's surround-view camera module at historical moments.

[0033] In S101 of some embodiments, the vehicle-mounted surround-view camera module includes a side-view camera, a rear-view camera and a front-view camera. The rear-view camera is generally installed on the trunk lid of the vehicle or above the license plate to collect the environmental image behind the vehicle. The front-view camera is generally installed on the front bumper of the vehicle or above the windshield to collect the environmental image in front of the vehicle. There are two side-view cameras, which are respectively recorded as a left-view camera and a right-view camera. The left-view camera is generally installed below or near the left rearview mirror of the vehicle to collect the environmental image on the left side of the vehicle. The right-view camera is generally installed below or near the right rearview mirror of the vehicle to collect the environmental image on the right side of the vehicle. The left-view camera and the right-view camera are symmetrically arranged. The four cameras all use the same type of wide-angle camera. In actual applications, the image stitching technology is used to fuse the four environmental images corresponding to the four cameras at the same time to obtain a panoramic image around the vehicle, so as to assist in the detection and identification of obstacles behind the vehicle.

[0034] In S101 of some embodiments, the vehicle-mounted ultrasonic radar sensor module includes four ultrasonic radar sensors, which are installed on the rear bumper of the vehicle in a horizontal arrangement to achieve distance detection of obstacles behind the vehicle. There is a certain installation interval between every two ultrasonic radar sensors, and the detection distance of each ultrasonic radar sensor is generally between 0.2 meters and 5 meters.

[0035] In some embodiments, in S102, regarding the step of determining the current position of the obstacle and the relative distance between the vehicle and the obstacle, the corresponding implementation process may include, but is not limited to, four steps S201 to S204, as follows: S201, obtaining the current position of the vehicle-mounted surround view camera module and the current position of the vehicle-mounted ultrasonic radar sensor module; Optionally, if the current position of the vehicle is collected by the on-board GPS sensor, for each camera included in the on-board surround-view camera module, the current position of the camera can be converted based on the current position of the vehicle and the orientation information and straight-line distance of the camera relative to the on-board GPS sensor; similarly, for each ultrasonic radar sensor included in the on-board ultrasonic radar sensor module, the current position of the ultrasonic radar sensor can be converted based on the current position of the vehicle and the orientation information and straight-line distance of the ultrasonic radar sensor relative to the on-board GPS sensor.

[0036] S202, calculating the current position of the obstacle based on the ultrasonic sensing distance between the vehicle and the obstacle collected by the vehicle-mounted ultrasonic radar sensor module and the current position of the vehicle-mounted ultrasonic radar sensor module; Specifically, the ultrasonic sensing distance between the vehicle and the obstacle collected by the on-board ultrasonic radar sensor module includes the four initial relative distances between the vehicle and the obstacle collected by the four ultrasonic radar sensors. The current position of the obstacle is used as the parameter to be solved. Then, the current position of each ultrasonic radar sensor and the initial relative distance collected by the vehicle and the obstacle are combined to construct a system of equations using the triangulation principle. Subsequently, a nonlinear optimization algorithm or numerical method (such as Newton's method) is used to solve the system of equations to obtain the current position of the obstacle. The system of equations is as follows: ; Where, is the initial relative distance between the vehicle and the obstacle collected by the i-th ultrasonic radar sensor, , is the current position of the i-th ultrasonic radar sensor, is the current position of the obstacle.

[0037] Among them, the initial relative distance between the vehicle and the obstacle by the i-th ultrasonic radar sensor is The acquisition and measurement principle can be described by the following expression: ; Where, is the propagation speed of the ultrasonic signal emitted by the i-th ultrasonic radar sensor in the air, which is generally 340m / s. is the time taken by the i-th ultrasonic radar sensor from transmitting the ultrasonic signal to receiving the reflected signal.

[0038] S203, calculating the surround view perception distance between the vehicle and the obstacle based on the current position of the onboard surround view camera module, the basic information required for perception by the onboard surround view camera module, and the current position of the obstacle; Specifically, the longitudinal distance between the vehicle and the obstacle is calculated based on the basic information required for perception by the on-board surround-view camera module; the straight-line distance between the vehicle and the obstacle is calculated based on the current position of the on-board surround-view camera module and the current position of the obstacle; and the surround-view perception distance between the vehicle and the obstacle is calculated based on the longitudinal distance and the straight-line distance between the vehicle and the obstacle.

[0039] S204: When both the ultrasonic sensing distance and the surround-view sensing distance between the vehicle and the obstacle are non-zero values, the minimum value of the ultrasonic sensing distance and the surround-view sensing distance is used as the relative distance between the vehicle and the obstacle.

[0040] It is understandable that if at least one of the ultrasonic sensing distance and the surround sensing distance between the vehicle and the obstacle is zero, it means that the obstacle may not pose a collision risk to the vehicle, and the process returns to execute step S101 above.

[0041] In an embodiment of the present application, by preferentially selecting the minimum value as the relative distance between the vehicle and the obstacle when the surround view perception distance determined based on the vehicle-mounted surround view camera module and the ultrasonic perception distance determined based on the vehicle-mounted ultrasonic radar sensor module are inconsistent, the common perception result conflict problem in the multi-sensor system can be solved, and the perception error caused by a single sensor can be reduced, which helps to reduce the occurrence of false triggering of vehicle brakes.

[0042] In some embodiments, in S203, the current position of the on-board surround view camera module includes the current position of the rear view camera. The basic information required for the on-board surround view camera module to perceive includes a first distance between the side view camera and the rear of the vehicle and a visual parameter value required for the side view camera to capture an image of an obstacle. The first distance between the side view camera and the rear of the vehicle can be understood as the first distance between the left view camera or the right view camera and the rear of the vehicle. The left view camera and the right view camera can form a binocular vision system. The visual parameter value includes a baseline distance between the left view camera and the right view camera (i.e., the horizontal spacing between the left view camera and the right view camera), a focal length of the left view camera or the right view camera, and a horizontal pixel offset (parallax) when the left view camera and the right view camera capture an image of the same obstacle. Regarding the step of calculating the surround view perception distance between the vehicle and the obstacle, the corresponding implementation process may include, but is not limited to, steps S301 to S303, as follows: S301: Calculate the longitudinal distance between the vehicle and the obstacle based on the first distance between the side view camera and the rear of the vehicle and the visual parameter value required by the side view camera to capture an image of the obstacle. This can be achieved using the following expression: ; Where, is the longitudinal distance between the vehicle and the obstacle, is the baseline distance between the left-view camera and the right-view camera, is the focal length of the left-view camera or the right-view camera, It is the horizontal pixel offset when the left-view camera and the right-view camera collect images of the same obstacle. is the first distance between the side view camera and the rear of the vehicle.

[0043] S302: Calculate the straight-line distance between the vehicle and the obstacle based on the current position of the rearview camera and the current position of the obstacle. This can be achieved using the following expression: ; Where, is the straight-line distance between the vehicle and the obstacle, which can be understood as the straight-line distance between the rearview camera and the obstacle. is the current position of the obstacle, is the current position of the rearview camera.

[0044] S303: Calculate the surround view perception distance between the vehicle and the obstacle based on the longitudinal distance and straight-line distance between the vehicle and the obstacle. This can be achieved using the following expression: ; Where, It is the surround perception distance between the vehicle and the obstacle, which can be understood as the average result of the longitudinal distance and straight-line distance between the vehicle and the obstacle.

[0045] In some embodiments, in S103, regarding the step of determining the collision time, relative motion state information, and trajectory interaction information between the vehicle and the obstacle, the corresponding implementation process may include, but is not limited to, five steps from S401 to S405, as follows: S401, calculating the current speed of the obstacle, the relative speed between the vehicle and the obstacle, and the collision time based on the relative distance between the vehicle and the obstacle, the current speed of the vehicle, and the current and historical positions of the obstacle; Specifically, first calculate the current speed of the obstacle based on its current position and historical position. This can be achieved using the following expression: ; Where, is the current speed of the obstacle, is the current position of the obstacle, is the historical position of the obstacle, The preset collection time interval can be understood as the difference between the acquisition time of the obstacle's current position and the acquisition time of the obstacle's historical position. In general, the system collects and saves data based on the collection time interval by default. Then, based on the current speed of the obstacle and the current speed of the vehicle, the relative speed between the vehicle and the obstacle is calculated. This can be achieved using the following expression: ; Where, is the relative speed between the vehicle and the obstacle, is the current speed of the vehicle; Finally, based on the relative distance and relative speed between the vehicle and the obstacle, the collision time between the vehicle and the obstacle is calculated, which can be achieved using the following expression: ; Where, is the collision time between the vehicle and the obstacle, is the relative distance between the vehicle and the obstacle.

[0046] S402: Generate relative motion state information between the vehicle and the obstacle based on the relative speed between the vehicle and the obstacle; Specifically, when the relative speed between the vehicle and the obstacle is a positive number, relative motion state information between the vehicle and the obstacle is generated to represent that the obstacle is approaching the vehicle; or, when the relative speed between the vehicle and the obstacle is a negative number, relative motion state information between the vehicle and the obstacle is generated to represent that the obstacle is moving away from the vehicle.

[0047] S403, predicting the trajectory of the obstacle based on the current position, current speed, and historical speed of the obstacle; Specifically, first calculate the current acceleration of the obstacle based on its current speed and historical speed. This can be achieved using the following expression: ; Where, is the current acceleration of the obstacle, is the current speed of the obstacle, is the historical velocity of the obstacle, is the preset collection time interval; Then, based on the obstacle's current position, current velocity, and current acceleration, the future position of the obstacle is calculated. This can be achieved using the following expression: ; Where, is the future position of the obstacle, is the current position of the obstacle; Finally, two points are connected according to the current position and future position of the obstacle to form the trajectory of the obstacle.

[0048] S404: predicting the trajectory of the vehicle based on the current position, current speed, and current acceleration of the vehicle; Specifically, the future position of the vehicle can be calculated based on the current position, current speed, and current acceleration of the vehicle, which can be achieved using the following expression: ; Where, is the future position of the vehicle, is the current position of the vehicle, is the current speed of the vehicle, is the current acceleration of the vehicle, is the preset collection time interval; Then, two points are connected based on the vehicle's current position and future position to form the vehicle's trajectory.

[0049] S405: Generate trajectory interaction information between the vehicle and the obstacle based on the trajectory of the vehicle and the trajectory of the obstacle; Specifically, when there is an intersection between the trajectory of the vehicle and the trajectory of the obstacle, trajectory interaction information between the vehicle and the obstacle is generated to characterize the existence of a trajectory intersection between the vehicle and the obstacle; or, when there is no intersection between the trajectory of the vehicle and the trajectory of the obstacle, trajectory interaction information between the vehicle and the obstacle is generated to characterize the absence of a trajectory intersection between the vehicle and the obstacle.

[0050] Optionally, the following implementation is used to determine whether there is an intersection between the trajectory of the vehicle and the trajectory of the obstacle: Calculating the slope of the vehicle's trajectory based on the vehicle's current and future positions; calculating the slope of the obstacle's trajectory based on the obstacle's current and future positions; and determining that there is an intersection between the vehicle's trajectory and the obstacle's trajectory if the slope of the vehicle's trajectory is not equal to the slope of the obstacle's trajectory. If the slope of the vehicle's trajectory is equal to the slope of the obstacle's trajectory, then calculating the intercept of the vehicle's trajectory based on the slope of the vehicle's trajectory and the vehicle's current position or the vehicle's future position; calculating the intercept of the obstacle's trajectory based on the slope of the obstacle's trajectory and the obstacle's current position or the obstacle's future position; If the intercept of the vehicle's trajectory is equal to the intercept of the obstacle's trajectory, it is judged that the vehicle's trajectory and the obstacle's trajectory coincide, which means that there are countless intersections between the vehicle's trajectory and the obstacle's trajectory; if the intercept of the vehicle's trajectory is not equal to the intercept of the obstacle's trajectory, it is judged that the vehicle's trajectory and the obstacle's trajectory are parallel, which means that there is no intersection between the vehicle's trajectory and the obstacle's trajectory.

[0051] In the embodiment of the present application, by additionally introducing the relative motion state information and trajectory interaction information between the vehicle and the obstacle, the future motion trend of the obstacle can be accurately perceived, thereby providing more key reference basis for subsequent judgment on whether to control the vehicle for emergency braking.

[0052] In addition, the step of generating the relative motion state information between the vehicle and the obstacle can also be achieved through other methods, as described below: The current position of the obstacle is subtracted from the current position of the vehicle to obtain a relative position vector; the current velocity of the obstacle is subtracted from the current velocity of the vehicle to obtain a relative velocity vector; based on the relative position vector and the relative velocity vector, the radial velocity is calculated, which represents the projection of the relative velocity in the relative position direction, that is, the radial velocity is obtained by dividing the dot product between the relative position vector and the relative velocity vector by the modulus of the relative position vector; if the radial velocity is positive, relative motion state information between the vehicle and the obstacle is generated to indicate that the obstacle is approaching the vehicle; if the radial velocity is negative, relative motion state information between the vehicle and the obstacle is generated to indicate that the obstacle is moving away from the vehicle.

[0053] In some embodiments, the above S104 may include, but is not limited to, steps S501 to S502, which are specifically as follows: S501. Calculate a distance threshold based on the current speed of the vehicle and a preset braking impact parameter value; S502: When it is determined in sequence that the current speed of the vehicle is less than a preset speed threshold, the relative distance between the vehicle and the obstacle is less than a distance threshold, the collision time between the vehicle and the obstacle is less than a preset time threshold, the relative motion state information between the vehicle and the obstacle indicates that the obstacle is approaching the vehicle, and the trajectory interaction information between the vehicle and the obstacle indicates that there is an intersection between the trajectories of the vehicle and the obstacle, the vehicle is controlled to perform emergency braking.

[0054] Among them, the preset speed threshold is preferably set to 15 km / h, and the preset time threshold is preferably set to 2 seconds; it should be noted that if the current speed of the vehicle is a vector speed, the current speed of the vehicle is preferentially converted into a scalar speed and then compared with the preset speed threshold.

[0055] In addition, if it is determined that the current speed of the vehicle is greater than or equal to a preset speed threshold, or the relative distance between the vehicle and the obstacle is greater than or equal to a distance threshold, or the collision time between the vehicle and the obstacle is greater than or equal to a preset time threshold, or the relative motion state information between the vehicle and the obstacle indicates that the obstacle is away from the vehicle, or the trajectory interaction information between the vehicle and the obstacle indicates that there is no trajectory intersection between the vehicle and the obstacle, then it is determined that the obstacle does not pose a collision threat to the vehicle, and there is no need to control the vehicle for emergency braking. While the vehicle continues to run, the process can return to the above-mentioned S101 to ensure timely and reasonable response to potential rear dangers of the vehicle to improve driving safety.

[0056] Specifically, regarding the step of controlling the vehicle to perform emergency braking, the corresponding implementation process may include: the vehicle ECU (Electronic Control Unit) generates a braking control signal and sends it to the vehicle braking system after calculating and detecting that the above parameter values ​​meet the preset conditions; and then, if the driver does not manually intervene in the vehicle braking system, the vehicle braking system responds to the braking control signal to activate the vehicle's rear automatic emergency braking function.

[0057] In an embodiment of the present application, by performing gradual multiple detection and judgment on the vehicle's current speed and the relative distance between the vehicle and the obstacle, collision time, relative motion state information and trajectory interaction information, misjudgment and erroneous operation can be reduced, the response accuracy of the vehicle braking system can be improved, and driving safety and driving experience can be improved.

[0058] In some embodiments, in S501, the preset braking impact parameter values ​​include the vehicle's reaction time before braking is initiated and the vehicle's deceleration during braking. Regarding the step of calculating the distance threshold, the corresponding implementation process may include, but is not limited to, steps S601 to S603, as follows: S601: Calculate the reaction distance of the vehicle before the braking is initiated based on the reaction time of the vehicle before the braking is initiated and the current speed of the vehicle. This can be achieved using the following expression: ; Where, is the reaction distance of the vehicle before braking is initiated, is the current speed of the vehicle, The vehicle's reaction time before braking is initiated, which can be understood as the system or driver's reaction time; S602: Calculate the braking distance of the vehicle based on the deceleration of the vehicle during braking and the current speed of the vehicle. This can be achieved using the following expression: ; Where, is the braking distance of the vehicle, The deceleration of the vehicle during braking, which can be set to a specific value according to the vehicle model; S603: Calculate a distance threshold based on the vehicle's reaction distance before braking and the vehicle's braking distance. This can be achieved using the following expression: ; Where, is the distance threshold.

[0059] In an embodiment of the present application, by dynamically determining a distance threshold for detecting whether the relative distance between the vehicle and an obstacle is reasonable based on the current speed of the vehicle, it is helpful to subsequently more reliably evaluate the current collision risk of the vehicle, thereby more effectively matching the current braking needs of the vehicle.

[0060] In some embodiments, after executing the step of controlling the vehicle to perform emergency braking, steps S701 to S703 may be executed, as follows: S701. Obtain the braking duration of the vehicle in real time; S702: Determine whether the braking time of the vehicle reaches a preset time, which is preferably set to 10 seconds; if the braking time of the vehicle reaches the preset time, execute S703; if the braking time of the vehicle does not reach the preset time, return to execute S701; S703. Detect whether there is a collision risk behind the vehicle; if there is a collision risk behind the vehicle, control the vehicle to continue emergency braking to ensure driving safety; if there is no collision risk behind the vehicle, control the vehicle to stop emergency braking to avoid affecting the driving experience.

[0061] Optionally, regarding the step of detecting whether there is a collision risk behind the vehicle, the following method is adopted: First, the vehicle's motion information, the obstacle's motion information behind the vehicle, the basic information required for perception by the onboard surround-view camera module, and the ultrasonic sensing distance between the vehicle and the obstacle collected by the onboard ultrasonic radar sensor module are re-acquired. Second, based on the re-acquired basic information required for perception by the onboard surround-view camera module and the ultrasonic sensing distance between the vehicle and the obstacle, the current position of the obstacle and the relative distance between the vehicle and the obstacle are re-determined. For corresponding implementation methods, see the expanded description of step S102 above. Next, based on the re-acquired vehicle's motion information and the obstacle's motion information, the re-determined current position of the obstacle, and the relative distance between the vehicle and the obstacle, the collision time, relative motion state information, and trajectory interaction information between the vehicle and the obstacle are re-determined. For corresponding implementation methods, see the expanded description of step S103 above. Finally, if it is detected that the re-determined relative distance, collision time, relative motion state information, and trajectory interaction information between the vehicle and the obstacle meet preset conditions in sequence, it is determined that there is a collision risk behind the vehicle. Otherwise, it is determined that there is no collision risk behind the vehicle. For the detection method of the above parameters, see the expanded description of step S104 above.

[0062] Optionally, after executing the step of controlling the vehicle to continue emergency braking, you can choose to increase the preset time length according to a certain step length, and then return to the above S701; you can also choose to start timing when a collision risk is detected behind the vehicle until the first preset time length is reached, that is, control the vehicle to continue emergency braking within the first preset time length, the first preset time length is less than or equal to the preset time length, and then remind the driver to judge the rear environment of the vehicle by himself through voice broadcast or human-computer interaction interface display, and then directly control the vehicle to stop emergency braking to avoid affecting the driving experience.

[0063] Specifically, regarding the step of controlling the vehicle to stop and perform emergency braking, the corresponding implementation process may include: the vehicle ECU generates a stop braking control signal and sends it to the vehicle braking system after calculating and detecting that any of the above parameter values ​​fails to meet the preset conditions, and the vehicle braking system then responds to the stop braking control signal to release the vehicle's rear automatic emergency braking function.

[0064] In an embodiment of the present application, by obtaining the vehicle's motion information, the motion information of the obstacle behind the vehicle, the basic information required for perception by the on-board surround-view camera module, and the ultrasonic perception distance between the vehicle and the obstacle collected by the on-board ultrasonic radar sensor module when the vehicle is in reverse, the relative distance between the vehicle and the obstacle, collision time, relative motion state information, and trajectory interaction information are further determined. Multiple detections are then performed in combination with the vehicle's current speed to improve the reliability of the vehicle's emergency braking control, effectively avoid false triggering of the brakes during vehicle driving, and optimize the driving experience. By combining the basic information required for perception by the on-board surround-view camera module and the ultrasonic perception distance between the vehicle and the obstacle collected by the on-board ultrasonic radar sensor module for analysis, the accuracy and robustness of obstacle perception can be improved.

[0065] Please refer to Figure 2 , Figure 2 This is a schematic block diagram of a module of a vehicle rear automatic emergency braking control device provided in an embodiment of the present application, which is used to implement the above-mentioned vehicle rear automatic emergency braking control method. The device includes: Acquisition module 801 is used to acquire, when the vehicle is in reverse, vehicle motion information, motion information of obstacles behind the vehicle, basic information required for perception by the onboard surround view camera module, and ultrasonic sensing distance between the vehicle and the obstacle collected by the onboard ultrasonic radar sensor module; wherein the vehicle motion information includes the vehicle's current speed; A first determination module 802 is configured to determine the current position of the obstacle and the relative distance between the vehicle and the obstacle based on the basic information required for perception by the onboard surround view camera module and the ultrasonic sensing distance between the vehicle and the obstacle; A second determination module 803 is configured to determine a collision time, relative motion state information, and trajectory interaction information between the vehicle and the obstacle based on the vehicle's motion information, the obstacle's motion information, the obstacle's current position, and the relative distance between the vehicle and the obstacle; The control module 804 is used to control the vehicle to perform emergency braking when the current speed of the vehicle and the relative distance between the vehicle and the obstacle, collision time, relative motion state information and trajectory interaction information meet preset conditions.

[0066] It can be understood that the contents of the above method embodiments are all applicable to the embodiments of the present device, the functions specifically implemented by the embodiments of the present device are the same as the functions specifically implemented by the above method embodiments, and the beneficial effects achieved by the embodiments of the present device are also the same as the beneficial effects achieved by the above method embodiments.

[0067] The present application also provides an electronic device comprising a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the aforementioned vehicle rear automatic emergency braking control method. The electronic device may include any intelligent terminal, such as a tablet computer or an in-vehicle computer.

[0068] It can be understood that the contents of the above method embodiments are all applicable to the embodiments of the present device, the functions specifically implemented by the embodiments of the present device are the same as the functions specifically implemented by the above method embodiments, and the beneficial effects achieved by the embodiments of the present device are also the same as the beneficial effects achieved by the above method embodiments.

[0069] See also Figure 3 , Figure 3 The hardware structure of an electronic device according to another embodiment is shown. The electronic device includes: The processor 901 can be implemented as a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of the present application. The memory 902 can be implemented in the form of a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 902 can store an operating system and other application programs. When the technical solutions provided in the embodiments of the present application are implemented through software or firmware, the relevant program code is stored in the memory 902 and is called by the processor 901 to execute the technical solutions provided in the embodiments of the present application. Input / output interface 903, used to implement information input and output; Communication interface 904, used to implement communication interaction between this device and other devices, which can be achieved through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WiFi, Bluetooth, etc.); Bus 905 , which transmits information between various components of the device (e.g., processor 901 , memory 902 , input / output interface 903 , and communication interface 904 ); The processor 901 , the memory 902 , the input / output interface 903 and the communication interface 904 are connected to each other in communication within the device via a bus 905 .

[0070] The present application also provides a vehicle comprising the aforementioned rear automatic emergency braking control device or the aforementioned electronic device. Specifically, the vehicle may be a private vehicle, such as a sedan, SUV, MPV, or pickup truck. The vehicle may also be a commercial vehicle, such as a van, bus, small truck, or large trailer. The vehicle may be a gasoline vehicle or a new energy vehicle. When the vehicle is a new energy vehicle, it may be a hybrid vehicle or a pure electric vehicle.

[0071] It can be understood that the contents of the above method embodiments are all applicable to the present vehicle embodiment, the functions specifically implemented by the present vehicle embodiment are the same as the functions specifically implemented by the above method embodiments, and the beneficial effects achieved by the present vehicle embodiment are also the same as the beneficial effects achieved by the above method embodiments.

[0072] An embodiment of the present application further provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, the above-mentioned vehicle rear automatic emergency braking control method is implemented.

[0073] It can be understood that the contents of the above method embodiments are all applicable to the present storage medium embodiment, the functions specifically implemented by the present storage medium embodiment are the same as the functions specifically implemented by the above method embodiments, and the beneficial effects achieved by the present storage medium embodiment are also the same as the beneficial effects achieved by the above method embodiments.

[0074] The memory, as a non-transient computer-readable storage medium, can be used to store non-transient software programs and non-transient computer executable programs. In addition, the memory may include a high-speed random access memory and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some embodiments, the memory may optionally include a memory remotely arranged relative to the processor, and these remote memories may be connected to the processor via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0075] The embodiments described in the embodiments of this application are intended to more clearly illustrate the technical solutions of the embodiments of this application and do not constitute a limitation on the technical solutions provided by the embodiments of this application. Those skilled in the art will appreciate that with the evolution of technology and the emergence of new application scenarios, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0076] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of the present application, and may include more or fewer steps than shown in the figures, or a combination of certain steps, or different steps.

[0077] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, i.e., they may be located in one place or distributed across multiple network units. Some or all of the modules may be selected based on actual needs to achieve the objectives of this embodiment.

[0078] Those skilled in the art will appreciate that all or some of the steps, devices, and functional modules / units in the methods disclosed above may be implemented as software, firmware, hardware, or appropriate combinations thereof.

[0079] The terms "first", "second", "third", "fourth", etc. (if any) in the specification of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, device, product or equipment that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or equipment.

[0080] It should be understood that in this application, "at least one (item)" means one or more, and "plurality" means two or more. "And / or" is used to describe the association relationship of associated objects, indicating that three relationships may exist. For example, "A and / or B" can mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural. The character " / " generally indicates that the previous and next associated objects are in an "or" relationship. "At least one of the following items" or similar expressions refers to any combination of these items, including any combination of single items or plural items. For example, at least one of a, b or c can mean: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple.

[0081] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the above-mentioned units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0082] The units described above as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0083] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0084] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes multiple instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of various embodiments of the present application. The aforementioned storage medium includes: various media that can store programs, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0085] The preferred embodiments of the present invention are described above with reference to the accompanying drawings, but are not intended to limit the scope of the present invention. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and essence of the present invention should be within the scope of the present invention.

Claims

1. A vehicle rear automatic emergency braking control method, characterized in that: The method comprises: When the vehicle is in a reverse state, obtaining the vehicle's motion information, the motion information of the obstacle behind the vehicle, the basic information required for perception by the on-board surround view camera module, and the ultrasonic perception distance between the vehicle and the obstacle collected by the on-board ultrasonic radar sensor module; wherein the vehicle's motion information includes the vehicle's current speed; determining, based on the basic information and the ultrasonic sensing distance, a current position of the obstacle and a relative distance between the vehicle and the obstacle; determining a collision time, relative motion state information, and trajectory interaction information between the vehicle and the obstacle based on the motion information of the vehicle, the motion information of the obstacle, the current position of the obstacle, and the relative distance; When the current speed of the vehicle, the relative distance, the collision time, the relative motion state information, and the trajectory interaction information meet preset conditions, the vehicle is controlled to perform emergency braking.

2. The vehicle rear automatic emergency braking control method according to claim 1, characterized in that: Determining the current position of the obstacle and the relative distance between the vehicle and the obstacle according to the basic information and the ultrasonic sensing distance includes: Obtaining the current position of the vehicle-mounted surround view camera module and the current position of the vehicle-mounted ultrasonic radar sensor module; Calculating the current position of the obstacle based on the ultrasonic sensing distance and the current position of the vehicle-mounted ultrasonic radar sensor module; Calculating a surround view perception distance between the vehicle and the obstacle based on the current position of the on-board surround view camera module, the basic information, and the current position of the obstacle; When both the ultrasonic sensing distance and the surround view sensing distance are non-zero values, the minimum value of the ultrasonic sensing distance and the surround view sensing distance is used as the relative distance between the vehicle and the obstacle.

3. The vehicle rear automatic emergency braking control method according to claim 2, characterized in that: The vehicle-mounted surround view camera module includes a side view camera and a rear view camera, the basic information includes a first distance between the side view camera and the rear of the vehicle and a visual parameter value required for the side view camera to capture an image of the obstacle, and the current position of the vehicle-mounted surround view camera module includes the current position of the rear view camera; and calculating the surround view perception distance between the vehicle and the obstacle based on the current position of the vehicle-mounted surround view camera module, the basic information, and the current position of the obstacle includes: Calculating a longitudinal distance between the vehicle and the obstacle based on the first distance and the visual parameter value; Calculating a straight-line distance between the vehicle and the obstacle based on the current position of the rearview camera and the current position of the obstacle; The surround view perception distance between the vehicle and the obstacle is calculated according to the longitudinal distance and the straight-line distance.

4. The vehicle rear automatic emergency braking control method according to claim 1, characterized in that: The vehicle motion information includes the current position, current speed, and current acceleration of the vehicle, and the obstacle motion information includes the historical position and historical speed of the obstacle. Determining the collision time, relative motion state information, and trajectory interaction information between the vehicle and the obstacle based on the vehicle motion information, the obstacle motion information, the current position of the obstacle, and the relative distance includes: Calculating the current speed of the obstacle, the relative speed between the vehicle and the obstacle, and the collision time based on the relative distance, the current speed of the vehicle, and the current position and historical position of the obstacle; generating relative motion state information between the vehicle and the obstacle based on the relative speed; Predicting a trajectory of the obstacle based on the current position, current speed, and historical speed of the obstacle; Predicting a trajectory of the vehicle based on the current position, current speed, and current acceleration of the vehicle; Trajectory interaction information between the vehicle and the obstacle is generated according to the trajectory of the vehicle and the trajectory of the obstacle.

5. The vehicle rear automatic emergency braking control method according to claim 1, characterized in that: When the current speed of the vehicle, the relative distance, the collision time, the relative motion state information, and the trajectory interaction information meet preset conditions, controlling the vehicle to perform emergency braking includes: Calculating a distance threshold according to the current speed of the vehicle and a preset braking impact parameter value; When it is determined in sequence that the current speed of the vehicle is less than a preset speed threshold, the relative distance is less than the distance threshold, the collision time is less than a preset time threshold, the relative motion state information indicates that the obstacle is approaching the vehicle, and the trajectory interaction information indicates that there is a trajectory intersection between the vehicle and the obstacle, the vehicle is controlled to perform emergency braking.

6. The vehicle rear automatic emergency braking control method according to claim 5, characterized in that: The preset braking influence parameter values ​​include the reaction time of the vehicle before braking is initiated and the deceleration of the vehicle during braking; Calculating the distance threshold according to the current speed of the vehicle and a preset braking influence parameter value includes: calculating a reaction distance of the vehicle before braking is initiated based on the reaction time and the current speed of the vehicle; calculating a braking distance of the vehicle based on the deceleration and the current speed of the vehicle; A distance threshold is calculated according to the reaction distance and the braking distance.

7. The vehicle rear automatic emergency braking control method according to any one of claims 1 to 6, characterized in that: After controlling the vehicle to perform emergency braking, the method further comprises: Obtaining the braking duration of the vehicle in real time; When the braking time of the vehicle reaches a preset time, detecting whether there is a collision risk behind the vehicle; When there is a risk of collision behind the vehicle, controlling the vehicle to continue emergency braking; When there is no collision risk behind the vehicle, the vehicle is controlled to stop and perform emergency braking.

8. A vehicle rear automatic emergency braking control device, characterized in that: The device comprises: an acquisition module, configured to, when the vehicle is in a reverse state, acquire motion information of the vehicle, motion information of obstacles behind the vehicle, basic information required for perception by an onboard surround-view camera module, and an ultrasonic sensing distance between the vehicle and the obstacle collected by an onboard ultrasonic radar sensor module; wherein the vehicle motion information includes the current speed of the vehicle; a first determining module, configured to determine a current position of the obstacle and a relative distance between the vehicle and the obstacle based on the basic information and the ultrasonic sensing distance; a second determining module, configured to determine a collision time, relative motion state information, and trajectory interaction information between the vehicle and the obstacle based on the motion information of the vehicle, the motion information of the obstacle, the current position of the obstacle, and the relative distance; A control module is used to control the vehicle to perform emergency braking when the current speed of the vehicle, the relative distance, the collision time, the relative motion state information and the trajectory interaction information meet preset conditions.

9. An electronic device, characterized in that: The electronic device includes a memory and a processor, the memory stores a computer program, and the processor implements the vehicle rear automatic emergency braking control method according to any one of claims 1 to 7 when executing the computer program.

10. A vehicle, characterized in that: The vehicle includes the vehicle rear automatic emergency braking control device according to claim 8 or the electronic device according to claim 9.

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