Active safety control method and device during travel of vehicle, computer readable storage medium, and electronic apparatus

Abstract

To provide an active safety control method and device during travel of a vehicle, a computer readable storage medium, and an electronic apparatus.SOLUTION: An active safety control method of travel of a vehicle comprises the steps of: determining a current own vehicle state of the vehicle and a current obstacle state sensed by the vehicle; determining a corresponding target actuator response mode at the current speed of the vehicle; determining an active safety trigger state in the target actuator response mode of the vehicle on the basis of the current own vehicle state and the current obstacle state; and performing active safety control to the vehicle according to the active safety trigger state.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present disclosure relates to the technical field of vehicle driving, and in particular to an active safety control method and device while a vehicle is running, a computer-readable storage medium, and an electronic device. [Background technology]

[0002] When a driver brakes too late, applies too little braking force, or is unable to take any braking action while the vehicle is in motion, the vehicle's active safety control system (e.g., an automatic emergency braking system) must take active braking action, thereby assisting the driver in avoiding a collision or reducing the occurrence of a collision, thereby achieving active safety control of the vehicle. Selecting an appropriate trigger timing for the triggering of an active safety function of an active safety control system can improve the robustness of the active safety function. If an active safety function is triggered too early by an active safety control system, it is likely to cause unnecessary feelings of panic and distrust in the driver. If an active safety function is triggered too late by an active safety control system, the vehicle may not be able to brake to a safe stop, resulting in a collision and causing certain injuries to the driver. Related art typically uses a time-to-collision (TTC) model to determine whether to trigger an active safety function. Because the crash margin model relies too heavily on an artificially set safety time threshold, poor settings can easily lead to inappropriate trigger timing for active safety features, which can lead to the adverse consequences described above. Summary of the Invention [Problem to be solved by the invention]

[0003] To solve the above technical problems, embodiments of the present disclosure provide a method and apparatus for active safety control during vehicle driving, a computer-readable storage medium, and an electronic device for improving the timeliness and effectiveness of triggering active safety features and improving the user experience. [Means for solving the problem]

[0004] An active safety control method for a vehicle while it is traveling according to a first aspect of the present disclosure includes the steps of determining a current vehicle state and a current obstacle state sensed by the vehicle, determining a corresponding target actuator response mode at a current speed of the vehicle, determining an active safety trigger state for the target actuator response mode of the vehicle based on the current vehicle state and the current obstacle state, and performing active safety control on the vehicle in accordance with the active safety trigger state.

[0005] An active safety control device for a vehicle traveling according to a second aspect of the present disclosure includes a first processing module for determining a current vehicle state of the vehicle and a current obstacle state sensed by the vehicle, a second processing module for determining a corresponding target actuator response mode at a current speed of the vehicle, a third processing module for determining an active safety trigger state for the target actuator response mode of the vehicle based on the current vehicle state and the current obstacle state, and a control module for performing active safety control on the vehicle in accordance with the active safety trigger state.

[0006] A computer-readable storage medium according to a third aspect of the present disclosure stores a computer program for executing the active safety control method for a vehicle during travel described in any of the above embodiments of the present disclosure.

[0007] An electronic device according to a fourth aspect of the present disclosure includes a processor and a memory for storing instructions executable by the processor, and the processor is used to read and execute the executable instructions from the memory to implement an active safety control method for a vehicle during driving described in any of the above embodiments of the present disclosure.

[0008] A fifth aspect of the present disclosure provides a computer program product, wherein when instructions in the computer program product are executed by a processor, the method for active safety control during vehicle driving provided in any of the above embodiments of the present disclosure is performed.

[0009] According to the active safety control method and device, computer-readable storage medium, and electronic device provided in any of the above embodiments of the present disclosure, the active safety trigger state is determined by integrating various current aspects of the vehicle based on the target actuator response mode at the current speed of the vehicle, the current vehicle state, and the current obstacle state, thereby ensuring that the vehicle can trigger active safety functions at the optimal timing, thereby not only avoiding or reducing stress felt by the driver and passengers due to the active safety function being triggered too early, but also avoiding or reducing injuries suffered by the driver and passengers in a collision accident caused by the active safety function being triggered too late, thereby improving the safety of vehicle driving. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is an exemplary application scenario of an active safety control method for a vehicle during driving provided in the present disclosure. [Figure 2] 1 is a schematic flowchart of an active safety control method for a vehicle during driving provided in an exemplary embodiment of the present disclosure. [Figure 3] 10 is a schematic flowchart of an active safety control method for a vehicle during driving provided in another exemplary embodiment of the present disclosure. [Figure 4] 4 is a schematic flow chart of obtaining a target actuator response mode provided in an exemplary embodiment of the present disclosure; [Figure 5] 10 is a schematic flow chart of obtaining a target actuator response mode provided in another exemplary embodiment of the present disclosure; [Figure 6] 10 is a schematic flowchart of an active safety control method for a vehicle in motion provided in another exemplary embodiment of the present disclosure. [Figure 7] 10 is a schematic flowchart of an active safety control method for a vehicle during driving provided in a further exemplary embodiment of the present disclosure. [Figure 8] 1A and 1B are schematic diagrams of actuator response modes provided in an exemplary embodiment of the present disclosure. [Figure 9] 1 is a flowchart of an active safety control method for a vehicle during driving provided in an exemplary embodiment of the present disclosure. [Figure 10] 1 is a flowchart of a flow for recording a response sample provided in one exemplary embodiment of the present disclosure. [Figure 11] 10 is a flowchart of a flow of fitting an actuator response mode provided in an exemplary embodiment of the present disclosure. [Figure 12] 1 is a flowchart for determining an active safety trigger condition provided in an exemplary embodiment of the present disclosure. [Figure 13] 1 is a structural schematic diagram of an active safety control device during vehicle driving provided in an exemplary embodiment of the present disclosure; [Figure 14] FIG. 2 is a structural schematic diagram of an active safety control device during vehicle running provided in another exemplary embodiment of the present disclosure. [Figure 15] 1 is a structural diagram of an electronic device provided in an embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0011] In order to explain the present disclosure, exemplary embodiments of the present disclosure will be described in detail below with reference to the drawings. However, it is clear that the described embodiments are not all embodiments but merely some embodiments of the present disclosure, and it should be understood that the present disclosure is not limited to the exemplary embodiments.

[0012] It should be noted that the scope of the present disclosure is not limited to the relative arrangements of components and steps, formulas, and numerical values ​​described in these embodiments unless otherwise specified.

[0013] Summary of the Disclosure The inventors discovered the following in the process of implementing the present disclosure. When a driver brakes too late, applies too little braking force, or is unable to take any braking action while the vehicle is moving, the vehicle's active safety control system (e.g., an automatic emergency braking system) needs to take active braking action, thereby assisting the driver in avoiding a collision or reducing the occurrence of a collision, thereby realizing active safety control while the vehicle is moving. By selecting an appropriate trigger timing for triggering an active safety function of an active safety control system, the robustness of the active safety function can be improved. If an active safety function is triggered too early by an active safety control system, it is likely to cause unnecessary feelings of panic and distrust in the driver. If an active safety function is triggered too late by an active safety control system, the system will be unable to brake to a safe stop, resulting in a collision and potentially causing injury to the driver. Related art typically uses a Time-To-Collision (TTC) model to determine whether to trigger an active safety function. The time-to-collision model may refer to an automatic emergency braking system based on the time-to-collision. Specifically, the system calculates the time-to-collision between the vehicle and an obstacle, compares the time-to-collision with a safety time threshold, and triggers an active safety function if the time-to-collision is less than the safety time threshold. For example, if the time-to-collision is less than the warning time threshold, the system issues an alarm, and if the time-to-collision is less than the safety time threshold, the system triggers active braking. However, because the time-to-collision model relies too heavily on the artificially set safety time threshold, poor setting results can easily lead to inappropriate timing for triggering the active safety function, which can result in the adverse consequences described above.

[0014] Illustrative Overview FIG. 1 illustrates an exemplary application scenario of the active safety control method for a vehicle in motion provided by the present disclosure. As shown in FIG. 1, obstacles may be present around the vehicle (host vehicle) while the vehicle is moving. The obstacles may include, for example, other vehicles, pedestrians, cyclists, etc. Using the active safety control method for a vehicle in motion disclosed herein, the current host vehicle state and the current obstacle state sensed by the vehicle can be determined, and a target actuator response mode for the vehicle's current speed can be determined. Furthermore, an active safety trigger state for the target actuator response mode of the vehicle can be determined based on the current host vehicle state and the current obstacle state, and active safety control can be performed on the vehicle according to the active safety trigger state. The active safety trigger state is determined by integrating various aspects of the vehicle based on the target actuator response mode at the vehicle's current speed, the current vehicle state, and the current obstacle state, thereby ensuring that the vehicle can trigger active safety functions at the optimal timing, thereby not only avoiding or reducing stress felt by the driver and passengers due to the active safety function being triggered too early, but also avoiding or reducing injuries suffered by the driver and passengers due to a collision accident caused by the active safety function being triggered too late, thereby improving the safety of vehicle driving.

[0015] Exemplary Methods 2 is a schematic flowchart of an active safety control method for a vehicle during driving provided in an exemplary embodiment of the present disclosure. This embodiment can be specifically applied to an electronic device such as an in-vehicle computing platform, and as shown in FIG. 2, the method of the embodiment of the present disclosure can include steps 201 to 204.

[0016] In step 201, the current subject state of the vehicle and the current obstacle state sensed by the vehicle are determined.

[0017] Here, the current vehicle state may include the state of the vehicle's position, speed, acceleration, yaw angle, angular velocity, driving curvature, etc. The current obstacle state may include the state of the detected obstacle's type, position, speed, acceleration, yaw angle, angular velocity, etc.

[0018] In some alternative embodiments, the current vehicle state can be obtained from data collected by a sensor of the vehicle for collecting vehicle information. For example, the current vehicle state can be determined from data collected by the vehicle's inertial measurement unit, global positioning system (GPS), etc. The current obstacle state can be obtained from sensor data collected by the vehicle's sensing sensors. The sensing sensors may include, for example, a camera, a lidar, a millimeter-wave radar, etc. Specifically, the current obstacle state can be determined based on the sensor data collected by the sensing sensors using sensing algorithms or sensing models such as target detection, semantic segmentation, and target classification.

[0019] In step 202, a corresponding target actuator response mode at the current vehicle speed is determined.

[0020] Here, the current speed can be obtained from the current state of the vehicle.

[0021] In some alternative embodiments, an actuator response mode (which may also be referred to as an actuator response model) may refer to a mode corresponding to a response curve (or response characteristic) for describing a vehicle's actuator response process. The actuator response mode may include, for example, a two-stage, three-stage, or other mode. Taking a three-stage model as an example, the actuator response mode may include three stages: a delay stage, a pressure rise stage, and a pressure hold stage. Different types of actuator response modes may be described by different parameters. For example, the description parameters for a three-stage actuator response mode may include a delay time for the delay stage, a pressure rise rate for the pressure rise stage, and an average deceleration rate for the pressure hold stage. Because the response characteristics of a vehicle's actuators differ at different speeds, different speeds may correspond to different description parameters, or different speed intervals may correspond to different description parameters. While the vehicle is traveling, a corresponding actuator response mode at the current vehicle speed, which may be referred to as a target actuator response mode, may be determined based on the current vehicle speed.

[0022] In some alternative embodiments, actuator response modes corresponding to different speeds of the vehicle can be determined and stored based on actual historical actuator response data (which may also be referred to as response samples) at different speeds while the vehicle is traveling, so that a target actuator response mode corresponding to the current speed can be obtained from the obtained actuator response modes corresponding to different speeds in accordance with the current speed of the vehicle in a current time frame. In this case, as the vehicle travels, new response samples can be continuously accumulated, and the actuator response mode at each speed can be continuously optimized and updated.

[0023] In some alternative embodiments, after determining the current speed, historical actuator response data that satisfies the conditions of the current speed and that is prior to the current time frame can be obtained in real time according to the current speed, and a target actuator response mode that corresponds to the current speed can be determined in real time.

[0024] In step 203, an active safety trigger state for a target actuator response mode of the vehicle is determined based on the current host vehicle state and the current obstacle state.

[0025] Here, the active safety trigger state can include two states: a triggered state and an untriggered state. Triggered indicates that it has been determined that the active safety function of the vehicle needs to be triggered in response to an obstacle, i.e., it is currently time to trigger the active safety function in response to an obstacle. Untriggered indicates that it has been determined that the active safety function of the vehicle does not need to be triggered in response to an obstacle, i.e., it is not currently time to trigger the active safety function in response to an obstacle.

[0026] In some alternative embodiments, a minimum distance to an obstacle during braking of a vehicle that starts braking from a current host vehicle state can be predicted based on the target actuator response mode, and an active safety trigger state can be determined based on the magnitude relationship between the minimum distance and a safety distance threshold. If the minimum distance is less than the safety distance threshold, the active safety trigger state can be determined to be triggered, and if not, the active safety trigger state can be determined to be untriggered.

[0027] In some alternative embodiments, the current obstacle state may include current obstacle states corresponding to one or more obstacles, and for each obstacle, the method of the disclosed embodiments may determine an active safety trigger state corresponding to that obstacle.

[0028] In some alternative embodiments, a target obstacle that meets certain risk conditions can be selected from the detected obstacles, and an active safety trigger state can be determined based on the current obstacle state of the target obstacle and the current state of the vehicle in accordance with the method of an embodiment of the present disclosure.

[0029] In step 204, active safety control is performed on the vehicle in response to the active safety trigger condition.

[0030] Here, if the active safety trigger state has been triggered, the vehicle can be controlled to perform active braking at a preset deceleration rate, and an alarm signal can also be output to warn the driver and passengers in the vehicle. If the active safety trigger state has not been triggered, it can continue to wait for the next time frame to be processed.

[0031] The active safety control method for a vehicle in motion provided in this embodiment determines the active safety trigger state by integrating various current aspects of the vehicle while the vehicle is moving based on the target actuator response mode at the vehicle's current speed, the current vehicle state, and the current obstacle state, thereby ensuring that the vehicle can trigger active safety functions at the optimal timing. This not only avoids or reduces stress felt by the driver and passengers due to the active safety function being triggered too early, but also avoids or reduces injuries suffered by the driver and passengers in a collision accident caused by the active safety function being triggered too late, thereby improving the safety of vehicle driving.

[0032] FIG. 3 is a schematic flowchart of an active safety control method for a vehicle during driving provided in another exemplary embodiment of the present disclosure.

[0033] In some alternative embodiments, as shown in FIG. 3, step 202 of determining a corresponding target actuator response mode at the current speed of the vehicle may include steps 2021-2022.

[0034] In step 2021, a target speed interval corresponding to the current speed is determined.

[0035] Here, the speed section may refer to a speed range or a speed segment. The entire speed range in which a vehicle can travel can be divided into multiple speed sub-ranges according to preset speed intervals, and each speed sub-range is called a speed section. For example, if the entire speed range in which a vehicle can travel is 0 kph to 200 kph (kilometers per hour), and divided into speed intervals of 10 kph, 20 speed sections are obtained: 0 kph to 10 kph, 10 kph to 20 kph, 20 kph to 30 kph, ..., 190 kph to 200 kph. The specific speed intervals are not limited. A target speed section corresponding to the current speed can be determined according to the matching relationship between the current speed and each speed section.

[0036] In step 2022, a target actuator response mode is determined from the actuator response modes corresponding to each of the acquired speed sections in accordance with the target speed section.

[0037] Here, the actuator response mode corresponding to each speed interval may be one obtained in any time frame prior to the current time frame. The speed interval corresponding to the target speed interval can be determined by matching the target speed interval with each speed interval, and the actuator response mode corresponding to the target speed interval can be obtained according to the actuator response mode corresponding to each speed interval.

[0038] In some alternative embodiments, the actuator response mode corresponding to each speed interval may be a mode that has been optimized and updated using the most recent response samples generated at different speeds while the vehicle is traveling, thereby further improving the accuracy of the determined active safety trigger state.

[0039] In this embodiment, the actuator response modes corresponding to different speed sections are obtained before the current time frame, and in the current time frame, the target actuator response mode corresponding to the current speed can be quickly determined according to the target speed section to which the current speed belongs, thereby effectively improving the real-time capability of the active safety trigger state.

[0040] FIG. 4 is a schematic flow chart of obtaining a target actuator response mode provided in an exemplary embodiment of the present disclosure.

[0041] In some alternative embodiments, the target actuator response mode can be obtained through steps 301 and 302, as shown in FIG.

[0042] In step 301, for the target speed zone to which the current speed belongs, a historical response sample in which the vehicle traveled at a speed within the target speed zone is acquired.

[0043] Here, the historical response samples may include historical actuator response information and historical host vehicle states. The historical actuator response information may include actuator response information from the vehicle's travel prior to the current time frame. The historical host vehicle state is similar to the current host vehicle state. The number of historical response samples may be one or more. For each historical response sample, the historical actuator response information may include an actuator response trigger timestamp (i.e., response start time or response start frame), a response end time (or response end frame), an actuator response time length, an actuator overshoot amount, an actuator steady-state amount, an actuator response speed, a braking time for the response process, etc. Here, the actuator response time length may refer to the length of time from when the trigger of the active safety function is requested to the actuator response start time. The actuator overshoot amount may refer to the portion of the actuator execution result that exceeds the requested amount (i.e., requested deceleration), for example, when the requested deceleration requesting the active safety function is -5 meters per second (m / s 2 ), and if the minimum value of the actuator execution result is -6 meters per second, it can be determined that the actuator execution result exceeds the requested amount, and the actuator overshoot amount is (-6) - (-5) = -1. The actuator steady-state amount may refer to the steady-state amount after the actuator executes a braking operation. For example, if the deceleration caused by the actuator executing a braking operation stabilizes at -4.9 meters per second, it can be determined that the actuator steady-state amount is -4.9 meters per second. The actuator response speed may refer to the length of time from the response start frame to the deceleration caused by the actuator reaches the requested deceleration. For example, if braking is requested at a preset deceleration (i.e., the requested deceleration) at time t1, the actuator begins to respond at time t2, and the vehicle deceleration reaches the requested deceleration at time t3, the actuator response speed is t3 - t2. The braking time of the response process may refer to the length of time from the response start time to the response end time.

[0044] In some alternative embodiments, while the vehicle is traveling, actuator response information and the state of the host vehicle in the actuator response process can be recorded in real time to be used as response samples. As a result, in the current time frame, response samples recorded before the current time frame can be used as historical response samples. From the historical response samples, a historical response sample corresponding to a speed within the target speed zone can be obtained.

[0045] In step 302, a target actuator response mode corresponding to a target speed zone is determined based on the historical actuator response information of the historical response samples and the historical state of the host vehicle.

[0046] In some alternative embodiments, a target actuator response mode capable of representing the actuator response characteristics of the target speed interval can be fitted based on the historical actuator response information of the historical response samples and the historical vehicle state. That is, optimal description parameters of the actuator response mode of the target speed interval are determined based on the historical actuator response information of the historical response samples and the historical vehicle state, and the target actuator response mode is obtained based on the optimal description parameters.

[0047] In this embodiment, the historical response samples represent the actuator response conditions while the vehicle is actually traveling and the actual state of the host vehicle during the response process, so the target actuator response mode for the acquired target speed section can effectively represent the actuator response conditions for the vehicle's target speed section, thereby improving the accuracy and robustness of the actuator response mode.

[0048] FIG. 5 is a schematic flow chart of obtaining a target actuator response mode provided in another exemplary embodiment of the present disclosure.

[0049] In some alternative embodiments, as shown in FIG. 5, step 302 of determining a target actuator response mode corresponding to a target speed zone based on historical actuator response information of historical response samples and historical vehicle states may include steps 3021 to 3024.

[0050] In step 3021, a historical braking distance of the actuator response process corresponding to the historical response sample is determined based on the historical actuator response information and the historical subject vehicle state.

[0051] Here, for any historical response sample, the historical braking distance corresponding to that historical response sample can be calculated based on the historical actuator response information in that historical response sample and the historical host vehicle state. Specifically, the starting state of the vehicle in the actuator response process is determined based on the historical host vehicle state, and further, the historical braking distance of the actuator response process can be calculated based on the starting state in combination with the actuator response time length, actuator response speed, braking time, etc. in the response process.

[0052] In step 3022, the corresponding initial host vehicle speed and initial host vehicle acceleration in the historical response sample for the actuator response mode of the target speed zone are determined based on the historical host vehicle state of the historical response sample.

[0053] Here, the actuator response mode of the target speed section can correspond to one or more historical response samples, and for each historical response sample, a corresponding initial host vehicle speed and initial host vehicle acceleration are determined. The initial host vehicle speed and initial host vehicle acceleration are the starting speed and starting acceleration when the historical response sample enters the actuator response process. The host vehicle speed corresponding to the response start timestamp can be extracted from the historical host vehicle state to be used as the initial host vehicle speed, and the host vehicle acceleration corresponding to the response start timestamp can be extracted from the historical host vehicle state to be used as the initial host vehicle acceleration.

[0054] The order of steps 3021 and 3022 does not matter.

[0055] In step 3023, target parameters of the actuator response mode corresponding to the target speed zone are determined based on the initial vehicle speed, initial vehicle acceleration, historical braking distance, and preset parameter range of the actuator response mode corresponding to the historical response sample.

[0056] Here, the preset parameter range may refer to the parameter value range of a description parameter for describing an actuator response mode. Taking the above three-stage actuator response mode as an example, the preset parameter range may include the parameter value range of the delay time in the delay stage, the parameter value range of the pressure rise rate in the pressure rise stage, and the parameter value range of the average deceleration rate in the pressure hold stage. Specific preset parameter ranges are not limited.

[0057] In some alternative embodiments, any available search and optimization method can be used to search for optimal target parameters from a preset parameter range. The historical braking distance is used to construct an optimization goal together with the fitted braking distance using the searched parameters in the search process to guide parameter updates, thereby keeping the fitted braking distance using the searched parameters close to the historical braking distance, thereby obtaining optimal target parameters closest to the historical braking distance. The search and optimization method can include, for example, least squares, simulated annealing, gradient descent, dynamic programming, etc.

[0058] In step 3024, a target actuator response mode corresponding to the target speed zone is determined based on the target parameters of the actuator response mode corresponding to the target speed zone.

[0059] Here, the target parameters are parameters in the actuator response mode, and after obtaining the target parameters, by setting the target parameters to the corresponding parameter items in the actuator response mode, it is possible to obtain the target actuator response mode corresponding to the target speed section.

[0060] In this embodiment, by determining the historical braking distance of the actuator response process corresponding to the historical response sample, the search for the optimal parameters of the actuator response mode can be guided, thereby determining the optimal target parameters corresponding to the target speed interval from a preset parameter range, and effectively obtaining the optimal target actuator response mode, so that the target actuator response mode can better represent the true response characteristics of the actuator in the target speed interval, and further, the target actuator response mode can be used to determine the active safety trigger state of the vehicle, further improving the accuracy and effectiveness of the active safety trigger state.

[0061] In some alternative embodiments, step 3023 of determining target parameters of the actuator response mode corresponding to the target speed interval based on the initial host vehicle speed, initial host vehicle acceleration, historical braking distance, and preset parameter ranges of the actuator response mode corresponding to the historical response sample may include determining the target parameters of the actuator response mode corresponding to the target speed interval by searching within the preset parameter ranges using a least squares method based on the initial host vehicle speed, initial host vehicle acceleration, and historical braking distance corresponding to the historical response sample.

[0062] Here, a fitted braking distance corresponding to the historical response sample is calculated based on the actuator response mode determined by the retrieved parameters, an objective function of the least squares method is constructed based on the fitted braking distance and the historical braking distance, and the parameter update is guided by minimizing the objective function value, thereby determining the optimal target parameters corresponding to the target speed range.

[0063] In this embodiment, the optimal target parameters can be effectively determined by searching within a preset parameter range using the least squares method, which is simple to calculate and easy to implement, thereby quickly obtaining the optimal target parameters and improving processing efficiency.

[0064] In some alternative embodiments, determining target parameters of an actuator response mode corresponding to a target speed interval by searching a preset parameter range using a least squares method based on the initial vehicle speed, initial vehicle acceleration, and historical braking distance corresponding to the historical response sample may include determining a fitted braking distance corresponding to the historical response sample for the currently searched parameters based on the initial vehicle speed and initial vehicle acceleration corresponding to the historical response sample for the currently searched parameters, and determining target parameters of an actuator response mode corresponding to the target speed interval based on the historical braking distance, fitted braking distance, and the currently searched parameters corresponding to the historical response sample.

[0065] Here, the currently searched parameters may be parameters after the previous optimization and update. If the current search is the first search, the currently searched parameters may be initialized parameters. The fitted braking distance corresponding to the historical response sample with the currently searched parameters may refer to the braking distance of the response process in which the actuator responds according to the current actuator response mode determined by the currently searched parameters in the historical vehicle state of the historical response sample. Specifically, the currently searched parameters are set to the corresponding parameter item in the actuator response mode to obtain the current actuator response mode, a braking operation is performed according to the current actuator response mode, and the braking distance of the vehicle at the end of the response is fitted to obtain the fitted braking distance. After obtaining the fitted braking distance, the target parameters of the actuator response mode corresponding to the target speed section can be determined based on the historical braking distance corresponding to the historical response sample, the fitted braking distance, and the currently searched parameters. Specifically, it can be determined whether the error between the fitted braking distance with the currently searched parameters and the historical braking distance satisfies the termination condition for the optimization iteration. If the termination condition is met, the currently searched parameters can be set as the target parameters. If the termination condition is not met, the currently searched parameters can be updated based on the error between the historical braking distance and the fitted braking distance, and the above process can be repeated based on the updated parameters until the termination condition is met and the optimal target parameters are obtained.

[0066] In this embodiment, during the search, a fitted braking distance corresponding to a historical response sample under the currently searched parameters can be determined based on the currently searched parameters, thereby facilitating the calculation of the error between the fitted braking distance and the historical braking distance, guiding the parameter update in the optimization process, and realizing continuous optimization of the parameters, thereby effectively obtaining the optimal target parameters.

[0067] In some alternative embodiments, determining a fitted braking distance corresponding to the historical response sample with the currently retrieved parameters based on the initial subject vehicle speed and initial subject vehicle acceleration corresponding to the historical response sample includes determining a current delay time in the delay phase of the actuator response process, a current pressure rise rate in the pressure rise phase of the actuator response process, and a current average deceleration rate in the pressure hold phase of the actuator response process based on the currently retrieved parameters; determining a first braking distance in the delay phase of the historical response sample, a second braking distance in the pressure rise phase of the historical response sample, and a third braking distance in the pressure hold phase of the historical response sample based on the initial subject vehicle speed, initial subject vehicle acceleration, current delay time, current pressure rise rate, and current average deceleration corresponding to the historical response sample; and determining a fitted braking distance corresponding to the historical response sample with the currently retrieved parameters based on the first braking distance, the second braking distance, and the third braking distance.

[0068] Here, the currently retrieved parameters may include description parameters of each stage of the actuator response mode, so that the current parameters of each stage of the actuator response process can be determined based on the currently retrieved parameters, where the current parameters include the current delay time, the current pressure rise rate, and the current average deceleration rate. Based on the kinematic model of each stage, the braking distance of each stage can be calculated. The braking distance of each stage is integrated to obtain the fitting braking distance of the response process.

[0069] In some alternative embodiments, the delay time may be represented as delay (which may be in seconds), the pressure rise rate may be represented as jerk (which may be in meters per cubic second), and the average deceleration may be represented as decel (which may be in meters per second per second). The initial host vehicle speed may be represented as v0, the initial host vehicle acceleration may be represented as a0, and the first braking distance d1 of the delay phase may be represented as follows: d1=v0*delay+0.5*a0*delay2 When the delay phase ends, the velocity v1 and acceleration a1 of the ego vehicle can be expressed as follows: v1=v 0+ a0*delay a1=a0 The second braking distance d2 of the pressure rise phase can be expressed as follows: d2=v1*t1+0.5*a1*t1 2 +1 / 6*jerk*t1 3 t1=decel / jerk Here, t1 represents the time length when the pressure rises and reaches the average deceleration decel.

[0070] When the pressure rise phase is over, the velocity v2 and acceleration a2 of the host vehicle can be expressed as follows: v2=v1*t1+0.5*jerk*t1 2 a2=a1+jerk*t1 The third braking distance d3 in the pressure holding stage can be expressed as follows:

[0071]

number

[0072] t2=v2 / decel Here, t2 represents the length of time from when the pressure build-up phase ends (i.e., when the pressure hold phase begins) until braking to a stop.

[0073] From the above, the fitted braking distance s corresponding to the historical response sample with the currently retrieved parameters can be expressed as follows: s=d1+d2+d3

[0074] In some alternative embodiments, the historical braking distance of the actuator response process corresponding to the historical response sample can be calculated in the following manner.

[0075]

number

[0076] where dt represents the frame interval time, a(t) represents the sampled acceleration of the ego vehicle, v(t) represents the ego vehicle velocity estimated based on the sampled acceleration of the ego vehicle, yawrate(t) represents the sampled yaw rate (i.e., the rate of change of the azimuth angle), heading(t) represents the azimuth angle (also called the yaw angle) estimated based on the sampled yaw rate, and x t represents the estimated braking distance (i.e., the historical braking distance), and e(t) is the process noise, which may be Gaussian noise.

[0077] After obtaining the historical braking distance and the fitted braking distance corresponding to the historical response sample, an objective function value is calculated based on the historical braking distance, the fitted braking distance, and the objective function, and an iteration step size is calculated based on the objective function value. The currently searched parameters are updated based on the iteration step size to obtain new searched parameters. Furthermore, the newly searched parameters are taken as the currently searched parameters, and the above process is continued until an iteration termination condition is met, and the last searched parameters are taken as the target parameters. Here, the iteration step size can be determined using any applicable gradient descent method. The gradient descent method may include, for example, a stochastic gradient descent method, a Newton method, a Gauss-Newton method, etc. The objective function can be expressed as follows:

[0078]

number

[0079] where i represents the i-th historical response sample, n represents the number of historical response samples, and s i represents the fitted braking distance of the i-th historical response sample, and xti represents the historical braking distance of the i-th historical response sample. Based on minimizing the objective function, optimal target parameters are searched from a preset parameter range, and a target actuator response mode corresponding to the target speed interval is obtained based on the target parameters.

[0080] In this embodiment, a three-stage actuator response model is used to calculate the fitted braking distance of the historical response samples, and the error between the fitted braking distance of the historical response samples and the historical braking distance is calculated to guide the search for parameters, thereby effectively obtaining the optimal parameters.

[0081] FIG. 6 is a schematic flowchart of an active safety control method for a vehicle in motion provided in another exemplary embodiment of the present disclosure.

[0082] In some alternative embodiments, as shown in FIG. 6, the method may further include steps 401 and 402 after performing active safety control on the vehicle in response to an active safety trigger condition.

[0083] In step 401, a new response sample is determined that corresponds to the current speed and includes new actuator response information and a new vehicle state.

[0084] Here, if the active safety trigger state has been triggered, during the triggering of a subsequent active safety function, the actuator response information (i.e., new actuator response information) and the vehicle state (i.e., new vehicle state) are recorded, thereby obtaining a new response sample corresponding to the current speed.

[0085] In step 402, the target actuator response mode corresponding to the current velocity is updated based on the new response sample to obtain an updated target actuator response mode.

[0086] Here, updating the target actuator response mode corresponding to the current speed based on a new response sample can mean using the new response sample as the response sample for the target speed interval to which the current speed belongs, searching again for optimal parameters in accordance with the optimization process described above based on the target parameters of the target actuator response mode to obtain updated parameters, and further obtaining an updated target actuator response mode based on the updated parameters.

[0087] In this embodiment, as the vehicle travels, response samples can continue to be accumulated and the actuator response mode for each speed section can continue to be updated; with the continuous accumulation of response samples, the richness and diversity of the response samples can be improved, thereby further improving the accuracy and robustness of the actuator response mode; as a result, the actuator response models used each time the active safety trigger state is determined are all currently optimal models; and further, the accuracy of the active safety trigger state can be further improved, so that the active safety function can be triggered at the optimal timing.

[0088] FIG. 7 is a schematic flowchart of an active safety control method for a vehicle during driving provided in a further exemplary embodiment of the present disclosure.

[0089] In some alternative embodiments, as shown in FIG. 7, step 203 of determining an active safety trigger state in a target actuator response mode of the vehicle based on a current host vehicle state and a current obstacle state may include steps 2031 to 2034.

[0090] In step 2031, based on the current state of the host vehicle and the current state of the obstacle, the predicted states of the host vehicle and the predicted states of the obstacle corresponding to each stage in the actuator response process are determined.

[0091] Here, the predicted state of the host vehicle may include the future speed, future deceleration, and future position of the host vehicle, which correspond to each stage in the response process. The predicted state of an obstacle may include the future distance of the obstacle relative to the host vehicle, the future speed of the obstacle, and the like.

[0092] In some alternative embodiments, the predicted state of the ego vehicle and the ego-related states, such as the current ego vehicle state and the historical ego vehicle state, may refer to the state in the global coordinate system of the ego vehicle. The global coordinate system may be, for example, a world coordinate system or a local coordinate system when the ego vehicle is located at its initial position. The predicted state of an obstacle may refer to the state of the obstacle in the local coordinate system of the ego vehicle.

[0093] In some alternative embodiments, the predicted state of the host vehicle corresponding to a stage may include the state of each trajectory point of the host vehicle on the predicted trajectory of that stage. The predicted state of an obstacle may include the obstacle state corresponding to each trajectory point of the host vehicle. In other words, each stage corresponds to one or more trajectory points, and the host vehicle state and obstacle state at each trajectory point can be predicted.

[0094] In step 2032, the movement states of the vehicle and the obstacle are determined based on the predicted states of the host vehicle and the obstacles corresponding to each stage.

[0095] Here, the moving states of the vehicle and the obstacle may include a state in which the vehicle and the obstacle are stationary at the same time, a state in which the vehicle and the obstacle are moving at the same time, a state in which the vehicle is stationary but the obstacle is moving, a state in which the vehicle is moving but the obstacle is stationary, etc. The state in which the vehicle and the obstacle are moving at the same time may include a state in which the vehicle accelerates but the obstacle decelerates, a state in which the vehicle decelerates but the obstacle accelerates, a state in which the vehicle decelerates and the obstacle also decelerates, a state in which the vehicle accelerates and the obstacle also accelerates, etc.

[0096] In some alternative embodiments, the movement state of the vehicle can be determined based on the predicted state of the host vehicle, and the movement state of the vehicle may include two states: a state in which the vehicle is stationary and a state in which the vehicle is moving. The movement state of the obstacle can be determined by combining the movement state of the vehicle and the predicted state of the obstacle, and the movement state of the obstacle can include two states: a state in which the obstacle is stationary and a state in which the obstacle is moving. Furthermore, the movement states of the vehicle and the obstacle can be determined by combining the movement state of the vehicle and the movement state of the obstacle. For example, if the movement state of the vehicle is stationary and it is determined based on the predicted state of the obstacle that the obstacle is stationary relative to the vehicle, the movement states of the vehicle and the obstacle can be determined to be stationary at the same time. If the movement state of the vehicle is stationary and the obstacle is moving relative to the vehicle, the movement states of the vehicle and the obstacle can be determined to be stationary but the obstacle is moving. If the movement state of the vehicle is moving and the obstacle is stationary relative to the vehicle, the movement states of the vehicle and the obstacle can be determined to be moving at the same time. When the vehicle's movement state is a moving state and the obstacle is moving relative to the vehicle, the movement states of the vehicle and the obstacle can be determined to be a simultaneous moving state, or a state in which the vehicle is moving but the obstacle is stationary, depending on the specific speeds, accelerations, azimuth angles, etc. of the vehicle and the obstacle. The relative movement direction between the vehicle and the obstacle can also be determined based on the predicted state of the vehicle and the predicted state of the obstacle.

[0097] In step 2033, the minimum distance between the vehicle and the obstacle in the actuator response process is determined based on the movement states of the vehicle and the obstacle.

[0098] Here, the minimum distance between the vehicle and the obstacle in the actuator response process may refer to the minimum distance between the vehicle and the obstacle while the vehicle is braking according to the target actuator response mode.

[0099] In some alternative embodiments, the vehicle and obstacle movement states, the predicted state of the ego vehicle, and the predicted state of the obstacle may be combined to determine the minimum distance between the vehicle and the obstacle.

[0100] In step 2034, an active safety trigger condition is determined based on the minimum distance and the safety distance threshold.

[0101] Here, the safety distance threshold can be set according to actual circumstances such as the size and performance of the vehicle, and detailed description will be omitted. If the minimum distance is less than the safety distance threshold, the active safety trigger state can be determined to be triggered; otherwise, the active safety trigger state can be determined to be untriggered.

[0102] In this embodiment, the predicted state of the host vehicle is obtained from the vehicle's actual actuator response mode at the current speed. Therefore, by comprehensively taking into account the actual response characteristics of the vehicle's actuators, the calculated minimum distance becomes more accurate and reliable, and further the accuracy of the trigger timing of the active safety function can be improved.

[0103] In some alternative embodiments, the timing at which the minimum distance occurs can be determined based on the movement states of the vehicle and the obstacle. The timing at which the minimum distance occurs can include a situation where the distance is minimum when the host vehicle brakes to a stop, a situation where the distance is minimum when the host vehicle and the obstacle are traveling at the same speed, etc. Furthermore, the minimum distance between the vehicle and the obstacle in the actuator response process can be determined according to the timing at which the minimum distance occurs.

[0104] In some alternative embodiments, if the movement state of the vehicle and the obstacle is such that the vehicle is decelerating and the obstacle is either constant or accelerating, and the current speed of the vehicle is faster than the current speed of the obstacle, it can be determined that the distance between the vehicle and the obstacle will be smallest when they reach the same speed. If the movement state of the vehicle and the obstacle is such that the vehicle is decelerating and the obstacle is also decelerating, and the current speed of the vehicle is faster than the current speed of the obstacle, it can be determined that the distance between the vehicle and the obstacle will be smallest when the vehicle brakes to a stop. If the distance is smallest when they are at the same speed, the distance between the vehicle and the obstacle when they are at the same speed can be determined as the minimum distance. If the distance is smallest when they brake to a stop, the distance between the vehicle and the obstacle when they brake to a stop can be determined as the minimum distance.

[0105] In this embodiment, the timing at which the minimum distance appears can be determined based on the specific movement conditions of the vehicle and the obstacle, and the minimum distance between the vehicle and the obstacle can be determined according to the timing at which the minimum distance appears, so that the situation in which the distance is minimum when the vehicle is traveling at the same speed and the situation in which the distance is minimum when braking to a stop can be compatible, thereby effectively improving the accuracy of the minimum distance. This avoids the occurrence of a situation in which the active safety trigger state is inaccurate, which would occur if the active safety trigger state were determined directly based on the distance when braking to a stop.

[0106] In some alternative embodiments, Fig. 8 is a schematic diagram of an actuator response mode provided in an exemplary embodiment of the present disclosure. As shown in Fig. 8, a three-stage actuator response mode is taken as an example, and the three-stage actuator response process may include a delay stage, a pressure increase stage, and a pressure hold stage.

[0107] In some alternative embodiments, Figure 9 is a flowchart of an active safety control method for a vehicle in motion provided in an exemplary embodiment of the present disclosure. As shown in Figure 9, the method of the embodiment of the present disclosure may include steps 501 to 507.

[0108] In step 501, data is recorded. During vehicle running, actuator response information of the vehicle at different speeds and the state of the host vehicle in the actuator response process are recorded to obtain actuator response samples at different speeds.

[0109] In step 502, fitting of the actuator response modes is performed. Based on fitting of the recorded actuator response samples, the actuator response modes for different speed intervals are obtained.

[0110] In step 503, the vehicle state, ie, the current vehicle state, is determined in real time.

[0111] In step 504, the obstacle condition is visually sensed, i.e., the current obstacle condition is determined.

[0112] In step 505, an active safety trigger state is determined, i.e., the active safety trigger state is determined based on the current host vehicle state, the current obstacle state, and the acquired actuator response modes for different speed sections. Specifically, the current speed is determined based on the current host vehicle state, a target actuator response mode corresponding to the current speed is determined based on the current speed and the actuator response modes for different speed sections, and the active safety trigger state in the target actuator response mode of the vehicle is determined based on the current host vehicle state and the current obstacle state.

[0113] In step 506, the active safety trigger state transitions are managed through a state machine.

[0114] In step 507, active safety control is performed. That is, when the state of the state machine transitions to the trigger state, a requested deceleration is sent to the actuator to control the actuator to perform active braking according to the requested deceleration.

[0115] In this embodiment, by acquiring true response samples of the vehicle at different speeds and fitting actuator response modes corresponding to the acquired different speed sections, it is possible to determine in real time while the vehicle is traveling whether or not the current timing is optimal for triggering an active safety function, based on the vehicle state and obstacle state, in conjunction with the actuator response mode of the vehicle's actuator at the real-time speed, thereby enabling the vehicle to trigger the active safety function at the optimal timing.

[0116] In some alternative embodiments, Figure 10 is a flowchart of a flow for recording a response sample provided in an exemplary embodiment of the present disclosure. As shown in Figure 10, the flow for recording a response sample may include steps 511 to 516.

[0117] In step 511, the observation of a rising edge signal of the actuator response triggers the collection of data.

[0118] In step 512, the start frame of the actuator response is recorded, ie, the start time of the actuator response is recorded.

[0119] In step 513, the ego vehicle state data in the actuator response process is recorded. The ego vehicle state data may include the ego vehicle state for one frame or multiple frames.

[0120] Obstacle condition data sensed during the actuator response process is recorded at step 514. The obstacle condition data may include the obstacle conditions for one frame or multiple frames.

[0121] In step 515, it is determined whether a falling edge of the actuator response has been observed. If a falling edge has not been observed, the process returns to step 513 to continue recording data.

[0122] In step 516, if a falling edge of the actuator response is observed, the end frame of the actuator response (i.e., the end time of the actuator response) is recorded, and data collection for this response process is terminated.

[0123] In this embodiment, response samples of the vehicle's actuators can be collected and recorded while the vehicle is traveling, thereby realizing an accumulation of response samples for determining or updating the actuator response mode corresponding to the vehicle at each speed section, thereby enabling the accuracy and robustness of the actuator response mode to be continuously improved.

[0124] 11 is a flowchart of a fitting flow of the actuator response mode provided in one exemplary embodiment of the present disclosure. As shown in FIG. 11, the fitting flow of the actuator response mode may include steps 521 to 525.

[0125] In step 521, historical response samples are obtained for each speed interval acquired by data collection.

[0126] In step 522, the braking distance of the host vehicle at each historical response sample (ie, the historical braking distance described above) is calculated.

[0127] In step 523, a parameter combination is searched from a preset parameter range based on the description parameters of the set actuator response model (i.e., actuator response mode), and a fitting braking distance for the parameter combination is determined.

[0128] In step 524, the parameter combination that minimizes the error between the braking distance of the subject vehicle and each historical response sample, that is, the optimal parameter combination (i.e., target parameters), is determined.

[0129] In step 525, a fitted actuator response model is output based on the optimal parameter combination.

[0130] In this embodiment, by fitting the actuator response model of the vehicle in each speed section through the actual historical response samples of the vehicle, each actuator response model can more effectively represent the actual actuator response situation of the vehicle in the corresponding speed section, thereby further improving the accuracy and effectiveness of the active safety trigger state when the actuator response model is used for the active safety trigger state of the vehicle.

[0131] In some alternative embodiments, a flowchart for determining an active safety trigger state is provided in an exemplary embodiment of the present disclosure, as shown in FIG. 12. As shown in FIG. 12, the flow for determining the active safety trigger state may include steps 531 to 538.

[0132] In step 531, the current vehicle state and the current obstacle state are determined.

[0133] In step 532, the movement states of the host vehicle and the obstacle at each stage are calculated based on the target actuator response model at the current speed.

[0134] In step 533, it is determined when the minimum distance occurs.

[0135] In step 534, if the distance when braking to a stop is the minimum, the distance between the host vehicle and the obstacle when braking to a stop is set as the minimum distance for the actuator response process.

[0136] In step 535, if the distance when the speeds are the same is the minimum, the distance between the host vehicle and the obstacle when the speeds are the same is set as the minimum distance for the actuator response process.

[0137] In step 536, it is determined whether the minimum distance is greater than the safe distance (ie, the safe distance threshold).

[0138] In step 537, if the minimum distance is greater than the safe distance, it can be determined that the active safety function does not need to be triggered, i.e., the active safety trigger state is untriggered.

[0139] In step 538, if the minimum distance is less than or equal to the safe distance, it may be determined that an active safety function needs to be triggered, and the active safety trigger state is triggered.

[0140] The method of the present disclosure provides active safety control with a more reliable basis for determining trigger timing based on the actual response characteristics of the vehicle's actuators. As the vehicle travels, it continuously accumulates actuator response samples and updates and optimizes the actuator response mode for each speed range based on the most recent response samples, thereby adjusting the trigger timing of the active safety function. This allows for self-adaptive adjustment of the trigger timing based on the actual effect of the actuator, allowing the vehicle to effectively and self-adaptively determine the most reasonable trigger timing that matches the vehicle's performance. This effectively improves the robustness of the active safety function and provides a safer driving and riding experience for the driver and passengers. The trigger timing of the active safety function may include warning timing and braking trigger timing for automatic emergency braking and auxiliary warnings. Furthermore, it can balance the situation where the distance is minimized at the same speed and the situation where the distance is minimized when braking to a stop, effectively improving the accuracy of the minimum distance. This avoids the occurrence of inaccurate active safety trigger status determination, which occurs when the active safety trigger status is directly determined based on the distance when braking to a stop.

[0141] The above-described embodiments of the present disclosure may be implemented alone or in any combination unless they are inconsistent, and may be specifically set according to actual needs, and are not limited in the present disclosure.

[0142] Any of the methods for active safety control during vehicle driving provided in the embodiments of the present disclosure may be executed by any appropriate device having data processing capabilities, including, but not limited to, a terminal device, a server, etc. Alternatively, any of the methods for active safety control during vehicle driving provided in the embodiments of the present disclosure may be executed by a processor, for example, the processor calls corresponding instructions stored in a memory to execute any of the methods for active safety control during vehicle driving mentioned in the embodiments of the present disclosure. Hereinafter, redundant explanations will be omitted.

[0143] Exemplary Apparatus 13 is a structural schematic diagram of an active safety control device for a vehicle during driving provided in an exemplary embodiment of the present disclosure. The device of this embodiment can be used to implement the corresponding method embodiment of the present disclosure, and the device as shown in FIG. 13 may include a first processing module 61, a second processing module 62, a third processing module 63, and a control module 64.

[0144] The first processing module 61 may be used to determine the current subject state of the vehicle and the current obstacle state sensed by the vehicle.

[0145] The second processing module 62 can be used to determine a corresponding target actuator response mode at the current speed of the vehicle.

[0146] The third processing module 63 can be used to determine active safety trigger conditions for a target actuator response mode of the vehicle based on the current host vehicle state and the current obstacle state.

[0147] The control module 64 can be used to provide active safety control to the vehicle in response to active safety trigger conditions.

[0148] FIG. 14 is a structural schematic diagram of an active safety control device during vehicle running provided in another exemplary embodiment of the present disclosure.

[0149] In some alternative embodiments, as shown in FIG. 14, the second processing module 62 may include a first processing unit 621 that can be used to determine a target speed interval corresponding to the current speed, and a second processing unit 622 that can be used to determine a target actuator response mode from the actuator response modes corresponding to each acquired speed interval, depending on the target speed interval.

[0150] In some alternative embodiments, the apparatus of the presently disclosed embodiments may further include a fourth processing module 71, as shown in FIG.

[0151] The fourth processing module 71 can be used to obtain a target actuator response mode for a target speed zone to which the current speed belongs by acquiring historical response samples of the vehicle traveling at a speed within the target speed zone. Here, the historical response samples include historical actuator response information and a historical vehicle state. The fourth processing module 71 determines a target actuator response mode corresponding to the target speed zone based on the historical actuator response information and the historical vehicle state of the historical response samples.

[0152] In some alternative embodiments, the fourth processing module 71 can be used specifically to determine the historical braking distance of the actuator response process corresponding to the historical response sample based on historical actuator response information and historical vehicle state; determine the corresponding initial vehicle speed and initial vehicle acceleration at the historical response sample of the actuator response mode for the target speed interval based on the historical vehicle state of the historical response sample; determine target parameters of the actuator response mode corresponding to the target speed interval based on the initial vehicle speed, initial vehicle acceleration, historical braking distance, and preset parameter ranges of the actuator response mode corresponding to the historical response sample; and determine a target actuator response mode corresponding to the target speed interval based on the target parameters of the actuator response mode corresponding to the target speed interval.

[0153] In some alternative embodiments, the fourth processing module 71 can be used to determine target parameters of the actuator response mode corresponding to the target speed interval by searching within a preset parameter range using the least squares method based on the initial vehicle speed, initial vehicle acceleration, and historical braking distance corresponding to the historical response samples.

[0154] In some alternative embodiments, the fourth processing module 71 can be used specifically to determine a fitted braking distance corresponding to a historical response sample for the currently retrieved parameters based on the initial vehicle speed and initial vehicle acceleration corresponding to the historical response sample for the currently retrieved parameters, and to determine target parameters of an actuator response mode corresponding to a target speed interval based on the historical braking distance corresponding to the historical response sample, the fitted braking distance, and the currently retrieved parameters.

[0155] In some alternative embodiments, the fourth processing module 71 can be specifically used for determining, based on the currently retrieved parameters, a current delay time in the delay phase of the actuator response process, a current pressure rise rate in the pressure rise phase of the actuator response process, and a current average deceleration rate in the pressure hold phase of the actuator response process; determining a first braking distance in the delay phase of the historical response sample, a second braking distance in the pressure rise phase of the historical response sample, and a third braking distance in the pressure hold phase of the historical response sample based on the initial vehicle speed, initial vehicle acceleration, current delay time, current pressure rise rate, and current average deceleration corresponding to the historical response sample; and determining a fitted braking distance corresponding to the historical response sample with the currently retrieved parameters based on the first braking distance, the second braking distance, and the third braking distance.

[0156] In some alternative embodiments, as shown in FIG. 14, the apparatus of the disclosed embodiment may further include a first determination module 81 that can be used to determine a new response sample corresponding to the current speed, including new actuator response information and a new vehicle state, and a fifth processing module 82 that can be used to update the target actuator response mode corresponding to the current speed based on the new response sample to obtain an updated target actuator response mode.

[0157] In some alternative embodiments, as shown in FIG. 14 , the third processing module 63 may include a third processing unit 631 that can be used to determine a predicted state of the host vehicle and a predicted state of the obstacle, respectively corresponding to each stage in the actuator response process, based on the current host vehicle state and the current obstacle state; a fourth processing unit 632 that can be used to determine the movement states of the vehicle and the obstacle, respectively corresponding to each stage; a fifth processing unit 633 that can be used to determine the minimum distance between the vehicle and the obstacle in the actuator response process, based on the movement states of the vehicle and the obstacle; and a sixth processing unit 634 that can be used to determine an active safety trigger state based on the minimum distance and a safety distance threshold.

[0158] The beneficial technical effects corresponding to the exemplary embodiments of the present apparatus can be referred to the beneficial technical effects corresponding to the exemplary method part above, and detailed description thereof will be omitted here.

[0159] Exemplary Electronic Devices FIG. 15 is a structural diagram of an electronic device provided in an embodiment of the present disclosure, where an electronic device 90 includes at least one processor 91 and a memory 92.

[0160] The processor 91 may be a central processing unit (CPU) or other form of processing unit having data processing and / or instruction execution capabilities, and may control other components within the electronic device 90 to perform desired functions.

[0161] The memory 92 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. Volatile memory may include, for example, random access memory (RAM) and / or cache memory. Non-volatile memory may include, for example, read-only memory (ROM), a hard disk, flash memory, etc. One or more computer program instructions may be stored in the computer-readable storage medium, and the processor 91 may operate the one or more computer program instructions to implement the methods and / or other desired functions in each embodiment of the present disclosure described above.

[0162] In one example, electronic device 90 may further include input devices 93 and output devices 94, which are connected to one another via a bus system and / or other form of connection (not shown).

[0163] The input device 93 may further include, for example, a keyboard, a mouse, and the like.

[0164] The output device 94 can output various information to the outside, and can include, for example, a display, a speaker, a printer, a communication network, and a remote output device connected thereto.

[0165] 15 shows only some of the components in the electronic device 90 that are relevant to the present disclosure, and omits components such as buses, input / output interfaces, etc. The electronic device 90 may further include any other appropriate components depending on the specific application.

[0166] Exemplary Computer Program Products and Computer-Readable Storage Media In addition to the above methods and apparatuses, embodiments of the present disclosure may further provide a computer program product including computer program instructions, which, when executed by a processor, cause the processor to perform the method steps of the various embodiments of the present disclosure described in the "Exemplary Method" section above.

[0167] The computer program product may be written with program code for carrying out operations of embodiments of the present disclosure in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java, C++, etc., and traditional procedural programming languages ​​such as "C" or similar programming languages. The program code may execute entirely on a user's computing device, partially on a user's device, as separate software packages, partially on a user's computing device and partially on a remote computing device, or entirely on a remote computing device or a server.

[0168] Additionally, an embodiment of the present disclosure may be a computer-readable storage medium having stored thereon computer program instructions that, when executed by a processor, cause the processor to perform the method steps of the various embodiments of the present disclosure described in the "Exemplary Method" section above.

[0169] The computer-readable storage medium may be any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. The readable storage medium may include, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (non-exhaustive list) of readable storage media include an electrical connection having one or more wires, a portable disk, a hard drive, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0170] Although the basic principles of the present disclosure have been described above with reference to specific embodiments, the benefits, advantages, effects, etc. mentioned in the present disclosure are not limited but merely illustrative, and these benefits, advantages, effects, etc. do not necessarily belong to each embodiment of the present disclosure. Furthermore, the specific details disclosed above are not limited but merely serve to serve as examples and to facilitate understanding, and the above details do not necessarily limit the present disclosure to be realized by the above specific details.

[0171] Those skilled in the art can make various modifications and variations to the present disclosure without departing from the spirit and scope of the present disclosure. Thus, if these modifications and variations of the present disclosure fall within the scope of the claims of the present disclosure and their equivalents, the present disclosure also intends to include these modifications and variations.

Claims

1. determining a current subject state of a vehicle and a current obstacle state sensed by said vehicle; determining a corresponding target actuator response mode at a current speed of the vehicle; determining an active safety trigger state for the target actuator response mode of the vehicle based on the current host vehicle state and the current obstacle state; and performing active safety control on the vehicle in response to the active safety trigger state. An active safety control method for a vehicle in motion that is executed by an active safety control device for a vehicle in motion.

2. determining the corresponding target actuator response mode at a current speed of the vehicle, determining a target speed zone corresponding to the current speed; determining the target actuator response mode from actuator response modes corresponding to different speed zones in accordance with the target speed zone; 2. The active safety control method for a vehicle in motion according to claim 1.

3. The target actuator response mode is acquiring a historical response sample including historical actuator response information and a historical vehicle state when the vehicle traveled at a speed within the target speed zone to which the current speed belongs; determining the target actuator response mode corresponding to the target speed zone based on the historical actuator response information of the historical response samples and the historical vehicle state; 2. The active safety control method for a vehicle in motion according to claim 1.

4. determining the target actuator response mode corresponding to the target speed zone based on the historical actuator response information of the historical response sample and the historical host vehicle state, determining a historical braking distance of an actuator response process corresponding to the historical response sample based on the historical actuator response information and the historical subject vehicle state; determining an initial host vehicle speed and an initial host vehicle acceleration corresponding to the actuator response mode of the target speed zone in the historical response samples based on the historical host vehicle state of the historical response samples; determining target parameters of an actuator response mode corresponding to the target speed zone based on the initial host vehicle speed, the initial host vehicle acceleration, the historical braking distance, and a preset parameter range of an actuator response mode corresponding to the historical response sample; determining the target actuator response mode corresponding to the target speed interval based on target parameters of the actuator response mode corresponding to the target speed interval; 4. The active safety control method for a vehicle in motion according to claim 3.

5. determining a target parameter of an actuator response mode corresponding to the target speed zone based on the initial host vehicle speed, the initial host vehicle acceleration, the historical braking distance, and a preset parameter range of an actuator response mode corresponding to the historical response sample, determining target parameters of an actuator response mode corresponding to the target speed interval by searching within a preset parameter range using a least squares method based on the initial host vehicle speed, the initial host vehicle acceleration, and the historical braking distance corresponding to the historical response sample; 5. The active safety control method for a vehicle in motion according to claim 4.

6. determining a target parameter of an actuator response mode corresponding to the target speed section by searching within a preset parameter range using a least squares method based on the initial host vehicle speed, the initial host vehicle acceleration, and the historical braking distance corresponding to the historical response sample, determining a fitted braking distance corresponding to the historical response sample for the currently retrieved parameters based on the initial host vehicle speed and the initial host vehicle acceleration corresponding to the historical response sample for the currently retrieved parameters; determining the target parameters of an actuator response mode corresponding to the target speed interval based on the historical braking distance corresponding to the historical response samples, the fitted braking distance, and the currently retrieved parameters; 6. The active safety control method for a vehicle in motion according to claim 5.

7. determining the fitted braking distance corresponding to the historical response sample under the currently retrieved parameters based on the initial host vehicle speed and the initial host vehicle acceleration corresponding to the historical response sample, determining a current delay time in a delay phase of the actuator response process, a current pressure rise rate in a pressure rise phase of the actuator response process, and a current average deceleration rate in a pressure hold phase of the actuator response process based on the currently retrieved parameters; determining a first braking distance in the delay phase of the historical response sample, a second braking distance in the pressure rise phase of the historical response sample, and a third braking distance in the pressure hold phase of the historical response sample based on the initial host vehicle speed, the initial host vehicle acceleration, the current delay time, the current pressure rise rate, and the current average deceleration corresponding to the historical response sample; determining the fitted braking distance corresponding to the historical response sample under the currently retrieved parameters based on the first braking distance, the second braking distance, and the third braking distance; 7. The active safety control method for a vehicle in motion according to claim 6.

8. After the step of performing active safety control on the vehicle in response to the active safety trigger state, determining a new response sample corresponding to the current speed, the new response sample including new actuator response information and a new vehicle state; updating the target actuator response mode corresponding to the current velocity based on the new response sample to obtain an updated target actuator response mode. The active safety control method for a vehicle during travel according to any one of claims 1 to 7.

9. determining the active safety trigger state in the target actuator response mode of the vehicle based on the current host vehicle state and the current obstacle state, determining a predicted state of the host vehicle and a predicted state of the obstacle corresponding to each stage in an actuator response process based on the current host vehicle state and the current obstacle state; determining movement states of the vehicle and the obstacle based on the predicted states of the host vehicle and the predicted states of the obstacle corresponding to each of the stages; determining a minimum distance between the vehicle and the obstacle during the actuator response process based on the movement states of the vehicle and the obstacle; determining the active safety trigger condition based on the minimum distance and a safety distance threshold. The active safety control method for a vehicle during travel according to any one of claims 1 to 7.

10. a first processing module for determining a current subject state of a vehicle and a current obstacle state sensed by said vehicle; a second processing module for determining a corresponding target actuator response mode at a current speed of the vehicle; a third processing module for determining an active safety trigger state for the target actuator response mode of the vehicle based on the current host vehicle state and the current obstacle state; a control module for performing active safety control on the vehicle in response to the active safety trigger state. Active safety control device while the vehicle is in motion.

11. A computer-readable storage medium storing a computer program for carrying out the method according to any one of claims 1 to 7.

12. a processor; a memory for storing instructions executable by the processor; The processor is adapted to read and execute the executable instructions from the memory to perform the method of any one of claims 1 to 7. electronic equipment.

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