CN115257722A

CN115257722A - Pedestrian avoidance method and device oriented to safety and efficiency

Info

Publication number: CN115257722A
Application number: CN202211062108.4A
Authority: CN
Inventors: 王迪; 王祎男; 曹礼军; 关瀛洲; 程悦; 罗逍; 杨纯宇; 代向升; 于小洲; 郝旭辉; 吴显琪
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2022-08-31
Filing date: 2022-08-31
Publication date: 2022-11-01

Abstract

The invention discloses a pedestrian avoidance method and device oriented to safety and efficiency. Wherein, the method comprises the following steps: sensing whether an obstacle is present at a front portion of the vehicle; sensing a distance, if any, between the vehicle and a vehicle to be monitored located at the rear of the vehicle; if the distance is smaller than the distance threshold value, controlling the vehicle to uniformly decelerate to stop at different braking deceleration rates; the method comprises the steps that in the running process of the vehicle at different braking decelerations, running information of the vehicle to be monitored is obtained; determining the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic based on the driving information of the vehicle to be monitored; and determining an avoidance decision of the vehicle based on the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic. The invention solves the technical problem of low efficiency of pedestrians when vehicles run through Cheng Bizhuang.

Description

Pedestrian avoidance method and device oriented to safety and efficiency

Technical Field

The invention relates to the field of vehicles, in particular to a pedestrian avoidance method and device for safety and efficiency.

Background

At present, when a pedestrian is collided in the driving process of a vehicle, the pedestrian in front of the vehicle is generally sensed through a front collision early warning system or an automatic braking system, emergency braking is carried out to avoid collision with the pedestrian, however, the technologies only aim at avoiding collision with the pedestrian, when the rear of the pedestrian comes in front of the vehicle, the pedestrian cannot be collided through emergency braking, and therefore the rear end of the vehicle can be collided, and further traffic accidents are caused.

Aiming at the problem that the efficiency of the pedestrian is low when the vehicle drives through Cheng Bizhuang, an effective solution is not provided at present.

Disclosure of Invention

The embodiment of the invention provides a pedestrian avoidance method and device facing safety and efficiency, and aims to at least solve the technical problem that a vehicle runs through Cheng Bizhuang and has low pedestrian efficiency.

According to an aspect of the embodiments of the present invention, a pedestrian avoidance method facing safety and efficiency is provided, wherein the method includes: sensing whether an obstacle is present at a front portion of the vehicle; sensing a distance, if any, between the vehicle and a vehicle to be monitored located at the rear of the vehicle; if the distance is smaller than the distance threshold value, controlling the vehicle to uniformly decelerate to stop at different braking decelerations; the method comprises the following steps of acquiring running information of a vehicle to be monitored in the running process of the vehicle at different braking decelerations, wherein the running information of the vehicle to be monitored at least comprises the following steps: a braking deceleration of the vehicle to be monitored corresponding to a different braking deceleration of the vehicle; determining the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic based on the driving information of the vehicle to be monitored; and determining an avoidance decision of the vehicle based on the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic.

Optionally, the method further comprises: and if the distance is larger than the distance threshold value, determining that the vehicle has no risk of rear-end collision of the vehicle to be monitored.

Optionally, sensing whether an obstacle is present at a front portion of the vehicle, comprises: acquiring real-time information of a vehicle and an obstacle, wherein the obstacle is a pedestrian in front of the vehicle, the real-time information of the vehicle is the speed, the acceleration and the yaw velocity of the vehicle, and the real-time information of the pedestrian is the longitudinal distance, the transverse distance, the longitudinal moving speed and the transverse moving speed of the pedestrian; and sensing whether a pedestrian exists in the front of the vehicle or not based on the real-time information of the vehicle and the obstacle.

Optionally, sensing a distance, if any, between the vehicle and a vehicle to be monitored located at a rear of the vehicle comprises: if the front part of the vehicle has the pedestrian, judging whether the pedestrian collides with the vehicle; when a pedestrian collides with the vehicle, determining the braking deceleration of the vehicle to enable the vehicle to run according to the braking deceleration so as to avoid the collision between the vehicle and the pedestrian; when the pedestrian does not collide with the vehicle, the distance between the vehicle and the vehicle to be monitored located at the rear of the vehicle is sensed.

Optionally, acquiring the driving information of the vehicle to be monitored during the operation of the vehicle at different braking decelerations comprises: in the running process of the vehicle at different braking decelerations, when the vehicle to be monitored decelerates to the speed which is the same as the vehicle speed and the distance between the vehicle to be monitored and the vehicle is a distance threshold value, the running information of the vehicle to be monitored is obtained.

Optionally, determining a rear-end collision risk rate of the vehicle based on the driving information of the vehicle to be monitored, including: when the braking deceleration of the vehicle to be monitored is a braking deceleration threshold value, determining that the rear-end collision risk rate of the vehicle is a rear-end collision risk rate threshold value; when the braking deceleration of the vehicle to be monitored is smaller than a braking deceleration threshold, determining the rear-end collision risk rate of the vehicle as a rear-end collision risk rate threshold; when the braking deceleration of the vehicle to be monitored is greater than the braking deceleration threshold, based on the braking deceleration of the vehicle to be monitored, a rear-end collision risk rate of the vehicle is determined.

Optionally, determining an influence rate of the vehicle on traffic based on the driving information of the vehicle to be monitored includes: determining, based on the different braking decelerations of the vehicle, different rear-end collision risk rates of the vehicle corresponding to the different braking decelerations of the vehicle; selecting the lowest rear-end collision risk rate from the different rear-end collision risk rates of the vehicles, and determining the braking deceleration of the vehicle corresponding to the lowest rear-end collision risk rate; and carrying out linear processing on the average speed of the vehicle and the braking deceleration of the vehicle corresponding to the lowest rear-end collision risk rate to obtain the influence rate of the vehicle on traffic.

Optionally, determining an avoidance decision of the vehicle based on the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic, including: when the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic are both smaller than a fixed threshold value, determining the deceleration yielding of the vehicle; and when the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on the traffic are not uniform and are smaller than a fixed threshold value, determining that the vehicle passes at a constant speed.

Optionally, after determining the avoidance decision of the vehicle, the method further comprises: and outputting the avoidance decision of the vehicle to a front windshield holographic projection instrument.

According to another aspect of the embodiments of the present invention, there is also provided a device for pedestrian avoidance facing safety and efficiency, including: a sensing unit for sensing whether an obstacle exists at a front portion of a vehicle; a sensing unit for sensing a distance between the vehicle and a vehicle to be monitored located at the rear of the vehicle, if any; the control unit is used for controlling the vehicle to uniformly decelerate to stop at different braking deceleration rates if the distance is smaller than the distance threshold value; the device comprises an acquisition unit, a monitoring unit and a control unit, wherein the acquisition unit is used for acquiring the running information of the vehicle to be monitored in the running process of the vehicle at different braking decelerations, and the running information of the vehicle to be monitored at least comprises the following steps: a braking deceleration of the vehicle to be monitored corresponding to a different braking deceleration of the vehicle; the first determining unit is used for determining the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic based on the driving information of the vehicle to be monitored; and the second determination unit is used for determining the avoidance decision of the vehicle based on the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic.

According to another aspect of the embodiments of the present invention, there is also provided a computer-readable storage medium. The computer readable storage medium includes a stored program, wherein the program, when executed, controls an apparatus of the computer readable storage medium to perform a method for determining a fault tolerance time interval of a vehicle according to an embodiment of the present invention.

According to another aspect of the embodiments of the present invention, there is also provided a processor. The processor is used for running a program, wherein the program executes the pedestrian avoidance method facing to safety and efficiency in the embodiment of the invention when running.

According to another aspect of the embodiment of the invention, the invention further provides a vehicle, and the vehicle is used for executing the pedestrian avoidance method facing to the safety and the efficiency.

In an embodiment of the present invention, the presence or absence of an obstacle located at the front of a vehicle is sensed; sensing a distance, if any, between the vehicle and a vehicle to be monitored located at the rear of the vehicle; if the distance is smaller than the distance threshold value, controlling the vehicle to uniformly decelerate to stop at different braking deceleration rates; the method comprises the following steps of obtaining driving information of a vehicle to be monitored in the running process of the vehicle at different braking decelerations, wherein the driving information of the vehicle to be monitored at least comprises the following steps: a braking deceleration of the vehicle to be monitored corresponding to a different braking deceleration of the vehicle; determining the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic based on the driving information of the vehicle to be monitored; and determining an avoidance decision of the vehicle based on the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic. That is, the embodiment of the present invention first senses whether an obstacle exists in the front of the vehicle; sensing a distance between the vehicle and a vehicle to be monitored located at the rear of the vehicle when an obstacle is present; when the distance is smaller than the distance threshold value, controlling the vehicle to uniformly decelerate to stop at different braking deceleration rates; secondly, in the running process of the vehicle at different braking decelerations, the running information of the vehicle to be monitored is obtained, finally, based on the running information of the vehicle to be monitored, the rear-end collision risk rate and the influence rate of the vehicle on traffic are determined, and the avoidance decision of the vehicle is determined based on the rear-end collision risk rate and the influence rate of the vehicle on the traffic, so that the purposes that when the front of the vehicle is provided with an obstacle and the rear of the vehicle is provided with the vehicle to be monitored, the vehicle does not collide with the front obstacle, is not collided by the rear vehicle and has smooth traffic are achieved, the technical problem that the efficiency of pedestrians when the vehicle runs through Cheng Bizhuang is low is solved, and the technical effect that the efficiency of the vehicles for avoiding the pedestrians in the running process is improved is achieved.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the invention without limiting the invention. In the drawings:

fig. 1 is a flow chart of a method for pedestrian avoidance for safety and efficiency in accordance with an embodiment of the present invention;

FIG. 2 is a schematic diagram of a safety and efficiency oriented pedestrian avoidance decision-assisted driving system according to an embodiment of the present invention;

FIG. 3 is a flow chart of another safety and efficiency oriented pedestrian avoidance decision-assisted driving system in accordance with an embodiment of the present invention;

fig. 4 is a schematic diagram of a pedestrian avoidance apparatus for safety and efficiency in accordance with an embodiment of the present invention.

Detailed Description

In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be obtained by a person skilled in the art without making any creative effort based on the embodiments in the present invention, shall fall within the protection scope of the present invention.

It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the terms so used are interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

Example 1

In accordance with an embodiment of the present invention, a safety and efficiency oriented method of pedestrian avoidance is provided, it being noted that the steps illustrated in the flowchart of the drawings may be carried out in a computer system such as a set of computer executable instructions, and that, although a logical order is illustrated in the flowchart, in some cases, the steps illustrated or described may be carried out in an order different than presented herein.

Fig. 1 is a flowchart of a pedestrian avoidance method oriented to safety and efficiency according to an embodiment of the present invention, as shown in fig. 1, the method may include the steps of:

step S101 senses whether an obstacle exists in the front of the vehicle.

In the technical solution provided by step S101 of the present invention, a forward visual perception system in the vehicle perceives whether there is an obstacle in the front of the vehicle, where the obstacle may be a pedestrian walking in the front of the vehicle.

Step S102, if present, senses the distance between the vehicle and the vehicle to be monitored located at the rear of the vehicle.

In the technical solution provided by step S102 of the present invention, when there is a pedestrian walking in the front of the vehicle and the backward millimeter wave radar of the vehicle senses that there is a vehicle to be monitored in the rear of the vehicle, the backward millimeter wave radar senses the distance between the vehicle and the vehicle to be monitored located in the rear of the vehicle.

And step S103, if the distance is smaller than the distance threshold, controlling the vehicle to uniformly decelerate to stop at different brake deceleration rates.

In the technical solution provided by step S103 of the present invention, when the distance between the vehicle and the vehicle to be monitored at the rear of the vehicle is less than the distance threshold, that is, the vehicle has a risk of being rear-ended by the vehicle to be monitored, that is, the vehicle runs to a stop at different decelerations.

For example, when the distance between the vehicle and the vehicle to be monitored at the rear of the vehicle is less than 1 meter, the vehicle is at risk of being rear-ended by the vehicle to be monitored, i.e. the vehicle decelerates-0.2 m/s with braking ² The vehicle runs at the uniform deceleration to stop running and the deceleration is-0.4 m/s ² The vehicle runs at the uniform deceleration to stop running and the deceleration is-0.6 m/s ² The uniform deceleration running is carried out to the stop running, and the braking deceleration is 0.2m/s during the uniform deceleration running of the vehicle ² Step size, until the brake deceleration reaches-4 m/s ² 。

Step S104, acquiring the running information of the vehicle to be monitored in the running process of the vehicle at different braking decelerations, wherein the running information of the vehicle to be monitored at least comprises the following steps: the braking deceleration of the vehicle to be monitored corresponding to different braking decelerations of the vehicle.

In the technical solution provided by the above-mentioned step S104 of the present invention, when the vehicle is in the process of running at different braking decelerations, the braking deceleration of the vehicle to be monitored corresponding to the different braking decelerations of the vehicle is acquired.

For example, when the vehicle is decelerated at braking speed of-0.2 m/s ² When the vehicle runs at uniform deceleration, the braking deceleration of the vehicle to be monitored is-0.3 m/s ² When the vehicle is decelerated by braking-0.4 m/s ² When the vehicle runs at uniform deceleration, the braking deceleration of the vehicle to be monitored is-0.5 m/s ² When the vehicle is decelerated by braking-0.6 m/s ² For vehicles to be monitored during uniform-deceleration operationThe braking deceleration is-0.7 m/s ² And so on until when the vehicle decelerates-4 m/s with braking ² When the vehicle is running in uniform deceleration, the braking deceleration of the vehicle to be monitored is-5 m/s ² The examples are given herein by way of illustration only and not by way of limitation.

And step S105, determining the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic based on the driving information of the vehicle to be monitored.

In the technical solution provided in step S105 of the present invention, the rear-end collision risk rate of the vehicle is a risk that the vehicle is rear-ended when the vehicle runs at the braking deceleration, and when the vehicle to be monitored runs at the braking deceleration corresponding to the vehicle, the vehicle to be monitored runs at the rear-end collision risk, and the influence rate of the vehicle on traffic is that the vehicle deceleration may cause the vehicle to be detected to decelerate and influence the traffic efficiency at the upstream; carrying out linear operation on the braking deceleration of the vehicle to be monitored to obtain the rear-end collision risk rate of the vehicle; the lowest rear-end collision risk rate of the vehicle is determined according to different braking accelerations of the vehicle with monitoring, and the influence rate of the vehicle on traffic is determined according to the lowest rear-end collision risk rate of the vehicle and the average speed of the vehicle in a period of time.

For example, when the vehicle is decelerating and the vehicle to be monitored is decelerating at a braking deceleration corresponding to the vehicle braking deceleration, the braking deceleration of the vehicle to be monitored reaches-4 m/s ² When the vehicle is in rear-end collision, the risk rate of the vehicle to be monitored is 1, and when the braking deceleration of the vehicle to be monitored is less than-4 m/s ² The risk rate of rear-end collision of the vehicle to be monitored is 1, and when the braking deceleration of the vehicle to be monitored is more than-4 m/s ² The risk rate of the vehicle being rear-ended by the vehicle to be monitored is minus one quarter of the braking acceleration of the vehicle to be monitored.

And S106, determining an avoidance decision of the vehicle based on the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic.

In the technical solution provided in step S106 of the present invention, if the avoidance decision of the vehicle is that there is a collision between the vehicle and the pedestrian, the vehicle needs to be decelerated and allowed to run, if there is no collision between the vehicle and the pedestrian and there is a vehicle to be monitored behind the vehicle, the vehicle is decelerated and allowed to run when the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic are both lower than the threshold, and if the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic are not both lower than the threshold, the vehicle is allowed to run at a constant speed.

For example, when the vehicle collides with a pedestrian, the vehicle decelerates and avoids at the braking acceleration and deceleration speed; when the vehicle and the pedestrian do not collide and the vehicle is to be monitored behind the vehicle, when the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on the traffic are both lower than 0.4, the vehicle decelerates to give way, and when the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on the traffic are not both lower than 0.4, the vehicle passes at a constant speed.

In the above steps S101 to S106 of the present application, in the embodiment of the present invention, it is first sensed whether there is an obstacle in the front of the vehicle; sensing a distance between the vehicle and a vehicle to be monitored located at the rear of the vehicle when an obstacle is present; when the distance is smaller than the distance threshold value, the vehicle is controlled to uniformly decelerate to stop at different braking decelerations; secondly, in the running process of the vehicle at different braking decelerations, the running information of the vehicle to be monitored is obtained, finally, based on the running information of the vehicle to be monitored, the rear-end collision risk rate and the influence rate of the vehicle on traffic are determined, and the avoidance decision of the vehicle is determined based on the rear-end collision risk rate and the influence rate of the vehicle on the traffic, so that the purposes that when the front of the vehicle is provided with an obstacle and the rear of the vehicle is provided with the vehicle to be monitored, the vehicle does not collide with the front obstacle, is not collided by the rear vehicle and has smooth traffic are achieved, the technical problem that the efficiency of pedestrians when the vehicle runs through Cheng Bizhuang is low is solved, and the technical effect that the efficiency of the vehicles for avoiding the pedestrians in the running process is improved is achieved.

The above-described method of this embodiment is further described below.

As an optional embodiment, the method further includes: and if the distance is larger than the distance threshold, determining that the vehicle has no risk of rear-end collision by the vehicle to be monitored.

In this embodiment, the distance threshold is a minimum safe distance between the vehicle and the vehicle to be monitored, and when the distance between the vehicle and the vehicle to be monitored is greater than the minimum safe distance threshold, the vehicle is not at risk of being rear-ended by the vehicle to be monitored.

For example, when the vehicle is decelerating at maximum braking speed-4 m/s ² After the vehicle is decelerated to a stop, the vehicle to be monitored starts to decelerate at the maximum braking deceleration of-4 m/s ² When the vehicle to be monitored decelerates to stop and stops for more than 5s, and the distance between the vehicle to be monitored and the vehicle to be monitored during stopping is more than 1 meter of the minimum safe distance, the vehicle has no risk of rear-end collision of the vehicle to be monitored.

As an alternative embodiment, step 101, sensing whether an obstacle exists at the front of the vehicle includes: acquiring real-time information of a vehicle and an obstacle, wherein the obstacle is a pedestrian in front of the vehicle, the real-time information of the vehicle is the speed, the acceleration and the yaw velocity of the vehicle, and the real-time information of the pedestrian is the longitudinal distance, the transverse distance, the longitudinal moving speed and the transverse moving speed of the pedestrian; and sensing whether a pedestrian exists in the front of the vehicle or not based on the real-time information of the vehicle and the obstacle.

In this embodiment, pedestrian information in front of the vehicle is obtained from the forward visual perception subsystem, wherein the pedestrians are classified into three categories, namely, transverse pedestrians, longitudinal pedestrians and static pedestrians, and the pedestrian information comprises a longitudinal pedestrian distance, a transverse pedestrian distance, a longitudinal pedestrian movement speed and a transverse pedestrian movement speed; acquiring rear vehicle information including rear vehicle speed, rear vehicle acceleration and rear vehicle longitudinal distance from a rear millimeter wave radar subsystem; the speed of the vehicle, the acceleration of the vehicle and the yaw rate are obtained from the whole vehicle bus. When the forward visual perception subsystem of the vehicle acquires pedestrian information at the front of the vehicle, wherein the pedestrian is a pedestrian closest to the vehicle within a range of 8 meters in width centered on the center line of the vehicle within 100m in front of the vehicle, it is determined that a pedestrian is present in front of the vehicle.

As an alternative embodiment, step 102, if present, sensing a distance between the vehicle and a vehicle to be monitored located at the rear of the vehicle includes: if the front part of the vehicle has the pedestrian, judging whether the pedestrian collides with the vehicle; when a pedestrian collides with the vehicle, determining the braking deceleration of the vehicle to enable the vehicle to run according to the braking deceleration so as to avoid the collision between the vehicle and the pedestrian; when the pedestrian does not collide with the vehicle, the distance between the vehicle and the vehicle to be monitored located at the rear of the vehicle is sensed.

In this embodiment, when there is a pedestrian in the front of the vehicle, the type of the pedestrian is determined, and whether the pedestrian collides with the vehicle is determined based on the type of the pedestrian and the travel information of the vehicle and the travel information of the pedestrian; when the vehicle collides with a pedestrian, the vehicle avoids the collision of the vehicle with the pedestrian crossing from the left side with respect to the braking deceleration that the pedestrian crosses from the left side, when the vehicle collides with the pedestrian, the vehicle avoids the collision of the vehicle with the pedestrian crossing from the right side with respect to the braking deceleration that the pedestrian crosses from the right side, when the vehicle collides with the pedestrian, the vehicle avoids the collision of the vehicle with the pedestrian with respect to the braking deceleration that the pedestrian walks in the longitudinal direction.

As an alternative embodiment, step 104, acquiring the driving information of the vehicle to be monitored during the operation of the vehicle at different braking decelerations, includes: in the running process of the vehicle at different braking decelerations, when the vehicle to be monitored decelerates to the speed which is the same as the vehicle speed and the distance between the vehicle to be monitored and the vehicle is a distance threshold value, the running information of the vehicle to be monitored is obtained.

In the embodiment, during the operation of the vehicle at different braking decelerations, when the vehicle operates at the braking deceleration, the vehicle to be monitored starts to decelerate after the vehicle to be monitored reacts for 1 second until the vehicle to be monitored decelerates to the same speed as the vehicle and the distance between the vehicle to be monitored and the vehicle is the distance threshold, and the braking deceleration corresponding to the braking deceleration of the vehicle to be monitored and the vehicle is obtained.

As an alternative embodiment, step 105, determining a rear-end collision risk rate of the vehicle based on the driving information of the vehicle to be monitored, includes: when the braking deceleration of the vehicle to be monitored is a braking deceleration threshold value, determining that the rear-end collision risk rate of the vehicle is a rear-end collision risk rate threshold value; when the braking deceleration of the vehicle to be monitored is smaller than a braking deceleration threshold, determining the rear-end collision risk rate of the vehicle as a rear-end collision risk rate threshold; when the braking deceleration of the vehicle to be monitored is greater than the braking deceleration threshold, the rear-end collision risk rate of the vehicle is determined based on the braking deceleration of the vehicle to be monitored.

For example, the rear-end collision risk is normalized when the braking deceleration of the vehicle to be monitored reaches-4 m/s ² In time, the rear-end collision risk rate of the vehicle is set as 1; when the braking deceleration of the vehicle to be monitored is less than-4 m/s ² When the vehicle is in a rear-end collision risk of 1, the braking deceleration of the vehicle to be monitored is greater than-4 m/s ² The rear-end collision risk rate of the vehicle is minus one quarter of the braking deceleration of the vehicle to be monitored.

As an alternative embodiment, step 105, determining the influence rate of the vehicle on the traffic based on the driving information of the vehicle to be monitored, includes: determining, based on the different braking decelerations of the vehicle, different rear-end collision risk rates of the vehicle corresponding to the different braking decelerations of the vehicle; determining the braking deceleration of the vehicle corresponding to the lowest rear-end collision risk rate according to the lowest rear-end collision risk rate selected from different rear-end collision risk rates of the vehicle; and carrying out linear processing on the average speed of the vehicle and the braking deceleration of the vehicle corresponding to the lowest rear-end collision risk rate to obtain the influence rate of the vehicle on traffic.

In the embodiment, the rear-end collision risk rates are normalized according to the braking deceleration of the vehicle, one braking deceleration corresponds to one rear-end collision risk rate, namely different braking decelerations of the vehicle correspond to different rear-end collision risk rates of the vehicle, and the lowest rear-end collision risk rate is selected from the different rear-end collision risk rates of the vehicle; and linearly calculating the average speed of the vehicle in a fixed time and the braking deceleration of the vehicle corresponding to the lowest rear-end collision risk rate of the vehicle to obtain the influence rate of the vehicle on traffic.

For example, when the vehicle is decelerated at braking speed of-0.2 m/s ² When the vehicle runs at uniform deceleration, the braking deceleration of the vehicle to be monitored is-0.3 m/s ² The rear-end collision risk rate of the vehicle is 0.075; when the vehicle is decelerated by braking to-0.4 m/s ² When the vehicle is running in uniform deceleration, the braking deceleration of the vehicle to be monitored is-0.5 m/s ² The rear-end collision risk rate of the vehicle is 1; when the vehicle is decelerated by braking to-0.6 m/s ² When the vehicle runs at uniform deceleration, the braking deceleration of the vehicle to be monitored is-0.7 m/s ² The rear-end collision risk rate of the vehicle is 1; the lowest rear-end collision risk rate of 0.075 is selected from the three rear-end collision risk rates, and the braking deceleration of the vehicle corresponding to the rear-end collision risk rate of 0.075 is-0.2 m/s ² Determining the vehicle to be-0.2 m/s ² The vehicle is decelerated, the average speed of the vehicle within 5 minutes is 20km/h according to the speed of 20km/h and-0.2 m/s ² The influence rate of the vehicle on the traffic was found to be 0.32.

As an alternative embodiment, step 106, determining an avoidance decision of the vehicle based on the rear-end collision risk ratio of the vehicle and the influence rate of the vehicle on traffic, includes: when the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic are both smaller than a fixed threshold value, determining the deceleration yielding of the vehicle; and when the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on the traffic are not uniform and are smaller than a fixed threshold value, determining that the vehicle passes at a constant speed.

In this embodiment, when both the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic are less than 0.4, the vehicle decelerates to let go; when the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic are not less than 0.4, the vehicle pays attention to passing at a constant speed.

As an optional implementation manner, after determining the avoidance decision of the vehicle, the method further includes: and outputting the avoidance decision of the vehicle to a front windshield holographic projection instrument.

In this embodiment, an avoidance decision of the vehicle is output, wherein the avoidance decision of the vehicle includes: the vehicle can pass at a constant speed, the vehicle can be decelerated and avoided, and the deceleration strength of the vehicle can be guided.

The embodiment first senses whether an obstacle exists at the front of the vehicle; sensing a distance between the vehicle and a vehicle to be monitored located at the rear of the vehicle when an obstacle is present; when the distance is smaller than the distance threshold value, the vehicle is controlled to uniformly decelerate to stop at different braking decelerations; when the distance is larger than the distance threshold, the vehicle has no risk of rear-end collision of the vehicle to be monitored, secondly, in the running process of the vehicle at different braking decelerations, the running information of the vehicle to be monitored is obtained, finally, based on the running information of the vehicle to be monitored, the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic are determined, and the avoidance decision of the vehicle is determined based on the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic, so that the purposes that when an obstacle exists in front of the vehicle and the vehicle to be monitored exists behind the vehicle, the vehicle does not collide with the obstacle in front, is not rear-end collision of the vehicle behind the vehicle and is smooth in traffic are achieved, the technical problem that the efficiency of pedestrians when the vehicle runs through Cheng Bizhuang is solved, and the technical effect of improving the efficiency of avoiding pedestrians by the vehicle in the running process is achieved.

Example 2

The technical solutions of the embodiments of the present invention will be illustrated below with reference to preferred embodiments.

Pedestrians serve as weak groups of road traffic and become the most serious victims in human-vehicle collision accidents, various advanced driving assistance systems are available at present, and drivers in vehicles are assisted to avoid collision with pedestrians ahead through early warning or active control; for example, the front collision early warning system can sense pedestrians ahead through sensors such as machine vision and millimeter wave radar, and provide early warning for a driver if judging that collision risk exists with the vehicle; automatic urgent braking system is through sensors such as machine vision, millimeter wave radar equally, perception the place ahead pedestrian, and when judging to rely on driver self to be difficult to the collision avoidance pedestrian, the initiative is taken urgent brake and is avoided colliding with the pedestrian. There are some night vision systems, such as driving night vision systems, which can identify pedestrians ahead at night by means of infrared remote sensing and give a prompt to the driver.

However, in the above prior art, the collision avoidance is only targeted, and in an emergency situation, the driver is provided with early warning and emergency braking assistance, or is always provided with pedestrian information ahead for the driver to make a decision; the method has the advantages that a relevant advanced driving assistance system is not found, aiming at the scene of pedestrians appearing in the front, under the comprehensive consideration of the effects of preventing the vehicle from being collided with the rear, influencing the rear traffic efficiency and the pedestrian safety, pedestrian avoidance decisions are provided for a driver, the driver is enabled to determine a traffic strategy in advance, and the effects of avoiding the pedestrians, preventing the vehicle from being collided with the rear and having small influence on the upstream traffic are achieved; in an emergency, the vehicle is forced to take a sudden brake, so that the pedestrian cannot be avoided, the rear-end collision of the vehicle by a coming vehicle behind is easily caused, secondary accidents are further caused, and serious traffic jam can be caused by improper braking and deceleration.

In order to overcome the problems, the embodiment of the invention provides a pedestrian avoidance decision-aided driving system and a pedestrian avoidance decision-aided driving method for safety and efficiency, aiming at the working condition that a pedestrian appears in front in the driving process, comprehensively considering three factors of pedestrian collision avoidance, rear-end collision prevention and influence on upstream traffic, giving pedestrian avoidance decision-aided to a driver, prompting the driver to slowly pass or stop for passing, avoiding the occurrence of collision and sudden braking or great braking, and reducing the risk that the vehicle is rear-end collided by a rear vehicle and causes upstream traffic jam; the pedestrian avoidance decision-making assistant driving system facing safety and efficiency is set up, as shown in fig. 2, fig. 2 is a schematic diagram of the pedestrian avoidance decision-making assistant driving system facing safety and efficiency, the system mainly comprises a backward millimeter wave radar subsystem 201, a forward vision perception subsystem 202, a whole vehicle bus 203, a domain controller 204, a human-computer interaction interface 205 and a front windshield holographic projector 206, wherein the backward millimeter wave radar subsystem 201 identifies and screens out vehicles adjacent to the right back of the vehicle, and sends backward vehicle motion state information to the domain controller 204, wherein the backward vehicle motion state information comprises a backward vehicle speed, a backward vehicle longitudinal distance and a backward vehicle acceleration; the forward visual perception subsystem 202 identifies and screens out pedestrians in front of the vehicle, and sends longitudinal distance, transverse distance, longitudinal moving speed and transverse moving speed of the pedestrians to the domain controller 204; the domain controller 204 can acquire the speed, the acceleration and the yaw rate of the vehicle in real time from the whole vehicle bus 203; the domain controller 204 collects the state information of the front and rear targets and the vehicle of the rear millimeter wave radar subsystem 201, the front visual perception subsystem 202 and the whole vehicle bus 203, receives the on or off setting of the system by the driver from the human-computer interaction interface 205, if the system is on, carries out decision iteration in real time, outputs a pedestrian avoidance decision, and the decision result comprises slow passing, slow passing (winding), suggested deceleration and suggested target vehicle speed, and if the system is off, the system does not run; the front windshield holographic projector 206 is used for displaying relevant system information including decision results, real-time vehicle speed and real-time acceleration to a driver in real time.

The embodiment of the invention provides a pedestrian avoidance decision-making auxiliary driving system oriented to safety and efficiency. Fig. 3 is a flowchart of an operation method of a safety-oriented and efficiency-oriented pedestrian avoidance decision-assisted driving system according to an embodiment of the invention. As shown in fig. 3, the method may include the steps of:

step 301, acquiring real-time information.

Acquiring front pedestrian information from a forward vision perception subsystem 201, and setting a screening rule of the forward vision perception subsystem 202 for screening pedestrians as pedestrians nearest to the vehicle within a range of 8 meters of width with the center line of the vehicle as the center in the front 100m of the vehicle, wherein the pedestrians are divided into three categories, namely transverse pedestrians, longitudinal pedestrians and static pedestrians, and the pedestrian information comprises a longitudinal distance of the pedestrian, a transverse distance of the pedestrian, a longitudinal moving speed of the pedestrian and a transverse moving speed of the pedestrian; acquiring rear vehicle information including rear vehicle speed, rear vehicle acceleration and rear vehicle longitudinal distance from the rear millimeter wave radar subsystem 201; the vehicle speed, the vehicle acceleration, and the yaw rate are acquired from the entire vehicle bus 203.

Step 302, determine whether there is a target pedestrian.

Aiming at the straight running working condition of the vehicle on a straight line or a small-curvature urban road, the vehicle speed range is covered by 10km/h-80km/h, and the vehicle speed v of the vehicle is known _host Yaw rate θ _h Then the current running radius r of the vehicle can be estimated _h ＝v _host /θ _h If r is _h < 250m or v _host < 10km/h or v _host If the current working condition exceeds the system range, the step 301 is returned; if not, continuously judging whether a target pedestrian exists, if the forward visual perception subsystem does not output the screened pedestrian information, considering that no pedestrian exists in the front, and returning to the step 301; if the screened pedestrian information is output to the forward visual perception subsystem, the process proceeds to step 303.

And step 303, pre-judging the collision of people and vehicles.

Known longitudinal pedestrian distance x _p Transverse distance y of pedestrian _p Longitudinal speed v of pedestrian _px Transverse velocity v of pedestrian _py Width of vehicle w _host . The transverse distance is deviated to the left, the transverse speed takes a positive value to the left, otherwise, a negative value is taken, the longitudinal speed takes a positive value to the front, and otherwise, a negative value is taken; headFirstly, judging the type of the pedestrian; if | v _py If the ratio is greater than 0.5m/s, the pedestrian is crossed; if | v _py | is less than or equal to 0.5m/s and | v _px If the | is more than 0.5m/s, the pedestrian moves longitudinally; if | v _px | is less than or equal to 0.5m/s and | v _py If the | is less than or equal to 0.5m/s, the pedestrian is still; secondly, judging whether the pedestrian collides with the vehicle; calculating the time t for the vehicle and the pedestrian to reach the same longitudinal position along the current driving direction of the vehicle _xhp The following formula: t is t _xhp ＝d _xhp /(v _host -v _px ) (ii) a Calculating the transverse moving displacement of the pedestrian in the period of time as follows: s _py ＝v _py t _xhp Then, the distance between the pedestrian and the central axis of the vehicle is obtained as follows: d _yhp ＝d _{0_yhp} -s _py Wherein d is _{0_yph} The lateral distance between the vehicle and the pedestrian at the initial moment; if | d _yhp |≤0.55w _host If the vehicle is in the front of the vehicle, the system determines that the vehicle is in collision with the pedestrian in front when running at the current speed, otherwise, no collision exists; if the collision between the man and the vehicle is determined, the step 304 is performed, otherwise, the step 305 is directly performed.

In step 304, a lower brake intensity limit is estimated.

After the collision between the vehicle and the pedestrian is judged, the vehicle starts to uniformly decelerate at a braking deceleration which is calculated, so that the collision between the vehicle and the pedestrian can be avoided, namely when the vehicle and the pedestrian reach the same longitudinal position along the road direction, the transverse pedestrian is not in the width range of the vehicle, or the longitudinal pedestrian and the vehicle have the same speed.

For a crossing pedestrian, solving the following system of equations can result in a braking deceleration for the crossing pedestrian:

when a pedestrian crosses from the left side:

when a pedestrian crosses from the right:

for a pedestrian in the wale, solving the system of equations can result in the braking deceleration for the pedestrian in the wale:

wherein, t _xhpb The duration of the vehicle during deceleration.

And step 305, evaluating the risk of rear-end collision of the vehicle and the influence of the vehicle on traffic efficiency.

Setting rear vehicle brake reaction time t _br 1s, minimum safe distance d between cars _s Is 1m, and the maximum braking intensity of the rear vehicle is set to-4 m/s ² 。

If the vehicle is in the current state and can collide with the pedestrian, the current distance collision time t is known _xhp Using minimum braking intensity a _h Time t of lower reaching pedestrian position _xhpb In this case, the vehicle must avoid the pedestrian; if the vehicle runs in the current state and does not collide with pedestrians, the risks of rear-end collision and the influence on traffic efficiency of deceleration yielding are evaluated and measured.

The system is different from an automatic emergency braking system, and can provide an avoidance suggestion to a driver when recognizing that a pedestrian starts to appear so as to avoid the emergency braking, and the maximum braking intensity of the vehicle avoiding the pedestrian set by the system is-4 m/s ² 。

The system determines that the vehicle is not in rear-end collision risk as follows: the rear vehicle is not screened out by the rear millimeter wave radar; the vehicle is present behind the vehicle, but when the following distance condition is satisfied between the vehicle and the vehicle behind the vehicle,

wherein, the above formula means that after the vehicle decelerates to stop at the maximum brake intensity of-4 m/s2, the rear vehicle starts to decelerate at the maximum brake intensity of-4 m/s ² And when the vehicle is decelerated to stop, the distance between the vehicle and the vehicle is the minimum safe distance 1m when the vehicle is stopped, and the time for the rear vehicle to start decelerating to stop is more than 5s. d _bhs For rear vehicleWhen the vehicle exists, the distance threshold value of the vehicle without the risk of rear-end collision is not less than the distance, and the vehicle has no risk of rear-end collision, namely p _bc ＝0。

If a rear vehicle is present, and the distance d between the vehicles _bh ＜d _bhs If there is a risk of the vehicle being rear-ended, the risk of rear-ended is evaluated, and the vehicle is set as a _h Deceleration, get a _h The feasible values are { -0.2, -0.4, -0.6, -0.8, …, -4} at 0.2m/s ² Is the step size. The movement process of the vehicle and the rear vehicle is assumed to be that when the vehicle starts to decelerate, the driver of the rear vehicle starts to brake after reaction time, the total delay time is 1s, and the vehicle decelerates to be consistent with the speed of the front vehicle and the distance between the vehicles is the minimum safe distance 1m. The feasible deceleration of the vehicle is traversed, the following equation set is solved, and the braking intensity a required by the rear vehicle corresponding to the deceleration of the vehicle can be obtained _b 。

Wherein, in the above formula, t _b When the vehicle starts to decelerate to the time when the front and rear vehicle speeds are the same, v _b To the rear vehicle speed, a _b For rear vehicle deceleration, d _bh The distance between the vehicle and the rear vehicle.

Normalizing the rear-end collision risk and enabling the braking strength of the rear vehicle to reach-4 m/s ² The risk of rear-end collision of the vehicle is defined as 1, and a is solved by the above formula _b If the risk is less than-4, the risk is considered as 1, and if the risk is more than-4, the risk of the rear-end collision of the vehicle is p _bc ＝-0.25a _b . In conclusion, the rear-end collision risks under all feasible vehicle deceleration strengths can be obtained.

Further, the influence of the deceleration of the host vehicle on the traffic efficiency e is evaluated ^t . The average speed v can be obtained from the historical data of the running speed of the vehicle in 5 minutes _ha According to the average vehicle speed, the congestion condition J of the current road section can be evaluated, and the formula is J = v _ha A higher value of/70,J indicates a more open road. The deceleration and the traffic allowance of the vehicle can cause the deceleration of the vehicle behind, further influence the upstream traffic efficiency, and particularly, the deceleration of the vehicle can aggravate the congestion under the congestion condition. The vehicle deceleration intensity is divided by-4 for normalization, as followsThe formula represents the influence of the vehicle deceleration on traffic efficiency.

Wherein, in the above formula, e ^t The higher the value, the higher the influence of the host vehicle on the traffic efficiency.

And step 306, determining a pedestrian avoidance decision.

Performing pedestrian avoidance decision according to the evaluation result of the step 305, if the vehicle and the pedestrian collide, performing deceleration avoidance, wherein the deceleration intensity is the lowest brake intensity obtained in the step 304; if the vehicle does not collide with the pedestrian, the pedestrian crossing in the driving process should give way actively according to the traffic rules, but whether to decelerate and give way needs to be decided in consideration of the rear-end collision of the vehicle and the influence on traffic efficiency. According to the series of rear-end collision risk values p corresponding to the deceleration intensity of the vehicle solved in the step 305 _b c, selecting the vehicle deceleration intensity a corresponding to the lowest rear-end collision risk _h And calculating the influence e on traffic efficiency according to the deceleration intensity of the vehicle ^t If p is _bc And e ^t Are all lower than 0.4, the driver is advised to a _h And (5) performing deceleration yielding, otherwise, advising the driver to pay attention to passing at a constant speed.

And 307, outputting decision information.

Displaying the decision result of the step 306 on the front windshield through a front windshield holographic projection instrument, wherein the avoidance decision information comprises: the vehicle can pass at a constant speed, please decelerate and avoid, guide the deceleration intensity and the current deceleration of the vehicle.

In the embodiment, the method comprises the steps of obtaining pedestrian information in front of a vehicle, vehicle information behind the vehicle and vehicle information, judging whether a target pedestrian exists in front of the vehicle, judging whether the vehicle and the pedestrian collide when the target pedestrian exists in front of the vehicle, estimating a lower limit of braking strength of the vehicle when the vehicle and the pedestrian collide, enabling the vehicle and the pedestrian to avoid collision, when the vehicle and the pedestrian do not collide, the vehicle decelerates at a braking deceleration when the rear vehicle exists behind the vehicle, the braking deceleration of the rear vehicle corresponding to the braking deceleration of the vehicle is obtained when the rear vehicle decelerates at the same speed as the vehicle and the distance between the vehicle and the rear vehicle is a minimum distance threshold value, obtaining the rear-end collision risk of the vehicle and the influence of the rear vehicle deceleration on traffic efficiency, determining a pedestrian avoidance decision according to the rear-end collision risk of the vehicle and the influence of the vehicle deceleration on the traffic efficiency, outputting the pedestrian avoidance decision to a front windshield holographic projection instrument, solving the technical problem of how low the efficiency of the vehicle is achieved, and achieving the technical effect of improving the efficiency of the pedestrian when the vehicle passes 3238 zxft 3262.

Example 3

According to the embodiment of the invention, the invention further provides a pedestrian avoidance device facing to safety and efficiency. It should be noted that the device for pedestrian avoidance oriented to safety and efficiency can be used for executing the method for pedestrian avoidance oriented to safety and efficiency in embodiment 1.

Fig. 4 is a schematic diagram of a pedestrian avoidance apparatus for safety and efficiency in accordance with an embodiment of the present invention. As shown in fig. 4, a safety and efficiency oriented pedestrian avoidance apparatus 400 may include: sensing unit 401, sensing unit 402, control unit 403, acquisition unit 404, first determination unit 405, and second determination unit 406.

A sensing unit 401 for sensing whether an obstacle exists at the front of the vehicle.

A sensing unit 402 for sensing a distance between the vehicle and a vehicle to be monitored located at the rear of the vehicle, if present.

A control unit 403 for controlling the vehicle to uniformly decelerate to a stop at different braking decelerations if the pitch is smaller than the distance threshold.

An obtaining unit 404, configured to obtain driving information of the vehicle to be monitored during different braking decelerations of the vehicle, where the driving information of the vehicle to be monitored at least includes: the braking deceleration of the vehicle to be monitored corresponding to different braking decelerations of the vehicle.

The first determining unit 405 is configured to determine a rear-end collision risk rate of the vehicle and an influence rate of the vehicle on traffic based on the driving information of the vehicle to be monitored.

And a second determining unit 406, configured to determine an avoidance decision of the vehicle based on the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic.

Optionally, the apparatus further comprises: and the third determining unit is used for determining that the vehicle has no risk of rear-end collision by the vehicle to be monitored if the distance is larger than the distance threshold.

Alternatively, the sensing unit 401 may include: the system comprises an acquisition module, a control module and a display module, wherein the acquisition module is used for acquiring real-time information of a vehicle and an obstacle, the obstacle is a pedestrian at the front part of the vehicle, the real-time information of the vehicle is the speed, the acceleration and the yaw velocity of the vehicle, and the real-time information of the pedestrian is the longitudinal distance, the transverse distance, the longitudinal moving speed and the transverse moving speed of the pedestrian; and the sensing module is used for sensing whether a pedestrian exists in the front part of the vehicle or not based on the real-time information of the vehicle and the obstacle.

Alternatively, the sensing unit 402 may include: the judging module is used for judging whether the pedestrian collides with the vehicle or not if the pedestrian exists in the front part of the vehicle; the determining module is used for determining the braking deceleration of the vehicle to enable the vehicle to run according to the braking deceleration to avoid the collision between the vehicle and the pedestrian when the pedestrian collides with the vehicle; the monitoring device comprises a sensing module, a monitoring module and a monitoring module, wherein the sensing module is used for sensing the distance between a vehicle and a vehicle to be monitored, which is positioned at the rear part of the vehicle, when a pedestrian and the vehicle do not collide.

Alternatively, the obtaining unit 404 may include: the acquisition module is used for acquiring the driving information of the vehicle to be monitored when the vehicle to be monitored is decelerated to the same speed as the vehicle and the distance between the vehicle to be monitored and the vehicle is a distance threshold in the process of different braking decelerations of the vehicle.

Alternatively, the first determination unit 405 may include: the device comprises a first determining module, a second determining module and a monitoring module, wherein the first determining module is used for determining that the rear-end collision risk rate of the vehicle is a rear-end collision risk rate threshold when the braking deceleration of the vehicle to be monitored is a braking deceleration threshold; the second determining module is used for determining that the rear-end collision risk rate of the vehicle is the rear-end collision risk rate threshold value when the braking deceleration of the vehicle to be monitored is smaller than the braking deceleration threshold value; and the third determination module is used for determining the rear-end collision risk rate of the vehicle based on the braking deceleration of the vehicle to be monitored when the braking deceleration of the vehicle to be monitored is greater than the braking deceleration threshold value.

Alternatively, the first determination unit 405 may include: the fourth determination module is used for determining different rear-end collision risk rates of the vehicles corresponding to different braking decelerations of the vehicles based on the different braking decelerations of the vehicles; the first processing module is used for determining the braking deceleration of the vehicle corresponding to the lowest rear-end collision risk rate selected from different rear-end collision risk rates of the vehicle; and the second processing module is used for carrying out linear processing on the average speed of the vehicle and the braking deceleration of the vehicle corresponding to the lowest rear-end collision risk rate to obtain the influence rate of the vehicle on traffic.

Alternatively, the second determining unit 406 may include: the first processing module is used for determining vehicle deceleration and passing when the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic are both smaller than a fixed threshold; and the second processing module is used for determining that the vehicle passes at a constant speed when the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on the traffic are not uniform and are less than a fixed threshold value.

Optionally, the second processing module may include: and the output submodule is used for outputting the avoidance decision of the vehicle to the front windshield holographic projection instrument.

In this embodiment, by the sensing unit, it is sensed whether an obstacle exists at the front of the vehicle; a sensing unit for sensing a distance between the vehicle and a vehicle to be monitored located at the rear of the vehicle, if any; the control unit is used for controlling the vehicle to uniformly decelerate to stop at different braking decelerations if the distance is smaller than the distance threshold; the device comprises an acquisition unit, a monitoring unit and a control unit, wherein the acquisition unit is used for acquiring the driving information of the vehicle to be monitored in the process of different braking decelerations of the vehicle, and the driving information of the vehicle to be monitored at least comprises the following steps: a braking deceleration of the vehicle to be monitored corresponding to a different braking deceleration of the vehicle; the first determining unit is used for determining the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic based on the driving information of the vehicle to be monitored; the second determining unit is used for determining the avoidance decision of the vehicle based on the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic, so that the technical problem that the efficiency of the pedestrian is low when the vehicle runs through Cheng Bizhuang is solved, and the technical effect of improving the efficiency of the pedestrian when the vehicle runs through Cheng Bizhuang is achieved.

Example 4

According to an embodiment of the present invention, there is also provided a computer-readable storage medium including a stored program, wherein the program executes the safety and efficiency oriented pedestrian avoidance method of embodiment 1.

Example 5

According to an embodiment of the present invention, a processor is further provided, and the processor is configured to execute a program, where the program executes the pedestrian avoidance method oriented to safety and efficiency in embodiment 1 when running.

Example 6

According to an embodiment of the present invention, there is also provided a vehicle for executing the pedestrian avoidance method oriented to safety and efficiency in embodiment 1.

The above-mentioned serial numbers of the embodiments of the present invention are only for description, and do not represent the advantages and disadvantages of the embodiments.

In the above embodiments of the present invention, the descriptions of the respective embodiments have respective emphasis, and for parts that are not described in detail in a certain embodiment, reference may be made to related descriptions of other embodiments.

In the embodiments provided in the present application, it should be understood that the disclosed technology can be implemented in other ways. The above-described embodiments of the apparatus are merely illustrative, and for example, a division of a unit may be a division of a logic function, and an actual implementation may have another division, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or may not be executed. In addition, the shown or discussed coupling or direct coupling or communication connection between each other may be an indirect coupling or communication connection through some interfaces, units or modules, and may be electrical or in other forms.

The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.

In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.

The integrated unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention, which is substantially or partly contributed by the prior art, or all or part of the technical solution may be embodied in a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a Read-only memory (ROM), a Random Access Memory (RAM), a removable hard disk, a magnetic or optical disk, and other various media capable of storing program codes.

The foregoing is only a preferred embodiment of the present invention, and it should be noted that it is obvious to those skilled in the art that various modifications and improvements can be made without departing from the principle of the present invention, and these modifications and improvements should also be considered as the protection scope of the present invention.

Claims

1. A pedestrian avoidance method oriented to safety and efficiency is characterized by comprising the following steps:

sensing whether an obstacle is present at a front portion of the vehicle;

sensing a spacing between the vehicle and a vehicle to be monitored located at a rear of the vehicle, if present;

if the distance is smaller than a distance threshold value, controlling the vehicle to uniformly decelerate to stop at different braking deceleration rates;

the method comprises the following steps of acquiring running information of a vehicle to be monitored in the running process of the vehicle at different braking decelerations, wherein the running information of the vehicle to be monitored at least comprises the following steps: a braking deceleration of the vehicle to be monitored corresponding to a different braking deceleration of the vehicle;

determining the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic based on the driving information of the vehicle to be monitored;

and determining an avoidance decision of the vehicle based on the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic.

2. The method of claim 1, further comprising:

and if the distance is larger than the distance threshold value, determining that the vehicle is not in the risk of rear-end collision by the vehicle to be monitored.

3. The method of claim 1, wherein sensing whether an obstacle is present at a front portion of the vehicle comprises:

acquiring real-time information of the vehicle and the obstacle, wherein the obstacle is a pedestrian in front of the vehicle, the real-time information of the vehicle is the speed, the acceleration and the yaw rate of the vehicle, and the real-time information of the pedestrian is the longitudinal distance, the transverse distance, the longitudinal moving speed and the transverse moving speed of the pedestrian;

sensing whether the pedestrian is present in the front of the vehicle based on real-time information of the vehicle and the obstacle.

4. The method of claim 1, wherein sensing a spacing between the vehicle and a vehicle to be monitored located at a rear of the vehicle, if present, comprises:

if the pedestrian exists in the front of the vehicle, judging whether the pedestrian collides with the vehicle;

when the pedestrian collides with the vehicle, determining the braking deceleration of the vehicle to enable the vehicle to run according to the braking deceleration so as to avoid the collision between the vehicle and the pedestrian;

sensing a distance between the vehicle and a vehicle to be monitored located at the rear of the vehicle when the pedestrian does not collide with the vehicle.

5. The method of claim 1, wherein obtaining driving information of the vehicle to be monitored during operation of the vehicle at different braking decelerations comprises:

and in the running process of the vehicle at different braking decelerations, when the vehicle to be monitored decelerates to the same speed as the vehicle and the distance between the vehicle to be monitored and the vehicle is a distance threshold value, acquiring the running information of the vehicle to be monitored.

6. The method of claim 1, wherein determining a rear-end collision risk rate of the vehicle based on the driving information of the vehicle to be monitored comprises:

when the braking deceleration of the vehicle to be monitored is a braking deceleration threshold value, determining that the rear-end collision risk rate of the vehicle is a rear-end collision risk rate threshold value;

when the braking deceleration of the vehicle to be monitored is smaller than the braking deceleration threshold, determining the rear-end collision risk rate of the vehicle as the rear-end collision risk rate threshold;

determining a rear-end collision risk rate of the vehicle based on the braking deceleration of the vehicle to be monitored when the braking deceleration of the vehicle to be monitored is greater than the braking deceleration threshold.

7. The method of claim 1, wherein determining the rate of impact of the vehicle on traffic based on the driving information of the vehicle to be monitored comprises:

determining, based on the different braking decelerations of the vehicle, different rear-end collision risk rates of the vehicle corresponding to the different braking decelerations of the vehicle;

selecting the lowest rear-end collision risk rate from different rear-end collision risk rates of the vehicle, and determining the braking deceleration of the vehicle corresponding to the lowest rear-end collision risk rate;

and carrying out linear processing on the average speed of the vehicle and the braking deceleration of the vehicle corresponding to the lowest rear-end collision risk rate to obtain the influence rate of the vehicle on traffic.

8. The method of claim 1, wherein determining an avoidance decision for the vehicle based on the rear-end risk ratio of the vehicle and the rate of impact of the vehicle on traffic comprises:

when the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic are smaller than a fixed threshold value, determining that the vehicle decelerates and gives way;

and when the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic are not uniform and are smaller than the fixed threshold value, determining that the vehicle passes at a constant speed.

9. The method of claim 1, wherein after determining the avoidance decision for the vehicle, the method further comprises:

and outputting the avoidance decision of the vehicle to a front windshield holographic projection instrument.

10. A device for pedestrian avoidance oriented to safety and efficiency, comprising:

a sensing unit for sensing whether an obstacle exists at a front portion of a vehicle;

a sensing unit for sensing a distance between the vehicle and a vehicle to be monitored located at the rear of the vehicle, if any;

the control unit is used for controlling the vehicle to uniformly decelerate to stop at different braking decelerations if the distance is smaller than a distance threshold value;

the acquiring unit is used for acquiring the running information of the vehicle to be monitored in the running process of the vehicle at different braking decelerations, wherein the running information of the vehicle to be monitored at least comprises the following steps: a braking deceleration of the vehicle to be monitored corresponding to a different braking deceleration of the vehicle;

the first determination unit is used for determining the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic based on the driving information of the vehicle to be monitored;

and the second determining unit is used for determining the avoidance decision of the vehicle based on the rear-end collision risk rate of the vehicle and the influence rate of the vehicle on traffic.