Active safety control method and apparatus during vehicle operation, computer-readable storage medium, and electronic device

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] This disclosure relates to the technical field of vehicle operation, and more particularly to active safety control methods and devices during vehicle operation, computer-readable storage media, and electronic devices. [Background technology]

[0002] If, while a vehicle is in motion, the driver brakes too late, applies insufficient braking force, or is unable to brake at all, the vehicle's active safety control system (e.g., an automatic emergency braking system) must take active braking action. This assists the driver in avoiding or reducing the occurrence of a collision, thereby achieving active safety control of the vehicle. The robustness of the active safety function can be improved by selecting an appropriate trigger timing for the active safety function trigger of the active safety control system. If the active safety function is triggered too early by the active safety control system, it is likely to cause unnecessary panic and distrust in the driver. If the active safety function is triggered too late by the active safety control system, it may not be possible to brake and stop safely, resulting in a collision and potentially causing injury to the driver. In related technologies, the decision of whether or not to trigger the active safety function is usually made using a Time-To-Collision (TTC) model. Because collision margin models are overly reliant on artificially set safety time thresholds, if the settings are not good, the trigger timing of active safety functions tends to be inappropriate, which can easily lead to the unfavorable results mentioned above. [Overview of the Initiative] [Problems that the invention aims to solve]

[0003] To solve the above technical problems, embodiments of the present disclosure provide an active safety control method and apparatus, a computer-readable storage medium, and electronic equipment for vehicle operation, which improve the timeliness and effectiveness of triggering active safety functions and enhance the user experience. [Means for solving the problem]

[0004] An active safety control method for a vehicle in motion according to a first aspect of the present disclosure includes the steps of: determining the current auto-state of the vehicle and the current obstacle state sensed by the vehicle; determining the corresponding target actuator response mode at the vehicle's current speed; determining the active safety trigger state in the target actuator response mode of the vehicle based on the current auto-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 vehicle operation according to a second aspect of the present disclosure includes: a first processing module for determining the current vehicle state and the current obstacle state sensed by the vehicle; a second processing module for determining the corresponding target actuator response mode at the vehicle's current speed; a third processing module for determining the active safety trigger state in the vehicle's target actuator response mode 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 this disclosure stores a computer program for executing the active safety control method for vehicle operation described in any of the above embodiments of this disclosure.

[0007] An electronic device according to a fourth aspect of the present disclosure includes a processor and a memory for storing instructions that the processor can execute, the processor being used to read and execute the executeable instructions from the memory to perform an active safety control method during vehicle operation as described in any of the above embodiments of the present disclosure.

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

[0009] According to the active safety control method and apparatus, computer-readable storage medium and electronic equipment provided in any of the above embodiments of the present disclosure, the active safety trigger state is determined by integrating various aspects of the vehicle's current state 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 the active safety function at the optimal timing. This not only avoids or reduces stress on the driver and passengers caused by the active safety function being triggered too early, but also avoids or reduces injuries to the driver and passengers in collision accidents caused by the active safety function being triggered too late, thereby improving the safety of vehicle operation. [Brief explanation of the drawing]

[0010] [Figure 1] This is an example application scenario of the active safety control method for vehicle operation provided in this disclosure. [Figure 2] This is a schematic flowchart of an active safety control method during vehicle operation provided in one exemplary embodiment of the present disclosure. [Figure 3] This is a schematic flowchart of an active safety control method during vehicle operation, provided in another exemplary embodiment of the present disclosure. [Figure 4] This is a schematic flowchart for obtaining the target actuator response mode, as provided in one exemplary embodiment of the present disclosure. [Figure 5] This is a schematic flowchart for obtaining the target actuator response mode, as provided in another exemplary embodiment of the present disclosure. [Figure 6] This is a schematic flowchart of an active safety control method during vehicle operation provided in another exemplary embodiment of the present disclosure. [Figure 7] This is a schematic flowchart of an active safety control method during vehicle operation, as provided in further exemplary embodiments of the present disclosure. [Figure 8] This is a schematic diagram of an actuator response mode provided in one exemplary embodiment of the present disclosure. [Figure 9] This is a flowchart of an active safety control method during vehicle operation provided in one exemplary embodiment of the present disclosure. [Figure 10] This is a flowchart of the flow for recording a response sample provided in one exemplary embodiment of the present disclosure. [Figure 11] This is a flowchart of the fitting flow for actuator response modes provided in one exemplary embodiment of the present disclosure. [Figure 12] This is a flowchart for determining the active safety trigger state, provided in one exemplary embodiment of the present disclosure. [Figure 13] This is a schematic diagram of the structure of an active safety control device during vehicle operation, provided in one exemplary embodiment of the present disclosure. [Figure 14] This is a schematic diagram of the structure of an active safety control device during vehicle operation, provided in another exemplary embodiment of the present disclosure. [Figure 15] This is a structural diagram of the electronic device provided in the embodiments of this disclosure. [Modes for carrying out the invention]

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

[0012] In addition, unless otherwise specified, the scope of the present disclosure is not limited to the relative arrangements, mathematical formulas and numerical values of the members and steps described in these embodiments.

[0013] Summary of the Present Disclosure In the process of implementing this disclosure, the inventors have found the following: When a vehicle is in motion, if the driver brakes too late, applies insufficient braking force, or is unable to brake at all, 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 or reducing the occurrence of a collision, and realizing active safety control while the vehicle is in motion. The robustness of the active safety function can be improved by selecting an appropriate trigger timing for the active safety function trigger of the active safety control system. If the active safety function is triggered too early by the active safety control system, it is likely to cause unnecessary panic and distrust in the driver. If the active safety function is triggered too late by the active safety control system, it may not be possible to brake and stop safely, resulting in a collision and potentially causing some injury to the driver. In related art, the decision of whether or not to trigger the active safety function is usually made using a Time-To-Collision (TTC) model. A collision margin model can refer to an automatic emergency braking system based on collision margins. Specifically, it calculates the collision margin between the vehicle and an obstacle, compares the collision margin with a safety time threshold, and triggers an active safety function if the collision margin is less than the safety time threshold. For example, if the collision margin is less than the warning time threshold, the system issues a warning, and if the collision margin is less than the collision margin threshold, the system triggers active braking. However, because collision margin models rely too heavily on artificially set safety time thresholds, if the settings are not good, the timing of triggering the active safety function tends to be inappropriate, which can easily lead to the unfavorable results mentioned above.

[0014] Example Overview FIG. 1 is an exemplary application scenario of an active safety control method during vehicle driving provided in the present disclosure. As shown in FIG. 1, during the driving of a vehicle (the host vehicle), there may be obstacles around the host vehicle, and the obstacles may include, for example, other vehicles, pedestrians, persons on bicycles, etc. By using the active safety control method during vehicle driving of the present disclosure, the current host vehicle state of the vehicle and the current obstacle state sensed by the vehicle can be determined, and the target actuator response mode at the current speed of the vehicle can be determined. Further, based on the current host vehicle state and the current obstacle state, the active safety trigger state in the target actuator response mode of the vehicle is determined, and active safety control can be performed on the vehicle according to the active safety trigger state. Based on the target actuator response mode at the current speed of the vehicle, the current host vehicle state and the current obstacle state, by integrating the current various aspects of the vehicle to determine the active safety trigger state, it is ensured that the vehicle can trigger the active safety function at the optimal timing, thereby not only avoiding or reducing the stress felt by the driver and passengers due to the active safety function being triggered too early, but also avoiding or reducing the injuries suffered by the driver and passengers due to a collision accident caused by the active safety function being triggered too late, improving the safety of vehicle driving.

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

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

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

[0018] In several selectable embodiments, the current vehicle state can be obtained from data collected by the vehicle's self-information sensors. For example, the vehicle's current state can be determined from data collected by the vehicle's inertial measurement system, Global Positioning System (GPS), etc. The current obstacle state can be obtained from sensor data collected by the vehicle's sensing sensors. Sensing sensors may include, for example, cameras, LiDAR, millimeter-wave radar, etc. Specifically, based on the sensor data collected by the sensing sensors, the current obstacle state can be determined using sensing algorithms or sensing models such as target detection, semantic segmentation, and target classification.

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

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

[0021] In several selectable embodiments, an actuator response mode (also called an actuator response model) may refer to a mode corresponding to a response curve (or response characteristic) that describes the actuator response process of a vehicle. Actuator response modes may include, for example, two-stage, three-stage, or other modes. Taking a three-stage mode 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 can be described with different parameters. For example, the descriptive parameters for a three-stage actuator response mode may include the delay time of the delay stage, the pressure rise rate of the pressure rise stage, and the average deceleration of the pressure hold stage. Because the response characteristics of a vehicle's actuator differ at different speeds, different speeds may correspond to different descriptive parameters, or different speed intervals may correspond to different descriptive parameters. While the vehicle is in motion, a corresponding actuator response mode at the vehicle's current speed can be determined based on the vehicle's current speed, which may be called a target actuator response mode.

[0022] In several selectable embodiments, the corresponding actuator response modes for different vehicle speeds can be determined and stored based on actual historical actuator response data (which may also be called response samples) at different vehicle speeds while the vehicle is in motion. This allows, in the current time frame, to obtain a target actuator response mode corresponding to the current speed from the acquired actuator response modes corresponding to different speeds, depending on the vehicle's current speed. In this case, as the vehicle continues to travel, the actuator response modes for each speed can be continuously optimized and updated while accumulating new response samples.

[0023] In several selectable embodiments, after determining the current speed, historical actuator response data that satisfies the conditions of the current speed prior to the current time frame can be acquired in real time according to the current speed, and the target actuator response mode corresponding to the current speed can be determined in real time.

[0024] In step 203, the active safety trigger state in the vehicle's target actuator response mode is determined based on the current vehicle state and the current obstacle state.

[0025] Here, the active safety trigger state can include two states: triggered and untriggered. Triggered indicates that it has been determined that the vehicle's active safety function needs to be triggered in response to an obstacle; in other words, it is currently trigger timing for the active safety function in response to an obstacle. Untriggered indicates that it has been determined that it is not currently necessary to trigger the vehicle's active safety function in response to an obstacle; in other words, it is not currently trigger timing for the active safety function in response to an obstacle.

[0026] In several selectable embodiments, based on a target actuator response mode, the minimum distance to an obstacle during braking of a vehicle starting from its current state can be predicted, and the active safety trigger state can be determined based on the 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; otherwise, the active safety trigger state can be determined to be untriggered.

[0027] In some selectable embodiments, the current obstacle state may include the current obstacle state corresponding to one or more obstacles. For each obstacle, the active safety trigger state corresponding to that obstacle can be determined by the method of the embodiments of the present disclosure.

[0028] In several selectable embodiments, a target obstacle that meets certain risk conditions can be selected from the sensed obstacles, and an active safety trigger state can be determined based on the current obstacle state of the target obstacle and the current vehicle state, according to the method of the embodiments of the present disclosure.

[0029] In step 204, active safety control is performed on the vehicle according to the active safety trigger state.

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

[0031] The active safety control method provided in this embodiment, while the vehicle is in motion, integrates various aspects of the vehicle's current state based on the target actuator response mode at the vehicle's current speed, the current vehicle state, and the current obstacle state to determine the active safety trigger state. This ensures that the vehicle can trigger the active safety function at the optimal timing, thereby not only avoiding or reducing stress on the driver and passengers due to the active safety function being triggered too early, but also avoiding or reducing injuries to the driver and passengers in collision accidents caused by the active safety function being triggered too late, thereby improving the safety of vehicle operation.

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

[0033] In some selectable embodiments, as shown in Figure 3, step 202, which determines the corresponding target actuator response mode at the vehicle's current speed, may include steps 2021 to 2022.

[0034] In Step 2021, the target speed section corresponding to the current speed is determined.

[0035] Here, a speed section can refer to a speed range or 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, the entire speed range in which a vehicle can travel is 0 kph to 200 kph (kilometers per hour), and if 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. There are no limitations on the specific speed intervals. Depending on the matching relationship between the current speed and each speed section, a target speed section corresponding to the current speed can be determined.

[0036] In step 2022, the target actuator response mode is determined from the actuator response modes corresponding to each acquired speed segment, according to the target speed segment.

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

[0038] In some selectable embodiments, the actuator response mode corresponding to each speed interval may be a mode after optimizing and updating the most recent response sample generated at different speeds during vehicle operation, thereby further improving the accuracy of the determined active safety trigger state.

[0039] This embodiment acquires actuator response modes corresponding to different speed intervals prior to the current time frame, and in the current time frame, it can quickly determine the target actuator response mode corresponding to the current speed according to the target speed interval to which the current speed belongs, thereby effectively improving the real-time performance of the active safety trigger state.

[0040] Figure 4 is a schematic flowchart for acquiring a target actuator response mode, provided in one exemplary embodiment of the present disclosure.

[0041] In some selectable embodiments, as shown in Figure 4, the target actuator response mode can be obtained through steps 301 and 302.

[0042] In step 301, a historical response sample is obtained for the target speed section to which the current speed belongs, showing that the vehicle traveled at a speed within the target speed section.

[0043] Here, a historical response sample may include historical actuator response information and historical vehicle state. The historical actuator response information may include actuator response information from previous timeframes of the vehicle. The historical vehicle state is similar to the current vehicle state. There may be one or more historical response samples. For each historical response sample, the historical actuator response information may include the actuator response trigger timestamp (i.e., response start time or response start frame), response end time (or response end frame), actuator response time length, actuator overshoot amount, actuator steady state, actuator response speed, braking time of the response process, etc. Here, actuator response time length may refer to the time from when the trigger of the active safety function is requested until the actuator response start time. Actuator overshoot amount may refer to the portion of the actuator execution result that exceeds the requested amount (i.e., requested deceleration), for example, if the requested deceleration for requesting the active safety function is -5 meters per second per second (m / s²). 2 ) and the minimum value of the actuator's execution result is -6 meters per second per second, then the actuator's execution result exceeds the required amount, and the actuator's overshoot amount can be determined to be (-6)-(-5)=-1. The actuator's steady state amount can refer to the steady state amount after the actuator has performed a braking action. For example, if the deceleration due to the actuator performing a braking action stabilizes at -4.9 meters per second per second, then the actuator's steady state amount can be determined to be -4.9 meters per second per second. The actuator's response speed can refer to the length of time from the response start frame until the deceleration by the actuator reaches the required deceleration. For example, if braking is required at time t1 with a preset deceleration (i.e., the required deceleration), the actuator starts responding at time t2, and the vehicle's deceleration reaches the required deceleration at time t3, then the actuator's response speed is t3-t2. The braking time of the response process can refer to the length of time from the response start time to the response end time.

[0044] In several selectable embodiments, actuator response information and the vehicle's state during the actuator response process can be recorded in real time while the vehicle is in motion and used as response samples. This allows response samples recorded before the current time frame to be used as historical response samples in the current time frame. From the historical response samples, historical response samples corresponding to the speed within the target speed range are obtained.

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

[0046] In several selectable embodiments, a target actuator response mode that can represent the actuator response characteristics in a target speed range can be fitted based on the historical actuator response information and historical vehicle state of a historical response sample. That is, the optimal descriptive parameters for the actuator response mode in the target speed range are determined based on the historical actuator response information and historical vehicle state of a historical response sample, and the target actuator response mode is obtained based on the optimal descriptive parameters.

[0047] In this embodiment, since the historical response sample represents the actuator response status and the actual state of the vehicle during the response process while the vehicle is actually running, the acquired target actuator response mode for the target speed section can effectively represent the actuator response status of the vehicle during the target speed section, thereby improving the accuracy and robustness of the actuator response mode.

[0048] Figure 5 is a schematic flowchart for obtaining a target actuator response mode, as provided in another exemplary embodiment of the present disclosure.

[0049] In some select embodiments, as shown in Figure 5, step 302, which determines a target actuator response mode corresponding to a target speed section based on the historical actuator response information and historical vehicle state of the historical response sample, may include steps 3021 to 3024.

[0050] In step 3021, the 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 vehicle state.

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

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

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

[0054] Note that steps 3021 and 3022 do not need to be performed in any particular order.

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

[0056] Here, the preset parameter range may refer to the parameter value range of the descriptive parameters used to describe the 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 phase, the parameter value range of the pressure rise rate in the pressure rise phase, and the parameter value range of the average deceleration rate in the pressure holding phase. The specific preset parameter range is not limited.

[0057] In several selectable embodiments, the optimal target parameters can be searched from a preset parameter range using any feasible search and optimization method. The hysteretic braking distance is used in the search process to build an optimization target together with the fitting braking distance using the searched parameters, thereby inducing parameter updates to continuously bring the fitting braking distance using the searched parameters closer to the hysteretic braking distance, and thereby obtaining the optimal target parameters closest to the hysteretic braking distance. Search and optimization methods may include, for example, least squares, simulated annealing, gradient descent, dynamic programming, etc.

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

[0059] Here, the target parameter is a parameter in the actuator response mode. After obtaining the target parameter, setting it to the corresponding parameter item in the actuator response mode allows us to obtain the target actuator response mode corresponding to the target speed interval.

[0060] In this embodiment, by determining the hysteretic braking distance of the actuator response process corresponding to the hysteretic response sample, the search for the optimal parameters of the actuator response mode can be guided. This allows for the determination of the optimal target parameters corresponding to the target speed range from a preset parameter range, thereby effectively obtaining the optimal target actuator response mode. As a result, the target actuator response mode can better represent the true response characteristics of the actuator in the target speed range. Furthermore, 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 selectable embodiments, step 3023, which determines the target parameters of the actuator response mode corresponding to a target speed interval based on the initial vehicle speed, initial vehicle acceleration, hysteretic braking distance, and preset parameter ranges of the actuator response mode corresponding to the hysteretic 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 the least squares method based on the initial vehicle speed, initial vehicle acceleration, and hysteretic braking distance corresponding to the hysteretic response sample.

[0062] Here, based on the actuator response mode determined by the searched parameters, the fitting braking distance corresponding to the hysteretic response sample is calculated. Based on the fitting braking distance and the hysteretic braking distance, a least-squares target function is constructed. By minimizing the target function value, parameter updates are induced, 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. Because the least squares method is simple to compute and easy to implement, the optimal target parameters can be obtained quickly, improving processing efficiency.

[0064] In some selectable embodiments, determining target parameters for the actuator response mode corresponding to a 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 hysteretic braking distance corresponding to the hysteretic response sample may include, for the currently searched parameters, determining the fitting braking distance corresponding to the hysteretic response sample at the currently searched parameters based on the initial vehicle speed and initial vehicle acceleration corresponding to the hysteretic response sample, and determining target parameters for the actuator response mode corresponding to the target speed interval based on the hysteretic braking distance, fitting braking distance, and currently searched parameters corresponding to the hysteretic response sample.

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

[0066] In this embodiment, during the search, the fitting braking distance corresponding to the historical response sample at the currently searched parameter can be determined based on the currently searched parameter. This facilitates the calculation of the error between the fitting braking distance and the historical braking distance, induces parameter updates in the optimization process, enables continuous optimization of the parameter, and thereby effectively obtains the optimal target parameter.

[0067] In some selectable embodiments, determining the fitting braking distance corresponding to a historical response sample with currently retrieved parameters, based on the initial vehicle speed and initial vehicle acceleration corresponding to the historical response sample, includes determining the current delay time in the delay phase of the actuator response process, the current pressure rise rate in the pressure rise phase of the actuator response process, and the current average deceleration in the pressure holding phase of the actuator response process, based on the currently retrieved parameters; determining the first braking distance in the delay phase of the historical response sample, the second braking distance in the pressure rise phase of the historical response sample, and the third braking distance in the pressure holding 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 the fitting braking distance corresponding to the historical response sample with 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 descriptive parameters for each stage of the actuator response mode. Based on the currently retrieved parameters, the current parameters for each stage of the actuator response process can be determined, and these current parameters include the current delay time, the current pressure rise rate, and the current mean deceleration. Based on the kinematic model of each stage, the braking distance for each stage can be calculated. The braking distances for each stage are integrated to obtain the fitted braking distance for the response process.

[0069] In some selectable embodiments, the delay time can be expressed as delay (which may be in seconds), the pressure rise rate can be expressed as jerk (which may be in meters per cubic second), and the average deceleration can be expressed as decel (which may be in meters per second per second). The initial vehicle speed can be expressed as v0, the initial vehicle acceleration can be expressed as a0, and the first braking distance d1 in the delay phase can be expressed as follows: d1 = v0 * delay + 0.5 * a0 * delay2 When the delay phase ends, the vehicle's speed v1 and acceleration a1 can be expressed as follows: v1=v 0+ a0*delay a1=a0 The second braking distance d2 in 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 length of time when the pressure increases and reaches the mean deceleration.

[0070] When the pressure increase phase is complete, the vehicle's speed v2 and acceleration a2 can be expressed as follows: v2 = v1 * t1 + 0.5 * jerk * ​​t1 2 a2 = a1 + jerk*t1 The third braking distance d3 during the pressure holding phase can be expressed as follows:

[0071]

number

[0072] t2 = v2 / decel Here, t2 represents the length of time from when the pressure increase phase ends (i.e., when the pressure holding phase begins) until the brakes are applied and the vehicle comes to a stop.

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

[0074] In some selectable embodiments, the hysteretic damping distance of the actuator response process corresponding to the hysteretic response sample can be calculated by the following method.

[0075]

number

[0076] Here, dt represents the frame interval time, a(t) represents the sampled acceleration of the vehicle, v(t) represents the vehicle's velocity estimated based on the sampled acceleration of the 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., hysteretic braking distance). e(t) is the process noise, and Gaussian noise can be used for the process noise.

[0077] After obtaining the hysteretic braking distance and fitting braking distance corresponding to the hysteretic response sample, the target function value can be calculated based on the hysteretic braking distance, fitting braking distance, and target function. Furthermore, the iteration step size can be calculated based on the target function value, and the currently searched parameter can be updated based on the iteration step size to obtain a new searched parameter. Furthermore, the search can be continued according to the above process until the iteration termination condition is met, with the new searched parameter as the currently searched parameter, and the last searched parameter can be set as the target parameter. Here, the iteration step size can be determined using any feasible gradient descent method. Gradient descent methods may include, for example, stochastic gradient descent, Newton's method, Gauss-Newton method, etc. The target function can be expressed as follows.

[0078]

number

[0079] Here, i represents the i-th historical response sample, n represents the sample number of historical response samples, and s i This represents the fitting damping 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, an optimal target parameter is searched from a preset parameter range, and a target actuator response mode corresponding to the target speed interval is obtained based on the target parameter.

[0080] In this embodiment, a three-stage actuator response model is used to calculate the fitting braking distance of the historical response sample. Thereby, the error between the fitting braking distance and the historical braking distance of the historical response sample is calculated, and the search for parameters is induced to effectively obtain the optimal parameters.

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

[0082] In some selectable embodiments, as shown in FIG. 6, after performing active safety control on the vehicle according to the active safety trigger state, steps 401 and 402 may be further included.

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

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

[0085] In step 402, the target actuator response mode corresponding to the current speed is updated based on the new response sample to obtain the 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, and then, based on the target parameters of the target actuator response mode, searching for the optimal parameters again according to the optimization process described above to obtain the updated parameters, and further obtaining the updated target actuator response mode based on the updated parameters.

[0087] In this embodiment, as the vehicle travels, response samples are continuously accumulated, and the actuator response mode for each speed range is continuously updated. The continuous accumulation of response samples improves the richness and diversity of the response samples, thereby further improving the accuracy and robustness of the actuator response mode. As a result, the actuator response model used each time the active safety trigger state is determined is always the current optimal model, and the accuracy of the active safety trigger state is further improved, allowing the active safety function to be triggered at the optimal timing.

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

[0089] In some select embodiments, as shown in Figure 7, step 203, which determines the active safety trigger state in the vehicle's target actuator response mode based on the current vehicle state and the current obstacle state, may include steps 2031 to 2034.

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

[0091] Here, the predicted state of the vehicle may include the vehicle's future speed, future deceleration, and future position, corresponding to each stage in the response process. The predicted state of the obstacle may include the obstacle's future distance from the vehicle, its future speed, and so on.

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

[0093] In several selectable embodiments, the predicted state of the vehicle corresponding to any stage may include the state of each trajectory point of the vehicle in the predicted trajectory of that stage. The predicted state of the obstacle may include the obstacle state corresponding to each trajectory point of the vehicle. In other words, each stage corresponds to one or more trajectory points, and the state of the vehicle and the obstacle state at each trajectory point can be predicted.

[0094] In step 2032, the movement state of the vehicle and the obstacle is determined based on the predicted state of the vehicle and the predicted state of the obstacle corresponding to each stage.

[0095] Here, the states of movement of the vehicle and the obstacle may include states where the vehicle and the obstacle are simultaneously stationary, states where the vehicle and the obstacle are simultaneously moving, states where the vehicle is stationary but the obstacle is moving, states where the vehicle is moving but the obstacle is stationary, etc. States where the vehicle and the obstacle are simultaneously moving may include states where the vehicle is accelerating but the obstacle is decelerating, states where the vehicle is decelerating but the obstacle is accelerating, states where both the vehicle and the obstacle are decelerating, states where both the vehicle and the obstacle are accelerating, etc.

[0096] In several selectable embodiments, the vehicle's movement state can be determined based on the predicted state of the vehicle, and the vehicle's movement state may include two states: the vehicle is stationary and the vehicle is moving. The obstacle's movement state can be determined by combining the vehicle's movement state and the predicted state of the obstacle, and the obstacle's movement state may include two states: the obstacle is stationary and the obstacle is moving. Furthermore, the vehicle's movement state and the obstacle's movement state can be combined to determine the movement states of both the vehicle and the obstacle. For example, if the vehicle's movement state is stationary and, based on the predicted state of the obstacle, it is determined that the obstacle is stationary relative to the vehicle, then the movement states of both the vehicle and the obstacle can be determined to be stationary simultaneously. If the vehicle's movement state is stationary and the obstacle is moving relative to the vehicle, then the movement states of both the vehicle and the obstacle can be determined to be stationary but the obstacle is moving. If the vehicle's movement state is moving and the obstacle is stationary relative to the vehicle, then the movement states of both the vehicle and the obstacle can be determined to be moving simultaneously. When a vehicle is in motion and an obstacle is moving relative to the vehicle, the motion state of the vehicle and the obstacle can be determined, depending on the specific speed, acceleration, and azimuth of the vehicle and the obstacle, to be either a state where they are moving simultaneously, or a state where the vehicle is moving but the obstacle is stationary. The relative direction of movement 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 several selectable embodiments, the minimum distance between a vehicle and an obstacle can be determined by combining the movement states of the vehicle and the obstacle, the predicted state of the vehicle itself, and the predicted state of the obstacle.

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

[0101] Here, the safety distance threshold can be set according to actual conditions such as the size and performance of the vehicle, and a detailed explanation is 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 vehicle is obtained from the actual actuator response mode of the vehicle at the current speed. Therefore, by comprehensively considering the actual response characteristics of the vehicle's actuators, the calculated minimum distance becomes more accurate and reliable, and the accuracy of the trigger timing of the active safety function can be further improved.

[0103] In several selectable embodiments, the timing at which the minimum distance occurs can be determined based on the movement states of the vehicle and the obstacle. This timing may include situations where the distance is minimum when the vehicle brakes and comes to a stop, or when the distance is minimum when the vehicle and the obstacle are moving at the same speed. 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 several selectable embodiments, if the vehicle and obstacle are moving in a state where the vehicle is decelerating and the obstacle is moving at a constant or accelerating speed, 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 is minimized when they are moving at the same speed. If the vehicle and obstacle are moving in a state where both the vehicle and the obstacle are 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 is minimized when the vehicle brakes and comes to a stop. If the distance is minimized when they are moving at the same speed, the distance between the vehicle and the obstacle at the same speed can be considered the minimum distance. If the distance is minimized when the vehicle brakes and comes to a stop, the distance between the vehicle and the obstacle at the time the vehicle brakes and comes to a stop can be considered 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. This allows the minimum distance between the vehicle and the obstacle to be determined according to the timing at which the minimum distance appears, making it possible to achieve both situations where the distance is smallest at the same speed and situations where the distance is smallest when the brakes are applied and the vehicle comes to a stop, thereby effectively improving the accuracy of the minimum distance. This avoids situations where the active safety trigger state becomes inaccurate due to directly determining the active safety trigger state based on the distance when the brakes are applied and the vehicle comes to a stop.

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

[0107] In some of the selectable embodiments, Figure 9 is a flowchart of an active safety control method during vehicle operation provided in one 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. While the vehicle is in motion, actuator response information of the vehicle at different speeds and the vehicle's state during the actuator response process are recorded to obtain actuator response samples at different speeds.

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

[0110] In step 503, the vehicle's state, i.e., its current state, is determined in real time.

[0111] In step 504, the obstacle state is perceived visually, that is, the current obstacle state is determined.

[0112] In step 505, the active safety trigger state is determined, that is, based on the current vehicle state, the current obstacle state, and the actuator response modes acquired for different speed ranges. Specifically, the current speed is determined based on the current vehicle state, the target actuator response mode corresponding to the current speed is determined based on the current speed and the actuator response modes for different speed ranges, and further, the active safety trigger state in the vehicle's target actuator response mode is determined based on the current vehicle state and the current obstacle state.

[0113] In step 506, the switching (transition) of the active safety trigger state is managed through the state machine.

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

[0115] In this embodiment, true response samples of the vehicle at different speeds are obtained, and actuator response modes corresponding to the obtained different speed intervals are fitted. This allows for real-time determination of whether the current is the optimal trigger timing for the active safety function, based on the vehicle's state and obstacle state, in conjunction with the real-time actuator response mode of the vehicle's actuators while the vehicle is in motion. As a result, the vehicle can trigger the active safety function at the optimal timing.

[0116] In some of the selectable embodiments, Figure 10 is a flowchart of the flow for recording a response sample provided in one 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, when the rising edge signal of the actuator response is observed, data acquisition is triggered.

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

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

[0120] In step 514, obstacle state data sensed during the actuator response process is recorded. The obstacle state data may include the obstacle state for one or more frames.

[0121] In step 515, it is determined whether or not a falling edge of the actuator response was observed. If no falling edge was observed, the process returns to step 513 to continue recording the 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 in motion. This enables the accumulation of response samples for determining or updating the actuator response mode corresponding to the vehicle in each speed range, thereby continuously improving the accuracy and robustness of the actuator response mode.

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

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

[0126] In step 522, the braking distance of the vehicle in each historical response sample (i.e., the historical braking distance mentioned above) is calculated.

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

[0128] In step 524, the optimal parameter combination (i.e., target parameter) is determined, which minimizes the error between the vehicle's braking distance and the historical response sample.

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

[0130] In this embodiment, by fitting the vehicle's actuator response model for each speed range through 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 range. This further improves the accuracy and effectiveness of the active safety trigger state when the actuator response model is used for the vehicle's active safety trigger state.

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

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

[0133] In step 532, the movement state of the vehicle and obstacles at each stage is calculated based on the target actuator response model at the current speed.

[0134] In step 533, the timing at which the minimum distance appears is determined.

[0135] In step 534, if the distance at which the brakes are applied to stop is minimized, the distance between the vehicle and the obstacle at the time of braking to stop is set as the minimum distance for the actuator response process.

[0136] In step 535, if the distance is minimized at the same speed, the distance between the vehicle and the obstacle at the same speed is defined as the minimum distance for the actuator response process.

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

[0138] In step 537, if the minimum distance is greater than the safety distance, it can be determined that there is no need to trigger the active safety function, i.e., the active safety trigger state is not triggered.

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

[0140] The method of the embodiments of this disclosure provides a more reliable basis for determining trigger timing for active safety control based on the actual response characteristics of the vehicle's actuators. Furthermore, it can continuously accumulate actuator response samples as the vehicle travels and update and optimize the actuator response mode for each speed range based on the latest response samples, thereby adjusting the trigger timing of the active safety function. This enables self-adaptive adjustment of the trigger timing based on the actual effect of the actuators, allowing the vehicle to effectively and self-adaptively determine the most reasonable trigger timing that suits its own 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 the alarm timing and braking trigger timing of automatic emergency braking and auxiliary warnings. It can also accommodate situations where the distance is minimized at the same speed and situations where the distance is minimized when braking and coming to a stop, effectively improving the accuracy of the minimum distance. This avoids situations where the active safety trigger state becomes inaccurate due to directly determining the active safety trigger state based on the distance when braking and coming to a stop.

[0141] Each of the embodiments described herein may be implemented individually or in any combination, as long as they do not conflict, and can be specifically configured according to the actual needs, and is not limited herein.

[0142] Any active safety control method for a vehicle in motion provided in the embodiments of this disclosure may be executed by any suitable device having data processing capabilities, including but not limited to terminal devices and servers. Alternatively, any active safety control method for a vehicle in motion provided in the embodiments of this disclosure may be executed by a processor, for example, by calling a corresponding instruction stored in memory to execute any active safety control method for a vehicle in motion referred to in the embodiments of this disclosure. Repetitive explanations are omitted below.

[0143] Exemplary device Figure 13 is a schematic diagram of the structure of an active safety control device for vehicle operation provided in an exemplary embodiment of the present disclosure. The device of the embodiment can be used to implement an embodiment of a corresponding method of the present disclosure, and the device shown in Figure 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 can be used to determine the vehicle's current on-vehicle state and the current obstacle state sensed by the vehicle.

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

[0146] The third processing module 63 can be used to determine the active safety trigger state in the vehicle's target actuator response mode based on the current vehicle state and the current obstacle state.

[0147] The control module 64 can be used to perform active safety control on the vehicle in response to the active safety trigger state.

[0148] Figure 14 is a schematic diagram of the structure of an active safety control device during vehicle operation, provided in another exemplary embodiment of the present disclosure.

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

[0150] In some optional embodiments, the apparatus of the embodiments of the present disclosure may further include a fourth processing module 71, as shown in Figure 14.

[0151] The fourth processing module 71 can be used to acquire a target actuator response mode by acquiring a historical response sample of the vehicle traveling at a speed within the target speed section to which the current speed belongs. Here, the historical response sample includes historical actuator response information and historical vehicle state. Based on the historical actuator response information and historical vehicle state of the historical response sample, the target actuator response mode corresponding to the target speed section is determined.

[0152] In several selectable embodiments, the fourth processing module 71 can be used to determine the historical braking distance of the actuator response process corresponding to a historical response sample based on historical actuator response information and historical vehicle state; to determine the corresponding initial vehicle speed and initial vehicle acceleration of the actuator response mode in the target speed section based on the historical vehicle state of the historical response sample; to determine the target parameters of the actuator response mode corresponding to the target speed section 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 to determine the target actuator response mode corresponding to the target speed section based on the target parameters of the actuator response mode corresponding to the target speed section.

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

[0154] In some selectable embodiments, the fourth processing module 71 can be used specifically to determine a fitting 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, and to determine a target parameter for the actuator response mode corresponding to a target speed interval, based on the historical braking distance, fitting braking distance, and currently retrieved parameters corresponding to the historical response sample.

[0155] In several selectable embodiments, the fourth processing module 71 can be used specifically to determine the current delay time in the delay phase of the actuator response process, the current pressure rise rate in the pressure rise phase of the actuator response process, and the current average deceleration in the pressure holding phase of the actuator response process, based on the currently retrieved parameters; to determine the first braking distance in the delay phase of the historical response sample, the second braking distance in the pressure rise phase of the historical response sample, and the third braking distance in the pressure holding 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 to determine the fitting 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 optional embodiments, as shown in Figure 14, the apparatus of the embodiments of the present disclosure may further include a first determination module 81 which can be used to determine a new response sample including new actuator response information and a new autovehicle state corresponding to the current speed, and a fifth processing module 82 which 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 selectable embodiments, as shown in Figure 14, the third processing module 63 may include: a third processing unit 631 which can be used to determine the predicted state of the vehicle and the predicted state of the obstacle corresponding to each stage in the actuator response process, based on the current state of the vehicle and the current state of the obstacle; a fourth processing unit 632 which can be used to determine the movement state of the vehicle and the obstacle based on the predicted state of the vehicle and the predicted state of the obstacle corresponding to each stage; a fifth processing unit 633 which can be used to determine the minimum distance between the vehicle and the obstacle in the actuator response process, based on the movement state of the vehicle and the obstacle; and a sixth processing unit 634 which can be used to determine the active safety trigger state based on the minimum distance and the safety distance threshold.

[0158] Beneficial technical effects corresponding to exemplary embodiments of this apparatus can be found by referring to the corresponding beneficial technical effects of the exemplary method portion described above, and a detailed explanation is omitted here.

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

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

[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 (cache). Non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions can be stored in the computer-readable storage media, and the processor 91 can activate one or more computer program instructions to perform the methods and / or other desired functions in each embodiment of the present disclosure described above.

[0162] In one example, the electronic device 90 may further include an input device 93 and an output device 94, and these components are connected to each other via a bus system and / or other forms of connection mechanisms (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 types of information to the outside, including, for example, a display, speaker, printer, communication network, and remote output devices connected thereto.

[0165] Naturally, for the sake of simplification, Figure 15 shows only some of the components within the electronic device 90 that are relevant to this disclosure, omitting components such as buses and input / output interfaces. 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 Embodiments of the present disclosure may further provide computer program products including computer program instructions, in addition to the methods and apparatus described above, wherein when the computer program instructions are executed by a processor, the processor performs steps of the methods of various embodiments of the present disclosure as described in the “Exemplary Methods” portion above.

[0167] Computer program products can be created using any combination of one or more programming languages ​​to produce program code for performing operations of embodiments of the present disclosure, and the programming languages ​​include object-oriented programming languages ​​such as Java and C++, and conventional procedural programming languages ​​such as the C language or similar programming languages. The program code may run entirely on the user's computing device, partially on the user's device, as separate software packages, partly on the user's computing device and partly on a remote computing device, or entirely on a remote computing device or server.

[0168] Furthermore, embodiments of the present disclosure may be computer-readable storage media in which computer program instructions are stored, and when the computer program instructions are executed by the processor, the processor performs the steps of the various embodiments of the present disclosure described in the “Exemplary Methods” section above.

[0169] Any combination of one or more readable media can be used as a computer-readable storage medium. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may include, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any combination thereof. More specific examples (non-exclusive list) of readable storage media include electrical connections with one or more wires, portable disks, hard drives, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the above.

[0170] While the basic principles of this disclosure have been explained above with reference to specific embodiments, the advantages, advantages, and effects mentioned herein are not limited to those mentioned above, but are merely illustrative, and these advantages, advantages, and effects are not necessarily present in every embodiment of this disclosure. Furthermore, the specific details disclosed herein are not limited to those mentioned above, but are merely illustrative and intended to facilitate understanding, and these details do not necessarily limit this disclosure to being realized by such specific details.

[0171] Those skilled in the art can make various modifications and alterations to this disclosure without departing from the spirit and scope of this disclosure. Thus, if such modifications and alterations of this disclosure fall within the scope of the claims of this disclosure and the equivalent art, this disclosure is intended to include such modifications and alterations.

Claims

1. The steps include determining the current state of the vehicle and the current state of obstacles sensed by the vehicle, The steps include determining the corresponding target actuator response mode at the current speed of the vehicle, The steps include determining the active safety trigger state of the vehicle in the target actuator response mode based on the current state of the vehicle and the current state of the obstacle, The step includes performing active safety control on the vehicle in accordance with the active safety trigger state, The step of determining the corresponding target actuator response mode at the current speed of the vehicle is: The steps include determining a target speed section corresponding to the current speed, The step includes determining the target actuator response mode from actuator response modes corresponding to different speed ranges, depending on the target speed range. An active safety control method performed by an active safety control device while the vehicle is in motion.

2. The target actuator response mode is The steps include: acquiring a historical response sample, including historical actuator response information and historical vehicle state, for the target speed section to which the current speed belongs, indicating that the vehicle traveled at a speed within the target speed section; The steps obtained include determining the target actuator response mode corresponding to the target speed section based on the history actuator response information and the history vehicle state of the history response sample, The active safety control method for a vehicle in motion as described in claim 1.

3. The step of determining the target actuator response mode corresponding to the target speed section based on the history actuator response information and the history vehicle state of the history response sample is: A step of determining the historical braking distance of the actuator response process corresponding to the historical response sample based on the historical actuator response information and the historical vehicle state, The steps include determining the corresponding initial vehicle speed and initial vehicle acceleration in the historical response sample for the actuator response mode in the target speed section, based on the historical vehicle state of the historical response sample, The steps include determining the 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, The step of determining the target actuator response mode corresponding to the target speed range based on the target parameters of the actuator response mode corresponding to the target speed range, includes the step of determining the target actuator response mode corresponding to the target speed range. The active safety control method for a vehicle in motion as described in claim 2.

4. The step of determining the 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, is as follows: The step includes determining the target parameters of the actuator response mode corresponding to the target speed range by searching within a preset parameter range using the least squares method, based on the initial vehicle speed, initial vehicle acceleration, and hysteretic braking distance corresponding to the hysteretic response sample. The active safety control method for a vehicle in motion as described in claim 3.

5. The step of determining the target parameters of the actuator response mode corresponding to the target speed range by searching within a preset parameter range using the least squares method, based on the initial vehicle speed, initial vehicle acceleration, and hysteretic braking distance corresponding to the hysteretic response sample, is as follows: The steps include determining the fitting 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, The step of determining the target parameters of the actuator response mode corresponding to the target speed interval based on the historical braking distance, the fitting braking distance, and the currently retrieved parameters corresponding to the historical response sample, is included. The active safety control method for a vehicle in motion as described in claim 4.

6. The step of determining the fitting braking distance corresponding to the historical response sample with the currently retrieved parameters, based on the initial vehicle speed and initial vehicle acceleration corresponding to the historical response sample, is: The steps include determining the current delay time in the delay phase of the actuator response process, the current pressure rise rate in the pressure rise phase of the actuator response process, and the current average deceleration rate in the pressure holding phase of the actuator response process, based on the parameters currently retrieved. A step of determining the first braking distance of the historical response sample during the delay phase, the second braking distance of the historical response sample during the pressure rise phase, and the third braking distance of the historical response sample during the pressure holding phase, 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. The process includes the step of determining the fitting 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, The active safety control method for a vehicle in motion as described in claim 5.

7. After performing active safety control on the vehicle in accordance with the active safety trigger state, further, The steps include determining a new response sample that includes new actuator response information and new vehicle state corresponding to the current speed, The steps include updating the target actuator response mode corresponding to the current speed based on the new response sample, and obtaining the updated target actuator response mode. The method for controlling active safety while a vehicle is in motion, according to any one of claims 1 to 6.

8. The step of determining the active safety trigger state in the target actuator response mode of the vehicle based on the current state of the vehicle and the current state of the obstacle is: A step of determining the predicted state of the vehicle and the predicted state of the obstacle corresponding to each step in the actuator response process, based on the current state of the vehicle and the current state of the obstacle. A step of determining the movement state of the vehicle and the obstacle based on the predicted state of the vehicle and the predicted state of the obstacle corresponding to each of the aforementioned stages, A step of determining the minimum distance between the vehicle and the obstacle in the actuator response process based on the movement state of the vehicle and the obstacle, The step of determining the active safety trigger state based on the minimum distance and safety distance threshold is included, The method for controlling active safety while a vehicle is in motion, according to any one of claims 1 to 6.

9. A first processing module for determining the current state of the vehicle and the current state of obstacles sensed by the vehicle, A second processing module for determining the corresponding target actuator response mode at the vehicle's current speed, A third processing module for determining the active safety trigger state of the vehicle in the target actuator response mode based on the current state of the vehicle and the current state of obstacles, Includes a control module for performing active safety control on the vehicle in accordance with the active safety trigger state, The second processing module is, A first processing unit used to determine the target speed range corresponding to the current speed, Includes a second processing unit used to determine the target actuator response mode from actuator response modes corresponding to different speed intervals, depending on the target speed interval. Active safety control system for when the vehicle is in motion.

10. A computer-readable storage medium storing a computer program for performing the method described in any one of claims 1 to 6.

11. Processor and The processor includes a memory for storing executable instructions, The processor reads and executes the executable instructions from the memory and is used to carry out the method according to any one of claims 1 to 6. electronic equipment.

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