A method and device for preventing collisions involving the entire vehicle, an automobile, and a storage medium.
Patent Information
- Application Number
- JP2025568926
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- Priority Date
- 2024-07-31
- Filing Date
- 2025-07-18
- Publication Date
- 2026-09-03
Smart Images
Figure 2026529874000001_ABST
Abstract
Description
Technical Field
[0001] The present disclosure belongs to the technical field of vehicle engineering, and particularly relates to a vehicle overall collision prevention method and apparatus for a vehicle, an automobile, and a storage medium.
Background Art
[0002] The description of this part merely provides background technical information related to the present disclosure, and does not necessarily constitute prior art.
[0003] With the progress of autonomous driving technology, autonomous driving functions have been introduced into an increasing number of scenes. Safety and comfort are the main objectives that need to be ensured in the design of autonomous driving functions, and the compatibility of both is what users desire.
Summary of Invention
[0004] The present disclosure provides a vehicle overall collision prevention method and apparatus for a vehicle, an automobile, and a storage medium. The above technical solution is as follows.
[0005] According to some embodiments of this disclosure Provided is a vehicle overall collision prevention method for a vehicle, comprising: determining whether a preceding vehicle of the current vehicle performs a deceleration operation; when the preceding vehicle performs a deceleration operation, calculating a collision risk coefficient between the current vehicle and the preceding vehicle; determining whether the collision risk coefficient is greater than a set first threshold; when the collision risk coefficient is greater than the set first threshold, calculating respective longitudinal collision risk coefficients of the current vehicle in a first deceleration strategy, a second deceleration strategy and a third deceleration strategy; comparing the longitudinal collision risk coefficient with a set second threshold, determining a target deceleration strategy based on a comparison result, and controlling the current vehicle to execute the target deceleration strategy; wherein a deceleration value of the first deceleration strategy is less than a deceleration value of the second deceleration strategy, the deceleration value of the second deceleration strategy is less than a deceleration value of the third deceleration strategy, and the target deceleration strategy is one of the first deceleration strategy, the second deceleration strategy and the third deceleration strategy.
[0006] In some embodiments, comparing the above-mentioned longitudinal collision risk coefficient with a set second threshold and determining a target deceleration strategy based on the comparison result includes determining the third deceleration strategy as the target deceleration strategy if the longitudinal collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are all greater than the set second threshold.
[0007] In some embodiments, comparing the above-mentioned longitudinal collision risk coefficient with a set second threshold and determining a target deceleration strategy based on the comparison result includes determining the target deceleration strategy in accordance with the priority order of the first deceleration strategy, the second deceleration strategy and the third deceleration strategy if there is at least one longitudinal collision risk coefficient that is less than or equal to the set second threshold among the longitudinal collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy and the third deceleration strategy, respectively.
[0008] In some embodiments, determining the target deceleration strategy according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy includes determining the first deceleration strategy as the target deceleration strategy if the longitudinal collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are all below a set second threshold.
[0009] In some embodiments, determining the target deceleration strategy according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy further includes determining the second deceleration strategy as the target deceleration strategy if the longitudinal collision risk coefficient corresponding to the first deceleration strategy is greater than a set second threshold, and the longitudinal collision risk coefficients corresponding to the second deceleration strategy and the third deceleration strategy are both less than or equal to the set second threshold.
[0010] In some embodiments, determining the target deceleration strategy according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy further includes determining the third deceleration strategy as the target deceleration strategy if the longitudinal collision risk coefficients corresponding to the first deceleration strategy and the second deceleration strategy are greater than a set second threshold, and the longitudinal collision risk coefficient corresponding to the third deceleration strategy is less than or equal to a set second threshold.
[0011] In some embodiments, if the vehicle ahead is not performing a deceleration operation but the vehicle ahead of the vehicle ahead is performing a deceleration operation, the system further includes determining whether the deceleration of the vehicle ahead of the vehicle ahead is greater than a set deceleration threshold, if the deceleration of the vehicle ahead of the vehicle ahead is less than or equal to the set deceleration threshold, the current vehicle maintains its current driving state, and if the deceleration of the vehicle ahead of the vehicle ahead is greater than the set deceleration threshold, the current vehicle executes a first deceleration strategy.
[0012] According to some embodiments of this disclosure The present invention provides a vehicle-wide collision prevention device, comprising: a first determination module for determining whether or not the vehicle in front of the vehicle is currently performing a deceleration operation; a first calculation module for calculating a collision risk coefficient between the current vehicle and the vehicle in front if the vehicle in front is performing a deceleration operation; a second determination module for determining whether or not the collision risk coefficient is greater than a set first threshold; a second calculation module for calculating the respective longitudinal collision risk coefficients for the current vehicle's first deceleration strategy, second deceleration strategy, and third deceleration strategy if the collision risk coefficient is greater than the set first threshold; and an execution module for comparing the longitudinal collision risk coefficient with the set second threshold, determining a target deceleration strategy based on the comparison result, and controlling the current vehicle to execute the target deceleration strategy, wherein the deceleration value of the first deceleration strategy is less than the deceleration value of the second deceleration strategy, the deceleration value of the second deceleration strategy is less than the deceleration value of the third deceleration strategy, and the target deceleration strategy is one of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy.
[0013] According to some embodiments of this disclosure The present invention provides an automobile, which includes a memory for storing a computer program and a processor for executing the computer program stored in the memory in order to realize the steps of the vehicle-wide collision prevention method described above.
[0014] According to some embodiments of this disclosure The present invention provides a computer-readable storage medium on which a computer program is stored, and which, when the computer program is executed by a processor, realizes the steps of the vehicle-wide collision prevention method described above.
[0015] The advantages of each aspect of this disclosure are given in part in the following description, some of which become apparent from the following description or are understood through the implementation of this disclosure. [Brief explanation of the drawing]
[0016] The drawings in the specification, which constitute part of this disclosure, are provided to provide a further understanding of this disclosure, and the exemplary embodiments and descriptions thereof are for interpretation purposes only and do not constitute an unreasonable limitation of this disclosure. [Figure 1] This is a flowchart of a vehicle-wide collision prevention method for a vehicle provided by an embodiment of this disclosure. [Figure 2] This is a flowchart of a vehicle-wide collision prevention method for another vehicle provided by an embodiment of this disclosure. [Figure 3] This is a flowchart of a further vehicle-wide collision prevention method provided by embodiments of the present disclosure. [Figure 4] This is a schematic diagram of the structure of the vehicle-wide collision prevention device of a vehicle provided by the embodiments of this disclosure. [Figure 5] This is a schematic diagram of the structure of an automobile provided by the embodiments of this disclosure. [Modes for carrying out the invention]
[0017] It should be noted that the following detailed description is entirely illustrative and is intended to provide further explanation of the present disclosure. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which the present disclosure pertains.
[0018] It should be noted that the terminology used herein is only for the purpose of describing specific embodiments, and is not intended to limit the exemplary embodiments according to the present disclosure.
[0019] Unless there is a conflict, the embodiments of the present disclosure and the features of the embodiments can be combined with each other.
[0020] Before describing in detail the overall vehicle collision prevention method for a vehicle provided by the embodiments of the present application, the application scenarios, system architecture and execution environment of the embodiments of the present application will first be introduced.
[0021] First, the application scenarios according to the embodiments of the present application will be introduced.
[0022] With the advancement of autonomous driving technology, autonomous driving functions have been introduced into an increasingly wide range of scenarios. In the design of autonomous driving functions, it is first necessary to ensure driving safety and comfort, and achieving a balance between the two is what users expect. At present, the typical safety function, Autonomous Emergency Braking (abbreviated as AEB) strategy, and the comfort driving assistance strategy are separated. When a vehicle executes a risk collision avoidance strategy, a relatively large deceleration often brings a bad experience to users. Furthermore, in some cases, the triggering of AEB braking is too late and the deceleration is too large, which leads to rear-end collisions of following vehicles and secondary damage, and thus cannot meet users' expectations.
[0023] Based on such application scenarios, embodiments of the present application provide a vehicle overall collision prevention method for reducing collision risk and achieving both safety and comfort. The method can ensure driving safety, reduce the possibility of rear-end collisions, and at the same time meet users' needs for comfort.
[0024] Next, the system architecture of the embodiments of the present application will be introduced.
[0025] Embodiments of the present application provide an overall vehicle collision prevention system for a vehicle, and the system architecture includes microwave radar, a central gateway, an acoustic control module 、 Radio Receive Module ( RRM) , an instrument cluster module(I CM), a body control module (BCM) and an emergency brake light, etc. The microwave radar may be connected to the central gateway, the central gateway may be connected to the RRM, ICM and BCM respectively, and the BCM may be connected to the emergency brake light.
[0026] Based on the above system architecture, the solution of the present application uses BEV (Bird's Eye View) perception technology to analyze the current surrounding environment of the vehicle.
[0027] According to the types of input sensors, BEV perception technology is mainly divided into three categories: camera perception technology based on multi-view cameras (camera), perception technology based on lidar (lidar) and perception technology based on millimeter-wave radar (Radar). BEV perception technology based on fusion of multiple sensors (BEVfusion) takes data from multiple sensors such as image data collected by cameras and point cloud data collected by lidar as input, designs a fusion mechanism to perform information fusion on different modalities, which can obtain richer BEV features so as to improve the accuracy and robustness of BEV perception.
[0028] As an example, this invention uses BEV sensing technology to acquire the deceleration status of the vehicle in front of the current vehicle, and the deceleration status of the vehicle in front of the vehicle in front of the current vehicle.
[0029] As those skilled in the art will understand, the above system architecture is merely an example, and other existing or potentially emerging modules or components that are applicable to this application should be included in the claims and are incorporated herein by reference.
[0030] Next, the automobile collision prevention method provided by the embodiment of the present application will be interpreted and explained in detail, along with the drawings.
[0031] Figure 1 is a flowchart of a vehicle-wide collision prevention method provided by an embodiment of the present invention, which is applied to an automobile. In some embodiments, the method may be performed by the vehicle's electronic control unit (ECU). Referring to Figure 1, the method includes the following steps.
[0032] Step 1: Determine whether the vehicle in front of the current vehicle is performing a deceleration maneuver.
[0033] Step 2: If the vehicle ahead is slowing down, calculate the collision risk coefficient between your current vehicle and the vehicle ahead.
[0034] Step 3: Determine whether the collision risk coefficient is greater than the first threshold set.
[0035] Step 4: If the collision risk coefficient is greater than the first set threshold, calculate the longitudinal collision risk coefficients for the vehicle's first, second, and third deceleration strategies, where the deceleration value of the first deceleration strategy is less than the deceleration value of the second deceleration strategy, and the deceleration value of the second deceleration strategy is less than the deceleration value of the third deceleration strategy.
[0036] Step 5: Compare the longitudinal collision risk coefficient with a set second threshold, and based on the comparison result, the vehicle currently executes the corresponding deceleration strategy. That is, Step 5 may also involve comparing the longitudinal collision risk coefficient with a set second threshold, determining the target deceleration strategy based on the comparison result, and controlling the vehicle currently to execute the target deceleration strategy, where the target deceleration strategy is one of the first, second, and third deceleration strategies.
[0037] In this invention, it is determined whether the vehicle in front of the vehicle is currently decelerating, and if so, it is determined whether the collision risk coefficient at that time is greater than a set first threshold. If it is greater, the longitudinal collision risk coefficients for the first, second, and third deceleration strategies are calculated, and based on a comparison of the calculated longitudinal collision risk coefficients with the set second threshold, the corresponding deceleration strategy is executed, thereby ensuring driving safety and reducing the possibility of rear-end collisions, while simultaneously achieving the user's need for comfort.
[0038] In some embodiments, comparing the longitudinal collision risk coefficient with a set second threshold and having the vehicle currently execute a corresponding deceleration strategy based on the comparison result includes having the vehicle currently execute a third deceleration strategy if the longitudinal collision risk coefficients corresponding to the first, second, and third deceleration strategies are all greater than the set second threshold.
[0039] In other words, comparing the longitudinal collision risk coefficient with a set second threshold and determining the target deceleration strategy based on the comparison results includes determining the third deceleration strategy as the target deceleration strategy if the longitudinal collision risk coefficients corresponding to the first, second, and third deceleration strategies are all greater than the set second threshold.
[0040] In some embodiments, comparing the longitudinal collision risk coefficient with a set second threshold and having the vehicle currently execute a corresponding deceleration strategy based on the comparison result further includes selecting a strategy to be executed by the vehicle currently in accordance with the priority order of the first, second, and third deceleration strategies, if the longitudinal collision risk coefficients corresponding to the first, second, and third deceleration strategies, respectively, are less than or equal to the set second threshold.
[0041] In other words, comparing the longitudinal collision risk coefficient with a set second threshold and determining the target deceleration strategy based on the comparison result includes determining the target deceleration strategy in the order of priority of the first, second, and third deceleration strategies if, for each of the longitudinal collision risk coefficients corresponding to the first, second, and third deceleration strategies, there is at least one longitudinal collision risk coefficient that is less than or equal to the set second threshold.
[0042] In some embodiments, selecting a strategy to be executed by the vehicle in the order of priority of a first deceleration strategy, a second deceleration strategy, and a third deceleration strategy includes the vehicle executing the first deceleration strategy if the longitudinal collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are all below a set second threshold.
[0043] That is, determining the target deceleration strategy according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy includes determining the first deceleration strategy as the target deceleration strategy if the longitudinal collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are all below a set second threshold.
[0044] In some embodiments, selecting a strategy to be executed by the vehicle in the order of priority of a first deceleration strategy, a second deceleration strategy, and a third deceleration strategy further includes the vehicle executing the second deceleration strategy if the longitudinal collision risk coefficient corresponding to the first deceleration strategy is greater than a set second threshold, and the longitudinal collision risk coefficients corresponding to the second and third deceleration strategies, respectively, are both less than or equal to the set second threshold.
[0045] That is, determining the target deceleration strategy according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy further includes determining the second deceleration strategy as the target deceleration strategy if the longitudinal collision risk coefficient corresponding to the first deceleration strategy is greater than the set second threshold, and the longitudinal collision risk coefficients corresponding to the second and third deceleration strategies are both less than or equal to the set second threshold.
[0046] In some embodiments, selecting a strategy to be executed by the vehicle in the order of priority of a first deceleration strategy, a second deceleration strategy, and a third deceleration strategy further includes the vehicle executing a third deceleration strategy if the longitudinal collision risk coefficients corresponding to the first and second deceleration strategies are greater than a set second threshold, and the longitudinal collision risk coefficient corresponding to the third deceleration strategy is less than or equal to the set second threshold.
[0047] That is, determining the target deceleration strategy according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy further includes determining the third deceleration strategy as the target deceleration strategy if the longitudinal collision risk coefficients corresponding to the first and second deceleration strategies are greater than the second threshold set, and the longitudinal collision risk coefficient corresponding to the third deceleration strategy is less than or equal to the second threshold set.
[0048] In some embodiments, if there is no deceleration operation by the vehicle ahead but there is a deceleration operation by the vehicle ahead of the vehicle ahead, the system further includes determining whether the deceleration of the vehicle ahead of the vehicle ahead is greater than a set deceleration threshold, if the deceleration of the vehicle ahead of the vehicle ahead is less than or equal to the set deceleration threshold, the current vehicle maintains its current driving state, and if the deceleration of the vehicle ahead of the vehicle ahead is greater than a set deceleration threshold, the current vehicle executes a first deceleration strategy.
[0049] All of the above selectable technical options can be arbitrarily combined to form selectable embodiments of the present application, and the descriptions of the embodiments of the present application are omitted.
[0050] Figure 2 is a flowchart of a vehicle-wide collision prevention method for a vehicle provided by an embodiment of the present invention, referring to Figure 2, the method includes the following steps.
[0051] Step 201: If the vehicle ahead is slowing down, calculate the collision risk coefficient between the current vehicle and the vehicle ahead.
[0052] It should be explained that the vehicle ahead is the vehicle located in the lane ahead of the current vehicle and is the closest vehicle to the current vehicle. The current vehicle refers to the vehicle being operated.
[0053] The collision risk coefficient may also refer to the ratio of the time required for the driver and braking system to take collision avoidance measures and the vehicle collision time, based on the speed of the vehicle in front relative to the current vehicle. If the time required for the driver and braking system to take collision avoidance measures is longer than the vehicle collision time, both vehicles will collide, and the longer the time required for the driver and braking system to take collision avoidance measures, the higher the collision risk coefficient and the greater the danger.
[0054] Specifically, the entire vehicle calculates a collision risk coefficient T0 based on BEV sensing, and if T0 is below a set first threshold Ti, it performs comfortable deceleration. The system calculates different decelerations based on different risk coefficients.
[0055] If T0 is greater than the first threshold Ti set, the longitudinal collision risk coefficients for comfortable avoidance, uncomfortable deceleration, and uncomfortable avoidance are calculated, and are R1 / R2, R3 / R4, and R5 / R6, respectively. That is, the longitudinal collision risk coefficients for the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are calculated.
[0056] Here, T0 is the overall vehicle collision risk coefficient, and the higher the value, the greater the probability of collision. Ti is the maximum collision risk coefficient that can be avoided by comfortable deceleration.
[0057] Step 202: If the collision risk coefficient is greater than the set first threshold, calculate the longitudinal collision risk coefficients for the vehicle's first, second, and third deceleration strategies, where the deceleration value of the first deceleration strategy is less than the deceleration value of the second deceleration strategy, and the deceleration value of the second deceleration strategy is less than the deceleration value of the third deceleration strategy.
[0058] Selectively, if at least one longitudinal collision risk coefficient corresponding to the first, second, and third deceleration strategies is below a set second threshold, the target deceleration strategy is determined according to the priority order of the first, second, and third deceleration strategies.
[0059] Selectively choosing a strategy to be executed by the vehicle currently in order of priority of the first deceleration strategy, the second deceleration strategy and the third deceleration strategy (i.e., determining the target deceleration strategy) means that if the longitudinal collision risk coefficients corresponding to the first, second, and third deceleration strategies are all below a set second threshold, the vehicle currently executes the first deceleration strategy, i.e., the first deceleration strategy is determined as the target deceleration strategy; and if the longitudinal collision risk coefficient corresponding to the first deceleration strategy is greater than the set second threshold, and the second deceleration strategy and This includes the following: if the longitudinal collision risk coefficients corresponding to each of the third deceleration strategies are all below a set second threshold, the vehicle currently executes the second deceleration strategy, i.e., the second deceleration strategy is determined as the target deceleration strategy; and if the longitudinal collision risk coefficients corresponding to the first and second deceleration strategies are greater than the set second threshold, and the longitudinal collision risk coefficient corresponding to the third deceleration strategy is below the set second threshold, the vehicle currently executes the third deceleration strategy, i.e., the third deceleration strategy is determined as the target deceleration strategy.
[0060] Here, the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy correspond to the comfortable avoidance strategy, the uncomfortable deceleration strategy, and the uncomfortable avoidance strategy, respectively. The longitudinal collision risk coefficients for the comfortable avoidance strategy, the uncomfortable deceleration strategy, and the uncomfortable avoidance strategy are calculated and are R1 / R2, R3 / R4, and R5 / R6, respectively. Here, R1 is the longitudinal collision risk coefficient of the entire vehicle after executing a comfortable left or right avoidance strategy, R2 is the longitudinal collision risk coefficient of the entire vehicle after executing a comfortable left or right avoidance strategy, R3 is the longitudinal collision risk coefficient of the entire vehicle after executing an uncomfortable deceleration (i.e., AEB deceleration), R4 is the longitudinal collision risk coefficient of the entire vehicle after executing an uncomfortable deceleration (i.e., AEB deceleration), R5 is the longitudinal collision risk coefficient of the entire vehicle after executing an uncomfortable left / right avoidance strategy, and R6 is the longitudinal collision risk coefficient of the entire vehicle after executing an uncomfortable left / right avoidance strategy.
[0061] Selectively, the overall forward collision risk coefficient for the vehicle may refer to the ratio of the time required for the driver and braking system to take collision avoidance measures when the vehicle in front collides with the current vehicle, based on the vehicle's speed relative to the current vehicle, to the time of vehicle collision. The overall rear collision risk coefficient for the vehicle may refer to the ratio of the time required for the driver and braking system to take collision avoidance measures when the vehicle behind collides with the current vehicle, based on the vehicle's speed relative to the current vehicle, to the time of vehicle collision. The vehicle behind may refer to the vehicle located behind the lane in which the current vehicle is located and is the closest vehicle to the current vehicle.
[0062] The system compares the comfortable avoidance strategy, the uncomfortable deceleration strategy, and the longitudinal collision risk coefficients of the uncomfortable avoidance strategy, namely R1 / R2, R3 / R4, and R5 / R6, with the magnitude of a second threshold Ri. If R1 / R2, R3 / R4, and R5 / R6 are all less than Ri, the collision is determined to be avoidable; otherwise, it is deemed unavoidable.
[0063] Specifically, the collision risk coefficient for the comfort avoidance strategy is (i.e., the longitudinal collision risk for the comfort avoidance strategy). risk The overall meaning of the coefficient is that it represents the probability that a collision risk exists (i.e., that there is an intersection between the vehicle's trajectory and surrounding vehicles) when the lateral acceleration is less than the critical acceleration a1 for comfortable and uncomfortable avoidance.
[0064] The collision risk coefficient for the unpleasant deceleration strategy is (i.e., longitudinal collision of the unpleasant deceleration strategy) risk The overall meaning of the coefficient is that it represents the probability that a collision risk exists (i.e., an intersection exists between the vehicle's trajectory and surrounding vehicles) when the longitudinal acceleration is greater than the deceleration critical value a3 for uncomfortable and comfortable deceleration, but less than the deceleration a4 allowed by the intelligent driving system.
[0065] The collision risk coefficient for the discomfort avoidance strategy is (i.e., the longitudinal collision of the discomfort avoidance strategy) riskThe overall meaning of the coefficient is that it represents the probability that a collision risk exists (i.e., an intersection exists between the driving trajectory and surrounding vehicles) when the lateral acceleration is greater than the critical acceleration a1 for comfortable and uncomfortable avoidance, but less than the allowable acceleration a2 of the intelligent driving system.
[0066] If R1 / R2, R3 / R4, and R5 / R6 are all greater than Ri, an unpleasant deceleration strategy is implemented.
[0067] If R1 / R2, R3 / R4, and R5 / R6 are less than or equal to Ri, the appropriate strategy is selected according to the priority order of comfortable avoidance, uncomfortable deceleration, and uncomfortable avoidance.
[0068] Here, R1 / R2 are the overall vehicle collision risk coefficients in the forward / rear direction after executing a comfortable left or right avoidance strategy.
[0069] R3 / R4 is the overall vehicle collision risk coefficient after performing uncomfortable deceleration (i.e., AEB deceleration).
[0070] R5 / R6 represents the overall vehicle collision risk coefficient after executing an uncomfortable left / right avoidance strategy.
[0071] Ri is the collision risk coefficient when a collision cannot be avoided even after implementing all risk collision avoidance strategies.
[0072] The present invention further includes determining whether the deceleration of the vehicle in front of the vehicle in front is greater than a set deceleration threshold when there is no deceleration operation by the vehicle in front of the vehicle in front but there is a deceleration operation by the vehicle in front of the vehicle in front; if the deceleration of the vehicle in front of the vehicle in front is less than or equal to the set deceleration threshold, the current vehicle maintains its current driving state; and if the deceleration of the vehicle in front of the vehicle in front is greater than a set deceleration threshold, the current vehicle executes a first deceleration strategy.
[0073] The vehicle ahead of the vehicle ahead is the vehicle located in the lane ahead of the vehicle ahead of the current vehicle, and is the vehicle closest to the vehicle ahead of the current vehicle. The current vehicle refers to the vehicle that is the main subject of the operation.
[0074] If the deceleration A of the vehicle ahead is less than Ai, the relevant strategy is not executed; if the deceleration A of the vehicle ahead is greater than Ai, comfort deceleration is performed.
[0075] Here, A is the deceleration of the vehicle in front of the vehicle ahead.
[0076] AI is the deceleration threshold of the vehicle in front of the vehicle ahead. If this threshold is exceeded, the vehicle in front will recognize that the vehicle in front of it is slowing down and will slow down, creating a risk of emergency braking of the vehicle in front (i.e., the current vehicle).
[0077] It should be explained that each of the above parameters and the set thresholds can be determined by the calibration method.
[0078] Figure 3 shows a flowchart of the collision avoidance method. Referring to Figure 3, the method is as follows: step 301 determines whether the vehicle in front is decelerating; step 302 determines whether the overall vehicle collision risk coefficient T0 is greater than the threshold Ti if the vehicle in front is decelerating; step 303 calculates whether the collision risk during uncomfortable deceleration, comfortable avoidance, and uncomfortable avoidance can be avoided, and whether the respective risk coefficients exist, and whether a strategy exists to avoid the collision (i.e., corresponding longitudinal collisions). riskStep 304 determines whether there is a strategy whose coefficient is below a second threshold set, and if so, eliminates strategies that cannot avoid risk (i.e., eliminates strategies that cannot avoid collisions), and determines which strategies need to be executed according to the priority that comfortable avoidance takes precedence over uncomfortable deceleration, and uncomfortable deceleration takes precedence over emergency avoidance (i.e., the priority of comfortable avoidance, uncomfortable deceleration, and uncomfortable avoidance strategies decreases in that order), Step 305, notifies the driver and control system of the strategy to be executed, Step 306 executes the corresponding risk collision avoidance strategy (e.g., deceleration or lane sharing), and Step 307 determines whether the vehicle in front is decelerating if the result of the determination in Step 301 is no, Step 308 determines whether the vehicle in front is decelerating. Step 313 includes determining whether the deceleration of the vehicle in front is greater than a preset threshold if there is deceleration; step 310 controlling the vehicle (current vehicle) to execute a comfortable deceleration strategy if the result of step 309 is yes; step 311 executing an uncomfortable deceleration strategy if the result of step 304 is that there is no strategy that can avoid a collision; step 312 determining that the collision risk is not high and deciding to execute a comfortable deceleration if the result of step 302 is that the overall vehicle collision risk coefficient is less than or equal to a threshold Ti; step 313 calculating the required deceleration; step 314 notifying the driver of the strategy to be executed; and step 315 executing the comfortable deceleration.
[0079] After interpreting and explaining the automobile collision prevention method provided by the embodiments of the present application, the automobile collision prevention device provided by the embodiments of the present application will be introduced.
[0080] Figure 4 is a schematic diagram of the structure of a collision avoidance device for an automobile provided by an embodiment of the present invention, which may be implemented as part of or as all of the automobile by software, hardware, or a combination thereof. Referring to Figure 4, the device includes a first determination module 401, a first calculation module 402, a second determination module 403, a second calculation module 404, and an execution module 405.
[0081] The first determination module 401 is used to determine whether or not the vehicle in front is performing a deceleration operation. The first calculation module 402 is used to calculate the collision risk coefficient between the current vehicle and the vehicle in front if the vehicle in front is performing a deceleration operation. The second determination module 403 is used to determine whether or not the collision risk coefficient is greater than a set first threshold. The second calculation module 404 is used to calculate the longitudinal collision risk coefficients for the current vehicle's first, second, and third deceleration strategies, where the deceleration value of the first deceleration strategy is less than the deceleration value of the second deceleration strategy, and the deceleration value of the second deceleration strategy is less than the deceleration value of the third deceleration strategy. The execution module 405 compares the longitudinal collision risk coefficient with the set second threshold and controls the current vehicle to execute the corresponding deceleration strategy based on the comparison result.
[0082] In some embodiments, the execution module includes a first execution submodule for controlling the vehicle to execute the third deceleration strategy if the longitudinal collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are all greater than a set second threshold.
[0083] In some embodiments, the execution module further includes a second execution submodule for selecting a strategy to be executed by the vehicle in accordance with the priority order of the first, second, and third deceleration strategies, provided that the longitudinal collision risk coefficients corresponding to the first, second, and third deceleration strategies, respectively, are below a set second threshold.
[0084] In some embodiments, the second execution submodule includes a first submodule for controlling the vehicle to execute the first deceleration strategy if the longitudinal collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are all below a set second threshold.
[0085] In some embodiments, the second execution submodule further includes a second submodule for controlling the vehicle to execute the second deceleration strategy if the longitudinal collision risk coefficient corresponding to the first deceleration strategy is greater than a set second threshold, and the longitudinal collision risk coefficients corresponding to the second deceleration strategy and the third deceleration strategy, respectively, are both less than or equal to a set second threshold.
[0086] In some embodiments, the second execution submodule further includes a third submodule for controlling the vehicle to execute the third deceleration strategy if the longitudinal collision risk coefficients corresponding to the first deceleration strategy and the second deceleration strategy, respectively, are greater than a set second threshold, and the longitudinal collision risk coefficient corresponding to the third deceleration strategy is less than or equal to a set second threshold.
[0087] In some embodiments, if there is no deceleration operation by the vehicle ahead but there is a deceleration operation by the vehicle ahead of the vehicle ahead, the system further includes a third determination module for determining whether the deceleration of the vehicle ahead of the vehicle ahead is greater than a set deceleration threshold, and if the deceleration of the vehicle ahead of the vehicle ahead is less than or equal to the set deceleration threshold, the current vehicle maintains its current driving state, and if the deceleration of the vehicle ahead of the vehicle ahead is greater than the set deceleration threshold, the system further includes a third determination module for controlling the current vehicle to execute a first deceleration strategy.
[0088] It should be explained that, while the above embodiment of the automobile collision avoidance system, when controlling automobile collision avoidance, is described using only the division of each functional module as an example, in actual applications, the above functions can be completed by assigning them to different functional modules as needed, that is, by dividing the internal structure of the device into different functional modules, all or some of the functions described above can be completed. Furthermore, the automobile collision avoidance system provided in the above embodiment belongs to the same concept as the embodiment of the automobile collision avoidance method, and its specific implementation process should be referred to in detail in the embodiment of the method, and will not be explained here.
[0089] Figure 5 is a structural block diagram of an automobile provided by an embodiment of the present application. Typically, an automobile includes a processor and memory.
[0090] The processor may include one or more processing cores, for example, a 4-core processor, an 8-core processor, etc. The processor may be implemented in at least one hardware form from among DSP (Digital Signal Processing), FPGA (Field Programmable Gate Array), and PLA (Programmable Logic Array). The processor may include a main processor and a coprocessor, the main processor being a processor for processing data in the wake-up state and also called a CPU (Central Processing Unit), and the coprocessor being a low-power processor for processing data in the standby state. In some embodiments, the processor may integrate a GPU (Graphics Processing Unit), which is used to render and draw content that needs to be displayed on a screen. In some embodiments, the processor may further include an AI (Artificial Intelligence) processor, which is used to process computational operations related to machine learning.
[0091] The memory may include one or more computer-readable storage media, which may be non-temporary. The memory may further include high-speed random-access memory and non-volatile memory, such as one or more magnetic disk storage devices and flash memory storage devices. In some embodiments, the non-temporary computer-readable storage media in the memory are used to store at least one instruction, which is used to be executed by a processor to implement a collision avoidance method for an automobile provided by an embodiment of the method of the present application.
[0092] In some embodiments, the automobile optionally further includes a peripheral interface and at least one peripheral device. The processor, memory, and peripheral interface may be connected via a bus or signal lines. Each peripheral device may be connected to the peripheral interface via a bus, signal lines, or circuit board. Specifically, the peripheral device includes at least one of a radio frequency circuit, a touchscreen display, a camera, an audio circuit, a positioning assembly, and a power supply.
[0093] A peripheral interface may be used to connect at least one I / O (input / output) related peripheral to the processor and memory. In some embodiments, the processor, memory, and peripheral interface are integrated on the same chip or circuit board. In some other embodiments, one or two of the processor, memory, and peripheral interface may be implemented on separate chips or circuit boards, and this embodiment is not limited thereto.
[0094] Radio frequency circuits are used for receiving and transmitting RF (radio frequency) signals, also known as electromagnetic signals. Radio frequency circuits communicate with communication networks and other communication devices using electromagnetic signals. Radio frequency circuits convert electrical signals into electromagnetic signals and transmit them, or convert received electromagnetic signals into electrical signals. Selectively, radio frequency circuits include antenna systems, RF transceivers, one or more amplifiers, tuners, oscillators, digital signal processors, codec chipsets, user ID module cards, etc. Radio frequency circuits can communicate with other terminals by at least one wireless communication protocol. Such wireless communication protocols include, but are not limited to, the World Wide Web, metropolitan area networks, intranets, each generation of mobile communication networks (2G, 3G, 4G, and 5G), wireless local area networks, and / or WiFi (Wireless Fidelity) networks. In some embodiments, radio frequency circuits may further include circuits related to NFC (Near Field Communication), and this application is not limited thereto.
[0095] The display screen is used to display a UI (User Interface). The UI may include graphics, text, icons, videos, and any combination thereof. If the display screen is a touchscreen display, the display screen also has the ability to collect touch signals on or above the surface of the display screen. These touch signals may be input to a processor for processing as control signals. In this case, the display screen may further be used to provide virtual buttons and / or virtual keyboards, also known as soft buttons and / or soft keyboards. In some embodiments, there may be one display screen, which is mounted on the front panel of the vehicle. In some other embodiments, there may be at least two display screens, which are mounted on different surfaces of the vehicle, or are designed to fold. In some further embodiments, the display screen may be a flexible display screen mounted on a curved or folding surface of the vehicle. Furthermore, the display screen may be mounted on an irregular shape other than a rectangle, i.e., a non-rectangular screen. The display screen may be manufactured using materials such as LCD (Liquid Crystal Display) or OLED (Organic Light-Emitting Diode).
[0096] A camera assembly is used to collect images or videos. Selectively, the camera assembly includes one of a main camera, a depth-of-field camera, a wide-angle camera, or a telephoto camera, thereby enabling background blur functionality by fusing the main camera and the depth-of-field camera, panoramic shooting and VR (Virtual Reality) shooting functionality or other fused shooting functionality by fusing the main camera and the wide-angle camera. In some embodiments, the camera assembly may further include a flash lamp. The flash lamp may be a monochromatic temperature flash lamp or a dichromatic temperature flash lamp. A dichromatic temperature flash lamp refers to a combination of a warm-light flash lamp and a cold-light flash lamp, which may be used for ray compensation at different color temperatures.
[0097] The audio circuit may include a microphone and a speaker. The microphone collects sound waves from the user and the environment, converts the sound waves into electrical signals, and is used to input them into a processor for processing or into a radio frequency circuit to enable voice communication. There may be multiple microphones for the purpose of stereo sound collection or noise reduction, and each may be installed at a different location in the vehicle. The microphone may be an array microphone or an omnidirectional microphone. The speaker is used to convert electrical signals from the processor or radio frequency circuit into sound waves. The speaker may be a conventional thin-film speaker or a piezoelectric ceramic speaker. If the speaker is a piezoelectric ceramic speaker, it can convert electrical signals into sound waves that are not audible to humans, and can be used for applications such as distance measurement. In some embodiments, the audio circuit may further include an earphone jack.
[0098] Positioning assemblies are used to determine the current geographical location of a vehicle in order to implement navigation or LBS (Location Based Service). 、G PS (Global Positioning System) , north The Tou System is A positioning assembly based on the LILEO system may also be acceptable.
[0099] The power source is used to supply power to each assembly within the vehicle. The power source may be AC power, DC power, a disposable battery, or a rechargeable battery. If the power source includes a rechargeable battery, the rechargeable battery may be a wired rechargeable battery or a wireless rechargeable battery. A wired rechargeable battery is a battery that is charged via a wired connection, and a wireless rechargeable battery is a battery that is charged via a wireless coil. The rechargeable battery may further be used to support fast charging technology.
[0100] In some embodiments, the automobile further includes one or more sensors.
[0101] As those skilled in the art will understand, the structures described above are not limited to automobiles and may include more or fewer assemblies than those shown, or may combine several assemblies, or employ different arrangements of assemblies.
[0102] In some embodiments, a computer-readable storage medium is further provided, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the automobile collision prevention method in the above embodiments are realized. For example, the computer-readable storage medium may be a ROM, RAM, CD-ROM, magnetic tape, floppy disk, or optical data storage device.
[0103] It should be noted that the computer-readable storage medium referred to in this application may be a non-volatile storage medium, or in other words, a non-temporary storage medium.
[0104] It should be understood that the steps to implement all or part of the above embodiments can be implemented by software, hardware, firmware, or any combination thereof. If implemented by software, all or part of them can be implemented in the form of a computer program product. The computer program product includes one or more computer instructions. The computer instructions may be stored on the computer-readable storage medium.
[0105] That is, in some embodiments, a computer program product containing instructions is provided, and when it is executed on a computer, the computer performs the steps of the automobile collision prevention method described above.
[0106] The above description is an embodiment provided by this Application and does not limit the Application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this Application should be included within the scope of the Claims.
Claims
1. A method for preventing collisions involving the entire vehicle, To determine whether the vehicle in front of the vehicle is currently performing deceleration maneuvers, If the vehicle ahead is slowing down, calculate the collision risk coefficient between your current vehicle and the vehicle ahead. To determine whether the collision risk coefficient is greater than a set first threshold, If the collision risk coefficient is greater than the set first threshold, the longitudinal collision risk coefficients for the first, second, and third deceleration strategies of the current vehicle are calculated. This includes comparing the longitudinal collision risk coefficient with a set second threshold, determining a target deceleration strategy based on the comparison result, and controlling the vehicle to execute the target deceleration strategy. A method characterized in that the deceleration value of the first deceleration strategy is less than the deceleration value of the second deceleration strategy, the deceleration value of the second deceleration strategy is less than the deceleration value of the third deceleration strategy, and the target deceleration strategy is one of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy.
2. Comparing the aforementioned longitudinal collision risk coefficient with a set second threshold and determining the target deceleration strategy based on the comparison result is: The method according to claim 1, characterized in that if the longitudinal collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are all greater than a set second threshold, the third deceleration strategy is determined to be the target deceleration strategy.
3. Comparing the aforementioned longitudinal collision risk coefficient with a set second threshold and determining the target deceleration strategy based on the comparison result is: The method according to claim 1, characterized in that, if there is at least one longitudinal collision risk coefficient that is less than or equal to a set second threshold among the longitudinal collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy, respectively, the target deceleration strategy is determined in accordance with the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy.
4. Determining the target deceleration strategy according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy is, The method according to claim 3, characterized in that if the longitudinal collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are all less than a set second threshold, the first deceleration strategy is determined to be the target deceleration strategy.
5. Determining the target deceleration strategy according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy is, The method according to claim 3, further comprising determining the second deceleration strategy as the target deceleration strategy if the longitudinal collision risk coefficient corresponding to the first deceleration strategy is greater than a set second threshold, and the longitudinal collision risk coefficients corresponding to the second deceleration strategy and the third deceleration strategy are both less than or equal to the set second threshold.
6. Determining the target deceleration strategy according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy is, The method according to claim 3, further comprising determining the third deceleration strategy as the target deceleration strategy if the longitudinal collision risk coefficients corresponding to the first deceleration strategy and the second deceleration strategy are greater than a set second threshold, and the longitudinal collision risk coefficient corresponding to the third deceleration strategy is less than or equal to a set second threshold.
7. The method according to claim 1, further comprising: determining whether the deceleration of the vehicle in front of the vehicle in front is greater than a set deceleration threshold if the vehicle in front does not perform a deceleration operation but the vehicle in front of the vehicle in front does perform a deceleration operation; if the deceleration of the vehicle in front of the vehicle in front is less than or equal to the set deceleration threshold, the current vehicle maintains its current driving state; and if the deceleration of the vehicle in front of the vehicle in front is greater than a set deceleration threshold, the current vehicle executes a first deceleration strategy.
8. A vehicle-wide collision avoidance system, A first determination module for determining whether or not the vehicle in front of the current vehicle is performing a deceleration operation, If the vehicle ahead is decelerating, a second calculation module is used to calculate the collision risk coefficient between the current vehicle and the vehicle ahead. A second determination module for determining whether the collision risk coefficient is greater than a first threshold set, If the collision risk coefficient is greater than a set first threshold, a second calculation module for calculating the longitudinal collision risk coefficients for the first, second, and third deceleration strategies of the vehicle, respectively, Includes an execution module for comparing the longitudinal collision risk coefficient with a set second threshold, determining a target deceleration strategy based on the comparison result, and controlling the vehicle to execute the target deceleration strategy. An apparatus characterized in that the deceleration value of the first deceleration strategy is less than the deceleration value of the second deceleration strategy, the deceleration value of the second deceleration strategy is less than the deceleration value of the third deceleration strategy, and the target deceleration strategy is one of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy.
9. An automobile, comprising: a memory for storing a computer program; and a processor for executing the computer program stored in the memory to realize the steps of the vehicle collision prevention method for a vehicle according to any one of claims 1 to 7.
10. A computer-readable storage medium, wherein a computer program is stored therein, and when the computer program is executed by a processor, the steps of the vehicle collision prevention method for a vehicle described in any one of claims 1 to 7 are realized.