Vehicle collision avoidance method and apparatus for vehicle, and automobile and storage medium

Abstract

A vehicle collision avoidance method and apparatus for a vehicle, and an automobile and a storage medium. The method comprises: determining whether a vehicle in front of a current vehicle performs a deceleration operation; if the front vehicle performs the deceleration operation, calculating a collision risk coefficient between the current vehicle and the front vehicle; determining whether the collision risk coefficient is greater than a set first threshold value; if the collision risk coefficient is greater than the set first threshold value, calculating front / rear collision risk coefficients of the current vehicle under a first deceleration strategy, a second deceleration strategy and a third deceleration strategy, respectively; and comparing the front / rear collision risk coefficients with a set second threshold value, determining a target deceleration strategy on the basis of comparison results, and controlling the current vehicle to execute the target deceleration strategy.

Description

Vehicle collision avoidance method and device, automobile and storage medium

[0001] The present application claims priority to the Chinese patent application No. 202411041812.0, filed on July 31, 2024, and entitled "Vehicle collision avoidance method and device, automobile and storage medium", the entire content of which is incorporated herein by reference. TECHNICAL FIELD

[0002] The present disclosure belongs to the technical field of vehicle engineering, and particularly relates to a vehicle collision avoidance method and device, an automobile and a storage medium. BACKGROUND

[0003] The statements in this section merely provide background information related to the present disclosure and do not necessarily constitute prior art.

[0004] With the advancement of automatic driving technology, automatic driving functions are introduced into more and more scenarios. Safety and comfort are the primary goals that need to be ensured in the design of automatic driving functions, and both are expected by users. SUMMARY

[0005] The present disclosure provides a vehicle collision avoidance method and device, an automobile and a storage medium. The technical solution is as follows:

[0006] In one aspect, a vehicle collision avoidance method is provided, the method comprising:

[0007] determining whether a front vehicle of a current vehicle has a deceleration operation;

[0008] if the front vehicle has a deceleration operation, calculating a collision risk coefficient of the current vehicle and the front vehicle;

[0009] determining whether the collision risk coefficient is greater than a first threshold value;

[0010] if the collision risk coefficient is greater than the first threshold value, calculating front-to-back collision risk coefficients of the current vehicle under a first deceleration strategy, a second deceleration strategy and a third deceleration strategy, respectively; wherein 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;

[0011] comparing the front-to-back collision risk coefficients with a second threshold value, determining a target deceleration strategy according to the comparison result, and controlling the current vehicle to execute the target deceleration strategy, wherein the target deceleration strategy is one of the first deceleration strategy, the second deceleration strategy and the third deceleration strategy.

[0012] In some embodiments, the comparing the front-rear collision risk coefficient with the second threshold value, and determining the target deceleration strategy according to the comparison result comprises:

[0013] If the front-rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy and the third deceleration strategy are all greater than the second threshold value, the third deceleration strategy is determined as the target deceleration strategy.

[0014] In some embodiments, the comparing the front-rear collision risk coefficient with the second threshold value, and determining the target deceleration strategy according to the comparison result comprises:

[0015] If at least one of the front-rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy and the third deceleration strategy is less than or equal to the second threshold value, the target deceleration strategy is determined according to the priority order of the first deceleration strategy, the second deceleration strategy and the third deceleration strategy.

[0016] In some embodiments, the determining the target deceleration strategy according to the priority order of the first deceleration strategy, the second deceleration strategy and the third deceleration strategy comprises:

[0017] If the front-rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy and the third deceleration strategy are all less than the second threshold value, the first deceleration strategy is determined as the target deceleration strategy.

[0018] In some embodiments, the 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 comprises:

[0019] If the front-rear collision risk coefficient corresponding to the first deceleration strategy is greater than the second threshold value, and the front-rear collision risk coefficients corresponding to the second deceleration strategy and the third deceleration strategy are both less than or equal to the second threshold value, the second deceleration strategy is determined as the target deceleration strategy.

[0020] In some embodiments, the 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 comprises:

[0021] If the front-rear collision risk coefficients corresponding to the first deceleration strategy and the second deceleration strategy are both greater than the second threshold value, and the front-rear collision risk coefficient corresponding to the third deceleration strategy is less than or equal to the second threshold value, the third deceleration strategy is determined as the target deceleration strategy.

[0022] In some embodiments, further comprising: if the front vehicle has no deceleration operation but the front-front vehicle has deceleration operation, determining whether the deceleration of the front-front vehicle is greater than a set deceleration threshold; if the deceleration of the front-front vehicle is less than or equal to the set deceleration threshold, the current vehicle maintaining the current driving state; if the deceleration of the front-front vehicle is greater than the set deceleration threshold, the current vehicle executing the first deceleration strategy.

[0023] In another aspect, a vehicle anti-collision device is provided, the device comprising:

[0024] a first determining module configured to determine whether a front vehicle of a current vehicle has deceleration operation;

[0025] a first calculating module configured to calculate a collision risk coefficient of the current vehicle and the front vehicle if the front vehicle has deceleration operation;

[0026] a second determining module configured to determine whether the collision risk coefficient is greater than a set first threshold;

[0027] a second calculating module configured to calculate front-back collision risk coefficients of the current vehicle under a first deceleration strategy, a second deceleration strategy and a third deceleration strategy respectively if the collision risk coefficient is greater than the set first threshold; wherein 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;

[0028] an executing module configured to compare the front-back collision risk coefficients with a set second threshold, determine a target deceleration strategy according to the comparison result, and control the current vehicle to execute the target deceleration strategy, wherein the target deceleration strategy is one of the first deceleration strategy, the second deceleration strategy and the third deceleration strategy.

[0029] In another aspect, a vehicle is provided, the vehicle comprising a memory and a processor, the memory being configured to store a computer program, and the processor being configured to execute the computer program stored in the memory to implement the steps of the vehicle anti-collision method described above.

[0030] In another aspect, a computer readable storage medium is provided, the storage medium storing a computer program, the computer program being executed by a processor to implement the steps of the vehicle anti-collision method described above.

[0031] The advantages of the aspects of the present disclosure will be in part apparent and in part pointed out hereinafter in the description. BRIEF DESCRIPTION OF DRAWINGS

[0032] The accompanying drawings, which are incorporated in and constitute a part of this specification, are included to provide a further understanding of the present disclosure, illustrate the exemplary embodiments of the present disclosure, and to explain the principles of the present disclosure.

[0033] Fig. 1 is a flow chart of a vehicle collision prevention method according to an embodiment of the present disclosure;

[0034] Fig. 2 is a flow chart of another vehicle collision prevention method according to an embodiment of the present disclosure;

[0035] Fig. 3 is a flow chart of another vehicle collision prevention method according to an embodiment of the present disclosure;

[0036] Fig. 4 is a structural schematic diagram of a vehicle collision prevention device according to an embodiment of the present disclosure;

[0037] Fig. 5 is a structural schematic diagram of a vehicle according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0038] It should be noted that the following detailed description is exemplary in nature and is intended to provide further description of the present disclosure. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the present disclosure belongs.

[0039] It should be noted that the terms used herein are only intended to describe specific embodiments and are not intended to limit the exemplary embodiments according to the present disclosure.

[0040] The various embodiments in the present disclosure and the features in the embodiments can be combined with each other as long as there is no conflict.

[0041] Before the vehicle collision prevention method according to an embodiment of the present disclosure is explained in detail, the application scenario, system architecture and implementation environment of the embodiment of the present disclosure are introduced.

[0042] First, the application scenario related to the embodiment of the present disclosure is introduced.

[0043] With the progress of automatic driving technology, automatic driving functions are introduced into more and more scenarios. The first thing that needs to be ensured in the design of automatic driving functions is the safety and comfort of driving, both of which are expected by users. At present, typical safety function autonomous emergency braking (AEB) strategy and comfort auxiliary driving strategy are separated. When the vehicle executes a risk collision avoidance strategy, the user often has a bad experience due to a large deceleration, and even in some cases, the AEB braking is triggered too late and the deceleration is too large, resulting in rear-end collision and secondary injury of the following vehicle, which does not meet the user's expectation.

[0044] Based on such an application scenario, the embodiment of the present application provides a whole vehicle anti-collision method, which is used to reduce the risk of collision and takes into account the safety and comfort. The method can ensure driving safety, reduce the possibility of rear-end accidents, and take into account the user's demand for comfort.

[0045] Next, the system architecture of the embodiment of the present application is introduced.

[0046] The embodiment of the present application provides a whole vehicle anti-collision system of a vehicle, which includes a microwave radar, a central gateway, a radio receive module (RRM), an interference control monitor (ICM), a body control module (BCM), and an emergency brake light, etc. The microwave radar can be connected with the central gateway, the central gateway can be connected with the RRM, the ICM, and the BCM respectively, and the BCM can be connected with the emergency brake light.

[0047] On the basis of the above system architecture, the scheme of the present application analyzes the surrounding environment of the current vehicle by means of BEV (Bird's Eye View) perception technology.

[0048] The BEV perception technology is mainly divided into three categories according to the type of input sensor: camera perception technology (camera) based on multi-view camera, perception technology (lidar) based on laser radar, and perception technology (Radar) based on millimeter wave radar. The BEV perception technology (BEVfusion) based on a variety of sensors is to use data from multiple sensors as input, such as image data collected by the camera and point cloud data collected by the laser radar, to design a fusion mechanism to fuse information of different modalities, which can obtain more rich BEV features to improve the accuracy and robustness of BEV perception.

[0049] As an example, the embodiment of the present application obtains the deceleration of the front vehicle of the current vehicle and the deceleration of the front-front vehicle by means of BEV perception technology.

[0050] Those skilled in the art should understand that the above system architecture is only an example, and other existing or future modules or components can be applicable to the present application and should be included in the protection scope of the present application, and are hereby incorporated by reference.

[0051] Next, the anti-collision method of the automobile provided by the embodiment of the present application will be explained and described in detail in combination with the drawings.

[0052] FIG. 1 is a flowchart of a vehicle collision prevention method according to an embodiment of the present application. The method is applied to a vehicle. In some embodiments, the method can be executed by an electronic control unit (ECU) of the vehicle. Referring to FIG. 1, the method includes the following steps.

[0053] Step 1: determining whether a front vehicle of the current vehicle has a deceleration operation.

[0054] Step 2: if the front vehicle has a deceleration operation, calculating a collision risk coefficient of the current vehicle and the front vehicle.

[0055] Step 3: determining whether the collision risk coefficient is greater than a first threshold value.

[0056] Step 4: if the collision risk coefficient is greater than the first threshold value, calculating front-rear collision risk coefficients of the current vehicle under a first deceleration strategy, a second deceleration strategy and a third deceleration strategy respectively; wherein a deceleration value of the first deceleration strategy is less than a deceleration value of the second deceleration strategy, and the deceleration value of the second deceleration strategy is less than a deceleration value of the third deceleration strategy.

[0057] Step 5: comparing the front-rear collision risk coefficients with a second threshold value, and executing a corresponding deceleration strategy according to a comparison result. That is, step 5 can include comparing the front-rear collision risk coefficients with the second threshold value, determining a target deceleration strategy according to a comparison result, and controlling the current vehicle to execute the target deceleration strategy, the target deceleration strategy being one of the first deceleration strategy, the second deceleration strategy and the third deceleration strategy.

[0058] In the present application, it is determined whether a front vehicle of the current vehicle has a deceleration operation. In the case that the front vehicle has a deceleration operation, it is determined whether a collision risk coefficient at this time is greater than a first threshold value. If so, front-rear collision risk coefficients under a first deceleration strategy, a second deceleration strategy and a third deceleration strategy are calculated respectively. According to a comparison of the calculated front-rear collision risk coefficients with a second threshold value, a corresponding deceleration strategy is executed, so as to ensure driving safety and reduce the possibility of rear-end collision accidents, and at the same time, the demand of users for comfort is taken into account.

[0059] In some embodiments, comparing the front-rear collision risk coefficients with the second threshold value, and executing a corresponding deceleration strategy according to a comparison result includes:

[0060] If the front-rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy and the third deceleration strategy are all greater than the second threshold value, the current vehicle executes the third deceleration strategy.

[0061] That is, the front-rear collision risk coefficient is compared with the set second threshold value, and the target deceleration strategy is determined according to the comparison result, including:

[0062] If the front-rear 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 value, the third deceleration strategy is determined as the target deceleration strategy.

[0063] In some embodiments, the front-rear collision risk coefficient is compared with the set second threshold value, and the current vehicle executes the corresponding deceleration strategy according to the comparison result, and further comprising:

[0064] If the front-rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy and the third deceleration strategy exist less than or equal to the set second threshold value, the strategy executed by the current vehicle is selected according to the priority order of the first deceleration strategy, the second deceleration strategy and the third deceleration strategy.

[0065] That is, the front-rear collision risk coefficient is compared with the set second threshold value, and the target deceleration strategy is determined according to the comparison result, including:

[0066] If at least one of the front-rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy and the third deceleration strategy is less than or equal to the set second threshold value, the target deceleration strategy is determined according to the priority order of the first deceleration strategy, the second deceleration strategy and the third deceleration strategy.

[0067] In some embodiments, the strategy executed by the current vehicle is selected according to the priority order of the first deceleration strategy, the second deceleration strategy and the third deceleration strategy, including:

[0068] If the front-rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy and the third deceleration strategy are all less than the set second threshold value, the current vehicle executes the first deceleration strategy.

[0069] That is, the target deceleration strategy is determined according to the priority order of the first deceleration strategy, the second deceleration strategy and the third deceleration strategy, including:

[0070] If the front-rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy and the third deceleration strategy are all less than the set second threshold value, the first deceleration strategy is determined as the target deceleration strategy.

[0071] In some embodiments, the strategy executed by the current vehicle is selected according to the priority order of the first deceleration strategy, the second deceleration strategy and the third deceleration strategy, and further comprising:

[0072] If the front-rear collision risk coefficient corresponding to the first deceleration strategy is greater than the second threshold value, and the front-rear collision risk coefficients corresponding to the second deceleration strategy and the third deceleration strategy are both less than or equal to the second threshold value, the current vehicle executes the second deceleration strategy.

[0073] 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:

[0074] If the front-rear collision risk coefficient corresponding to the first deceleration strategy is greater than the second threshold value, and the front-rear collision risk coefficients corresponding to the second deceleration strategy and the third deceleration strategy are both less than or equal to the second threshold value, the second deceleration strategy is determined as the target deceleration strategy.

[0075] In some embodiments, selecting the strategy executed by the current vehicle according to the priority order of the first deceleration strategy, the second deceleration strategy and the third deceleration strategy further includes:

[0076] If the front-rear collision risk coefficients corresponding to the first deceleration strategy and the second deceleration strategy are both greater than the second threshold value, and the front-rear collision risk coefficient corresponding to the third deceleration strategy is less than or equal to the second threshold value, the current vehicle executes the third deceleration strategy.

[0077] 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:

[0078] If the front-rear collision risk coefficients corresponding to the first deceleration strategy and the second deceleration strategy are both greater than the second threshold value, and the front-rear collision risk coefficient corresponding to the third deceleration strategy is less than or equal to the second threshold value, the third deceleration strategy is determined as the target deceleration strategy.

[0079] In some embodiments, further including: if the front vehicle has no deceleration operation, but the front-front vehicle has a deceleration operation, determining whether the deceleration of the front-front vehicle is greater than a set deceleration threshold value; if the deceleration of the front-front vehicle is less than or equal to the set deceleration threshold value, the current vehicle maintains the current driving state; if the deceleration of the front-front vehicle is greater than the set deceleration threshold value, the current vehicle executes the first deceleration strategy.

[0080] All the optional technical solutions described above can be combined to form optional embodiments of the present application, and the embodiments of the present application will not be described one by one.

[0081] FIG. 2 is a flowchart of a vehicle anti-collision method provided by an embodiment of the present application, referring to FIG. 2, the method includes the following steps.

[0082] Step 201: If the front vehicle has a deceleration operation, calculate the collision risk coefficient of the current vehicle and the front vehicle.

[0083] It should be noted that the front vehicle is the vehicle located in front of the lane where the current vehicle is located and closest to the current vehicle. The current vehicle refers to the vehicle as the implementation subject.

[0084] The collision risk coefficient can refer to the ratio of the time required for the driver and the braking system to take collision avoidance measures to the vehicle collision time when the front vehicle collides with the current vehicle according to the driving speed of the front vehicle relative to the current vehicle. When the time required for the driver and the braking system to take collision avoidance measures is greater than the vehicle collision time, the two vehicles will collide, and the longer the time required for the driver and the braking system to take collision avoidance measures, the higher the collision risk coefficient and the higher the danger.

[0085] Specifically, the whole vehicle calculates the collision risk coefficient T0 based on BEV perception; when T0 is less than or equal to the set first threshold Ti, comfortable deceleration is performed. The system calculates different decelerations according to different risk coefficients.

[0086] When T0 is greater than the set first threshold Ti, the front-to-back collision risk coefficients of comfortable avoidance, uncomfortable deceleration, and uncomfortable avoidance are calculated, which are R1 / R2, R3 / R4, and R5 / R6, respectively. That is, the front-to-back collision risk coefficients under the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy are calculated, respectively.

[0087] Wherein, T0: whole vehicle collision risk coefficient, the higher the value, the greater the probability of collision;

[0088] Ti: the maximum collision risk coefficient that comfortable deceleration can avoid collision.

[0089] Step 202: If the collision risk coefficient is greater than the set first threshold, calculate the front-to-back collision risk coefficients of the current vehicle under the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy, respectively; wherein the deceleration value of the first deceleration strategy is less than that of the second deceleration strategy, and the deceleration value of the second deceleration strategy is less than that of the third deceleration strategy.

[0090] Optionally, if at least one of the front-to-back collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy is less than or equal to the set second threshold, the target deceleration strategy is determined according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy.

[0091] Optionally, selecting the strategy (i.e., determining the target deceleration strategy) executed by the current vehicle according to the priority order of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy includes:

[0092] If the front-rear collision risk coefficients corresponding to the first, second and third deceleration strategies are all less than the second threshold value, the current vehicle executes the first deceleration strategy, i.e., the first deceleration strategy is determined as the target deceleration strategy.

[0093] If the front-rear collision risk coefficient corresponding to the first deceleration strategy is greater than the second threshold value, and the front-rear collision risk coefficients corresponding to the second and third deceleration strategies are all less than or equal to the second threshold value, the current vehicle executes the second deceleration strategy, i.e., the second deceleration strategy is determined as the target deceleration strategy.

[0094] If the front-rear collision risk coefficients corresponding to the first and second deceleration strategies are both greater than the second threshold value, and the front-rear collision risk coefficient corresponding to the third deceleration strategy is less than or equal to the second threshold value, the current vehicle executes the third deceleration strategy, i.e., the third deceleration strategy is determined as the target deceleration strategy.

[0095] The first, second and third deceleration strategies correspond to a comfortable avoidance strategy, a non-comfortable deceleration strategy and a non-comfortable avoidance strategy, respectively. The front-rear collision risk coefficients of the comfortable avoidance strategy, the non-comfortable deceleration strategy and the non-comfortable avoidance strategy are R1 / R2, R3 / R4 and R5 / R6, respectively. R1 is the front collision risk coefficient of the whole vehicle after executing the comfortable left or right avoidance strategy; R2 is the rear collision risk coefficient of the whole vehicle after executing the comfortable left or right avoidance strategy; R3 is the front collision risk coefficient of the whole vehicle after executing the non-comfortable deceleration (i.e., AEB deceleration); R4 is the rear collision risk coefficient of the whole vehicle after executing the non-comfortable deceleration (i.e., AEB deceleration); R5 is the front collision risk coefficient of the whole vehicle after executing the non-comfortable left or right avoidance strategy; and R6 is the rear collision risk coefficient of the whole vehicle after executing the non-comfortable left or right avoidance strategy.

[0096] Optionally, the front collision risk coefficient of the whole vehicle can be a ratio of the time required for the driver and the braking system to take collision avoidance measures to the vehicle collision time when the front vehicle collides with the current vehicle according to the driving speed of the front vehicle relative to the current vehicle. The rear collision risk coefficient of the whole vehicle can be a ratio of the time required for the driver and the braking system to take collision avoidance measures to the vehicle collision time when the rear vehicle collides with the current vehicle according to the driving speed of the rear vehicle relative to the current vehicle. The rear vehicle can be a vehicle located behind the current vehicle in the lane of the current vehicle and closest to the current vehicle.

[0097] The front and rear collision risk coefficients of the comfortable avoidance strategy, the uncomfortable deceleration strategy, the uncomfortable avoidance strategy, i.e. R1 / R2, R3 / R4, R5 / R6, and the size of the set second threshold value Ri are compared. If R1 / R2, R3 / R4, R5 / R6 are all less than Ri, it is determined that the collision can be avoided, otherwise it cannot be avoided.

[0098] Specifically, the collision risk coefficient of the comfortable avoidance strategy refers to (i.e. the front and rear collision coefficients of the comfortable avoidance strategy as a whole) the probability value of the collision risk (i.e. the intersection of the driving track and the surrounding vehicle) in the case that the lateral acceleration is less than the critical acceleration a1 of the comfortable avoidance and the uncomfortable avoidance.

[0099] The collision risk coefficient of the uncomfortable deceleration strategy refers to (i.e. the front and rear collision coefficients of the uncomfortable deceleration strategy as a whole) the probability value of the collision risk (i.e. the intersection of the driving track and the surrounding vehicle) in the case that the longitudinal acceleration is greater than the deceleration critical value a3 of the uncomfortable deceleration and the comfortable deceleration, but less than the deceleration a4 allowed by the intelligent driving system.

[0100] The collision risk coefficient of the uncomfortable avoidance strategy refers to (i.e. the front and rear collision coefficients of the uncomfortable avoidance strategy as a whole) the probability value of the collision risk (i.e. the intersection of the driving track and the surrounding vehicle) in the case that the lateral acceleration is greater than the critical acceleration a1 of the comfortable avoidance and the uncomfortable avoidance, but less than the acceleration a2 allowed by the intelligent driving system.

[0101] When R1 / R2, R3 / R4, R5 / R6 are all greater than Ri, the uncomfortable deceleration strategy is executed.

[0102] When R1 / R2, R3 / R4, R5 / R6 exist less than or equal to Ri, the corresponding strategy is selected according to the priority order of the comfortable avoidance, the uncomfortable deceleration, and the uncomfortable avoidance.

[0103] Wherein, R1 / R2: the front / rear vehicle collision risk coefficient after executing the comfortable left or right avoidance strategy.

[0104] R3 / R4: the vehicle collision risk coefficient after executing the uncomfortable deceleration (i.e. AEB deceleration).

[0105] R5 / R6: the vehicle collision risk coefficient after executing the uncomfortable left / right avoidance strategy.

[0106] Ri: the collision risk coefficient when the collision cannot be avoided even after executing all the risk avoidance strategies.

[0107] The application also includes: if the front vehicle does not decelerate, but the front-front vehicle decelerates, determining whether the deceleration of the front-front vehicle is greater than a set deceleration threshold; if the deceleration of the front-front vehicle is less than or equal to the set deceleration threshold, the current vehicle maintains the current driving state; if the deceleration of the front-front vehicle is greater than the set deceleration threshold, the current vehicle executes a first deceleration strategy.

[0108] The front-front vehicle is the vehicle closest to the front vehicle of the current vehicle and located in front of the lane of the front vehicle of the current vehicle. The current vehicle refers to the vehicle as the implementation subject.

[0109] If the current-front vehicle deceleration A is less than or equal to Ai, the relevant strategy is not executed; if the current-front vehicle deceleration A is greater than Ai, comfortable deceleration is executed.

[0110] A: deceleration of the front-front vehicle;

[0111] Ai: deceleration threshold of the front-front vehicle, exceeding the threshold will bring the risk that the front vehicle identifies the front-front vehicle deceleration and then decelerates, resulting in emergency braking of the current vehicle.

[0112] It should be noted that the above-mentioned various parameters and set thresholds can be determined by calibration.

[0113] Fig. 3 shows a flow chart of a collision avoidance method. Referring to Fig. 3, the method comprises: step 301, judging whether the preceding vehicle is decelerating; step 302, if the preceding vehicle is decelerating, judging whether the overall vehicle collision risk coefficient T0 is greater than a threshold value Ti; step 303, if the overall vehicle collision risk coefficient T0 is greater than the threshold value Ti, calculating the non-comfortable deceleration, comfortable avoidance, and collision risk of non-comfortable avoidance, and the respective risk coefficients; step 304, judging whether there is a strategy that can avoid collision (i.e. whether there is a strategy corresponding to a front-to-rear collision coefficient less than or equal to a set second threshold value); step 305, if there is, excluding the strategy that the risk cannot be avoided (i.e. excluding the strategy of unavoidable collision), and determining the strategy to be executed according to the priority of comfortable avoidance over non-comfortable deceleration over emergency avoidance (i.e. the priority of the comfortable avoidance, non-comfortable deceleration, and non-comfortable avoidance strategies decreases in turn); step 306, informing the driver and the control system of the strategy to be executed; step 307, executing the corresponding risk avoidance strategy (such as deceleration or lane changing); step 308, if the result of step 301 is no, judging whether the preceding preceding vehicle is decelerating; step 309, if the preceding preceding vehicle is decelerating, judging whether the deceleration of the preceding preceding vehicle is greater than a preset threshold value; step 310, if the result of step 309 is yes, controlling the ego vehicle (the current vehicle) to execute a comfortable deceleration strategy; step 311, if the result of step 304 is that there is no strategy that can avoid collision, executing a non-comfortable deceleration strategy; step 312, if the result of step 302 is that the overall vehicle collision risk coefficient is less than or equal to the threshold value Ti, judging that the collision risk is not high, and determining to execute comfortable deceleration; step 313, calculating the required deceleration; step 314, informing the driver of the strategy to be executed; and step 315, executing comfortable deceleration.

[0114] After the collision avoidance method of the automobile provided by the embodiments of the present application is explained, next, the collision avoidance device of the automobile provided by the embodiments of the present application is introduced.

[0115] Fig. 4 is a structural schematic diagram of a collision avoidance device of an automobile provided by an embodiment of the present application. The collision avoidance device of the automobile can be realized by software, hardware, or a combination of the two to become part or all of the automobile. Referring to Fig. 4, the device comprises: a first judging module 401, a first calculating module 402, a second judging module 403, a second calculating module 404, and an executing module 405.

[0116] The first judging module 401 is configured to judge whether the front vehicle is decelerating.

[0117] The first calculating module 402 is configured to, if the front vehicle is decelerating, calculate the collision risk coefficient of the current vehicle and the front vehicle.

[0118] The second determining module 403 is configured to determine whether the collision risk coefficient is greater than a first threshold value.

[0119] The second calculating module 404 is configured to calculate the front-back collision risk coefficients of the current vehicle under the first deceleration strategy, the second deceleration strategy and the third deceleration strategy respectively if the collision risk coefficient is greater than the first threshold value, wherein 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.

[0120] The executing module 405 is configured to compare the front-back collision risk coefficients with a second threshold value, and execute a corresponding deceleration strategy according to the comparison result.

[0121] In some embodiments, the executing module comprises:

[0122] The first executing submodule is configured to execute the third deceleration strategy if the front-back collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy and the third deceleration strategy are all greater than the second threshold value.

[0123] In some embodiments, the executing module further comprises:

[0124] The second executing submodule is configured to select a strategy executed by the current vehicle according to the priority order of the first deceleration strategy, the second deceleration strategy and the third deceleration strategy if the front-back collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy and the third deceleration strategy exist to be less than or equal to the second threshold value.

[0125] In some embodiments, the second executing submodule comprises:

[0126] The first submodule is configured to execute the first deceleration strategy if the front-back collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy and the third deceleration strategy are all less than the second threshold value.

[0127] In some embodiments, the second executing submodule further comprises:

[0128] The second submodule is configured to execute the second deceleration strategy if the front-back collision risk coefficient corresponding to the first deceleration strategy is greater than the second threshold value, and the front-back collision risk coefficients corresponding to the second deceleration strategy and the third deceleration strategy are both less than or equal to the second threshold value.

[0129] In some embodiments, the second executing submodule further comprises:

[0130] The third sub-module is configured to, if the front-rear collision risk coefficients corresponding to the first and second deceleration strategies are greater than the second threshold value, and the front-rear collision risk coefficient corresponding to the third deceleration strategy is less than or equal to the second threshold value, execute the third deceleration strategy by the current vehicle.

[0131] In some embodiments, the device further comprises a third judging module configured to, if the front vehicle does not have a deceleration operation, but the front-front vehicle has a deceleration operation, judge whether the deceleration of the front-front vehicle is greater than a set deceleration threshold value, if the deceleration of the front-front vehicle is less than or equal to the set deceleration threshold value, maintain the current driving state of the current vehicle, and if the deceleration of the front-front vehicle is greater than the set deceleration threshold value, execute the first deceleration strategy by the current vehicle.

[0132] It should be noted that the automobile anti-collision device provided in the above embodiments is only used for example to divide the above functional modules when controlling the automobile anti-collision, and in actual application, the above functions can be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the above described functions. In addition, the automobile anti-collision device and the automobile anti-collision method provided in the above embodiments belong to the same concept, and the specific implementation process is described in the method embodiments, which will not be repeated here.

[0133] As shown in FIG. 5, the automobile provided in the embodiments of the present application is a structure block diagram. Generally, the automobile comprises a processor and a memory.

[0134] The processor can include one or more processing cores, such as a 4-core processor, an 8-core processor, and the like. The processor can be implemented in the form of at least one of a DSP (Digital Signal Processing), an FPGA (Field-Programmable Gate Array), a PLA (Programmable Logic Array). The processor can also include a main processor and a coprocessor. The main processor is a processor for processing data in an awake state, also referred to as a CPU (Central Processing Unit). The coprocessor is a low-power processor for processing data in a standby state. In some embodiments, the processor can be integrated with a GPU (Graphics Processing Unit) that is responsible for rendering and drawing the content required to be displayed on the display screen. In some embodiments, the processor can further include an AI (Artificial Intelligence) processor for processing computing operations related to machine learning.

[0135] The memory can include one or more computer-readable storage media that can be non-transitory. The memory can also include a high-speed random access memory, and a nonvolatile memory such as one or more disk storage devices, flash storage devices. In some embodiments, the non-transitory computer-readable storage medium in the memory is used to store at least one instruction for being executed by the processor to implement the anti-collision method of the vehicle provided by the method embodiments in the present application.

[0136] In some embodiments, the vehicle can further optionally include a peripheral device interface and at least one peripheral device. The processor, the memory, and the peripheral device interface can be connected through a bus or a signal line. Each peripheral device can be connected to the peripheral device interface through a bus, a signal line, or a circuit board. Specifically, the peripheral device includes at least one of a radio frequency circuit, a touch display screen, a camera, an audio circuit, a positioning component, and a power supply.

[0137] The peripheral device interface can be used to connect at least one peripheral device related to I / O (Input / Output) to the processor and the memory. In some embodiments, the processor, the memory, and the peripheral device interface are integrated on the same chip or circuit board; in some other embodiments, any one or two of the processor, the memory, and the peripheral device interface can be implemented on a separate chip or circuit board, and the present embodiment does not limit this.

[0138] The radio frequency circuit is used for receiving and transmitting RF (Radio Frequency) signals, also known as electromagnetic signals. The radio frequency circuit communicates with the communication network and other communication devices through electromagnetic signals. The radio frequency circuit converts electrical signals into electromagnetic signals for transmission, or converts received electromagnetic signals into electrical signals. Optionally, the radio frequency circuit includes: an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chip set, a subscriber identity module card, and the like. The radio frequency circuit can communicate with other terminals through at least one wireless communication protocol. The wireless communication protocol includes but is not limited to: the World Wide Web, a metropolitan area network, an intranet, various generations of mobile communication networks (2G, 3G, 4G and 5G), a wireless local area network and / or a WiFi (Wireless Fidelity) network. In some embodiments, the radio frequency circuit can also include NFC (Near Field Communication) related circuitry, which is not limited by the present application.

[0139] The display screen is used to display the UI (User Interface). The UI can include graphics, text, icons, video, and any combination thereof. When the display screen is a touch display screen, the display screen also has the ability to collect touch signals on or above the surface of the display screen. The touch signal can be input as a control signal to the processor for processing. At this time, the display screen can also be used to provide virtual buttons and / or virtual keyboards, also known as soft buttons and / or soft keyboards. In some embodiments, the display screen can be one, arranged on the front panel of the vehicle; in other embodiments, the display screen can be at least two, arranged on different surfaces of the vehicle or in a folding design; in still other embodiments, the display screen can be a flexible display screen, arranged on a curved surface or a folding surface of the vehicle. Even, the display screen can also be arranged in an irregular shape, that is, a special-shaped screen. The display screen can be made of LCD (Liquid Crystal Display), OLED (Organic Light-Emitting Diode) and the like.

[0140] The camera assembly is used to capture images or videos. Optionally, the camera assembly includes any one of a main camera, a depth camera, a wide-angle camera, a telephoto camera, to realize the background virtualization function by fusing the main camera and the depth camera, the panorama shooting and VR (Virtual Reality) shooting function by fusing the main camera and the wide-angle camera, or other fusion shooting functions. In some embodiments, the camera assembly can also include a flash. The flash can be a single-color temperature flash or a dual-color temperature flash. The dual-color temperature flash refers to the combination of a warm light flash and a cold light flash, which can be used for light compensation at different color temperatures.

[0141] The audio circuit can include a microphone and a speaker. The microphone is used to capture sound waves of the user and the environment, and convert the sound waves into an electrical signal input to the processor for processing, or input to the radio frequency circuit to realize voice communication. For the purpose of stereo sound collection or noise reduction, the microphone can be multiple, respectively arranged at different parts of the vehicle. The microphone can also be an array microphone or an omnidirectional collection microphone. The speaker is used to convert the electrical signal from the processor or the radio frequency circuit into sound waves. The speaker can be a traditional thin-film speaker or a piezoelectric ceramic speaker. When the speaker is a piezoelectric ceramic speaker, it can not only convert electrical signals into sound waves that humans can hear, but also convert electrical signals into sound waves that humans cannot hear for ranging purposes. In some embodiments, the audio circuit can also include a headphone jack.

[0142] The positioning component is used to locate the current geographic position of the vehicle to realize navigation or LBS (Location Based Service). The positioning component can be a positioning component based on the GPS (Global Positioning System) of the United States, the Beidou system of China, or the Galileo system of Russia.

[0143] The power supply is used to supply power to various components in the vehicle. The power supply can be alternating current, direct current, disposable battery or rechargeable battery. When the power supply includes a rechargeable battery, the rechargeable battery can be a wired rechargeable battery or a wireless rechargeable battery. The wired rechargeable battery is a battery charged through a wired line, and the wireless rechargeable battery is a battery charged through a wireless coil. The rechargeable battery can also be used to support fast charging technology.

[0144] In some embodiments, the vehicle also includes one or more sensors.

[0145] Those skilled in the art can understand that the structures shown above do not constitute a limitation on the vehicle, and can include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0146] In some embodiments, a computer readable storage medium is also provided, and the computer readable storage medium stores a computer program, and the computer program is executed by a processor to implement the steps of the anti-collision method of the vehicle in the above embodiments. For example, the computer readable storage medium can be a ROM, a RAM, a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, etc.

[0147] It is worth noting that the computer readable storage medium mentioned in the present application can be a non-volatile storage medium, in other words, can be a non-transitory storage medium.

[0148] It should be understood that all or part of the steps of the above embodiments can be implemented by software, hardware, firmware or any combination thereof. When implemented by software, it can be implemented in the form of a computer program product entirely or partially. The computer program product includes one or more computer instructions. The computer instructions can be stored in the computer readable storage medium mentioned above.

[0149] That is, in some embodiments, a computer program product including instructions which, when run on a computer, cause the computer to perform the steps of the anti-collision method of the vehicle described above is also provided.

[0150] The above describes the embodiments provided by the present application, and is not intended to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

A vehicle collision avoidance method of a vehicle, characterized by, The method comprises: judging whether a front vehicle of a current vehicle has a deceleration operation; if the front vehicle has a deceleration operation, calculating a collision risk coefficient of the current vehicle and the front vehicle; judging whether the collision risk coefficient is greater than a set first threshold value; if the collision risk coefficient is greater than the set first threshold value, calculating front and rear collision risk coefficients of the current vehicle under a first deceleration strategy, a second deceleration strategy and a third deceleration strategy respectively; wherein a deceleration value of the first deceleration strategy is smaller than a deceleration value of the second deceleration strategy, and the deceleration value of the second deceleration strategy is smaller than a deceleration value of the third deceleration strategy; comparing the front and rear collision risk coefficients with a set second threshold value, and determining a target deceleration strategy according to a comparison result, and controlling the current vehicle to execute the target deceleration strategy, wherein the target deceleration strategy is one of the first deceleration strategy, the second deceleration strategy and the third deceleration strategy. The method of claim 1, wherein The comparing the front and rear collision risk coefficients with the set second threshold value and determining the target deceleration strategy according to the comparison result comprises: if the front and rear 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 value, the third deceleration strategy is determined as the target deceleration strategy. The method of claim 1, wherein The comparing the front and rear collision risk coefficients with the set second threshold value and determining the target deceleration strategy according to the comparison result comprises: if at least one of the front and rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy and the third deceleration strategy is less than or equal to the set second threshold value, the target deceleration strategy is determined according to a priority order of the first deceleration strategy, the second deceleration strategy and the third deceleration strategy. The method of claim 3, wherein The determining the target deceleration strategy according to the priority order of the first deceleration strategy, the second deceleration strategy and the third deceleration strategy comprises: if the front and rear collision risk coefficients corresponding to the first deceleration strategy, the second deceleration strategy and the third deceleration strategy are all less than the set second threshold value, the first deceleration strategy is determined as the target deceleration strategy. The method of claim 3, wherein The 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 comprises: if the front and rear collision risk coefficient corresponding to the first deceleration strategy is greater than the set second threshold value, and the front and rear 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 value, the second deceleration strategy is determined as the target deceleration strategy. The method of claim 3, wherein The 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 comprises: If the front-rear collision risk coefficients corresponding to the first and second deceleration strategies are greater than a second threshold value, and the front-rear collision risk coefficient corresponding to the third deceleration strategy is less than or equal to the second threshold value, the third deceleration strategy is determined as the target deceleration strategy. The method of claim 1, wherein Also included are: If the front vehicle does not decelerate, but the front-front vehicle does, it is determined whether the deceleration of the front-front vehicle is greater than a set deceleration threshold value; If the deceleration of the front-front vehicle is less than or equal to the set deceleration threshold value, the current vehicle maintains the current driving state; if the deceleration of the front-front vehicle is greater than the set deceleration threshold value, the current vehicle executes a first deceleration strategy. A vehicle collision avoidance device for a vehicle, characterized by The device includes: A first determination module for determining whether the front vehicle of the current vehicle has a deceleration operation; A second calculation module for calculating a collision risk coefficient of the current vehicle and the front vehicle if the front vehicle has a deceleration operation; A second determination module for determining whether the collision risk coefficient is greater than a first threshold value; A second calculation module for calculating the front-rear collision risk coefficients of the current vehicle under a first deceleration strategy, a second deceleration strategy, and a third deceleration strategy if the collision risk coefficient is greater than the first threshold value; wherein the deceleration value of the first deceleration strategy is less than that of the second deceleration strategy, and the deceleration value of the second deceleration strategy is less than that of the third deceleration strategy; An execution module for comparing the front-rear collision risk coefficients with a second threshold value, determining a target deceleration strategy according to the comparison result, and controlling the current vehicle to execute the target deceleration strategy, wherein the target deceleration strategy is one of the first deceleration strategy, the second deceleration strategy, and the third deceleration strategy. An automobile characterized by comprising: The car includes a memory and a processor, the memory is used to store computer programs, and the processor is used to execute the computer programs stored on the memory to realize the steps of the vehicle anti-collision method of any one of claims 1-7. A computer-readable storage medium, characterized by The storage medium stores a computer program, and the computer program is executed by the processor to realize the steps of the vehicle anti-collision method of any one of claims 1-7.

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