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

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 for safety and efficiency

technical field

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

Background technique

At present, when a vehicle is running to avoid collisions with pedestrians, it usually senses the pedestrians in front of the vehicle through the forward collision warning system or automatic braking system, and performs emergency braking to avoid collisions with pedestrians. However, the above technologies only aim at avoiding collisions with pedestrians. , when there is a pedestrian in front of the vehicle and there is an oncoming vehicle behind it, the emergency brake may not be able to avoid hitting the pedestrian, so that the vehicle will be rear-ended by the vehicle behind, thereby causing a traffic accident.

Aiming at the low efficiency of vehicles avoiding collisions with pedestrians during driving, no effective solution has been proposed so far.

Contents of the invention

Embodiments of the present invention provide a safety and efficiency-oriented pedestrian avoidance method and device, so as to at least solve the technical problem of low efficiency of pedestrian avoidance during vehicle driving.

According to an aspect of an embodiment of the present invention, a safety and efficiency-oriented pedestrian avoidance method is provided, wherein the method includes: sensing whether there is an obstacle at the front of the vehicle; The distance between the vehicles to be monitored; if the distance is less than the distance threshold, the vehicle is controlled to decelerate uniformly to stop at different braking decelerations; during the operation of the vehicle at different braking decelerations, the driving information of the vehicles to be monitored is obtained , wherein, the driving information of the vehicle to be monitored includes at least: the braking deceleration of the vehicle to be monitored corresponding to the braking deceleration different from the vehicle; Influence rate: Based on the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic, the vehicle's avoidance decision is determined.

Optionally, the method further includes: if the distance is greater than a distance threshold, determining that the vehicle is not at risk of being rear-ended by the vehicle to be monitored.

Optionally, sensing whether there is an obstacle at the front of the vehicle includes: obtaining real-time information of the vehicle and the obstacle, wherein the obstacle is a pedestrian at the front of the vehicle, and the real-time information of the vehicle is the speed, acceleration, lateral Swing angular speed, the real-time information of pedestrians is the longitudinal distance, lateral distance, longitudinal moving speed, and lateral moving speed of pedestrians; based on the real-time information of vehicles and obstacles, it senses whether there are pedestrians in front of the vehicle.

Optionally, if there is, sensing the distance between the vehicle and the vehicle to be monitored at the rear of the vehicle includes: if there is a pedestrian in front of the vehicle, judging whether the pedestrian collides with the vehicle; when the pedestrian collides with the vehicle, Determine the braking deceleration of the vehicle so that the vehicle travels according to the braking deceleration to avoid the collision between the vehicle and the pedestrian; when the pedestrian and the vehicle do not collide, the distance between the vehicle and the vehicle to be monitored at the rear of the vehicle is sensed.

Optionally, when the vehicle is running at different braking decelerations, acquiring the driving information of the vehicle to be monitored includes: when the vehicle is running at different braking decelerations, when the vehicle to be monitored decelerates to the same speed as the vehicle When the same and the distance between the vehicles to be monitored is the distance threshold, the driving information of the vehicles to be monitored is obtained.

Optionally, determining the rear-end collision risk rate of the vehicle based on the driving information of the vehicle to be monitored includes: determining the rear-end collision risk rate threshold of the vehicle when the braking deceleration of the vehicle to be monitored is a braking deceleration threshold; When the braking deceleration of the vehicle to be monitored is less than the braking deceleration threshold, determine the rear-end collision risk rate threshold of the vehicle; when the braking deceleration of the vehicle to be monitored is greater than the braking deceleration threshold, based on the The braking deceleration of the vehicle determines the rear-end collision risk rate of the vehicle.

Optionally, based on the driving information of the vehicle to be monitored, determining the impact rate of the vehicle on the traffic includes: based on the different braking decelerations of the vehicles, determining the different rear-end collision risk rates of the vehicles corresponding to the different braking decelerations of the vehicles; Select the lowest rear-end collision risk rate from the different rear-end collision risk rates of the vehicle, and determine the braking deceleration of the vehicle corresponding to the lowest rear-end collision risk rate; The speed is linearly processed to obtain the impact rate of the vehicle on the traffic.

Optionally, based on the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on the traffic, determining the avoidance decision of the vehicle includes: when the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on the traffic are both less than a fixed threshold, determining that the vehicle slows down and yields ; When the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic are less than a fixed threshold, it is determined that the vehicle is passing at a constant speed.

Optionally, after determining the avoidance decision of the vehicle, the method further includes: outputting the avoidance decision of the vehicle to the front windshield holographic projection device.

According to another aspect of the embodiments of the present invention, there is also provided a device for pedestrian avoidance oriented to safety and efficiency, including: a sensing unit for sensing whether there is an obstacle at the front of the vehicle; a sensing unit for if Existence, sensing the distance between the vehicle and the vehicle to be monitored at the rear of the vehicle; the control unit is used to control the vehicle to decelerate uniformly to stop with different braking decelerations if the distance is less than the distance threshold; the acquisition unit is used to During the operation of the vehicle at different braking decelerations, the driving information of the vehicle to be monitored is obtained, wherein the driving information of the vehicle to be monitored at least includes: the braking deceleration of the vehicle to be monitored corresponding to the different braking decelerations of the vehicle ; The first determination unit is used to determine the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic based on the driving information of the vehicle to be monitored; the second determination unit is used to determine the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic , to determine the avoidance decision of the vehicle.

According to another aspect of the embodiments of the present invention, a computer-readable storage medium is also provided. The computer-readable storage medium includes a stored program, wherein when the program is running, the device where the computer-readable storage medium is located is controlled to execute the method for determining the fault tolerance time interval of the vehicle according to the embodiment of the present invention.

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

According to another aspect of the embodiments of the present invention, a vehicle is also provided, and the vehicle is used to implement the safety and efficiency-oriented pedestrian avoidance method of the embodiments of the present invention.

In the embodiment of the present invention, whether there is an obstacle in the front of the vehicle is sensed; if there is, the distance between the vehicle and the vehicle to be monitored at the rear of the vehicle is sensed; decelerate evenly to stop; during the operation of the vehicle at different braking decelerations, obtain the driving information of the vehicle to be monitored, wherein the driving information of the vehicle to be monitored at least includes: corresponding to different braking decelerations of the vehicle The braking deceleration of the vehicle to be monitored; based on the driving information of the vehicle to be monitored, determine the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic; determine the avoidance rate of the vehicle based on the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic decision making. That is to say, the embodiment of the present invention first senses whether there is an obstacle at the front of the vehicle; when there is an obstacle, the distance between the sensing vehicle and the vehicle to be monitored at the rear of the vehicle is sensed; when the distance is less than the distance threshold, the control The vehicle is uniformly decelerated to stop at different braking decelerations; secondly, during the operation of the vehicle at different braking decelerations, the driving information of the vehicle to be monitored is obtained, and finally based on the driving information of the vehicle to be monitored, the rear-end collision of the vehicle is determined The risk rate and the impact rate of the vehicle on the traffic and based on the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on the traffic determine the avoidance decision of the vehicle, so as to achieve the driving strategy of the vehicle when there is an obstacle in front of the vehicle and there is a vehicle to be monitored behind. The purpose of preventing the vehicle from colliding with obstacles in front, being rear-ended by vehicles behind and smooth traffic is to solve the technical problem of low efficiency of vehicles avoiding collisions with pedestrians during driving, and achieve the technical effect of improving the efficiency of vehicles avoiding collisions with pedestrians during driving.

Description of drawings

The accompanying drawings described here are used to provide a further understanding of the present invention and constitute a part of the application. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations to the present invention. In the attached picture:

Fig. 1 is a flow chart of a pedestrian avoidance method oriented to safety and efficiency according to an embodiment of the present invention;

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

Fig. 3 is an operation flow chart of another safety and efficiency-oriented pedestrian avoidance decision-making assistance driving system according to an embodiment of the present invention;

Fig. 4 is a schematic diagram of a safety and efficiency-oriented pedestrian avoidance device according to an embodiment of the present invention.

Detailed ways

In order to enable those skilled in the art to better understand the solutions of the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only It is an embodiment of a part of the present invention, but not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by persons of ordinary skill in the art without making creative efforts shall fall within the protection scope of the present invention.

It should be noted that the terms "first" and "second" in the description and claims of the present invention and the above drawings are used to distinguish similar objects, but not necessarily used to describe a specific sequence or sequence. It is to be understood that the terms so used are interchangeable under appropriate circumstances such that the embodiments of the invention described herein can be practiced in sequences other than those illustrated or described herein. Furthermore, the terms "comprising" and "having", as well as any variations thereof, are intended to cover a non-exclusive inclusion, for example, a process, method, system, product or device comprising a sequence of steps or elements is not necessarily limited to the expressly listed instead, may include other steps or elements not explicitly listed or inherent to the process, method, product or apparatus.

Example 1

According to an embodiment of the present invention, a pedestrian avoidance method oriented to safety and efficiency is provided. It should be noted that the steps shown in the flow chart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and , although a logical order is shown in the flowcharts, in some cases the steps shown or described may be performed in an order different from that shown or described herein.

Fig. 1 is a flow chart 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 following steps:

Step S101, sensing whether there is an obstacle in front of the vehicle.

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

Step S102, if there is, sensing the distance between the vehicle and the vehicle to be monitored located at the rear of the vehicle.

In the technical solution provided by the above step S102 of the present invention, when there are pedestrians walking in front of the vehicle and the rearward millimeter-wave radar of the vehicle senses that there is a vehicle to be monitored at the rear of the vehicle, the backward millimeter-wave radar senses the vehicle and The distance between the vehicles to be monitored at the rear of the vehicle.

Step S103, if the distance is less than the distance threshold, the vehicle is controlled to decelerate uniformly to stop at different braking deceleration rates.

In the technical solution provided by the above 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 is at risk of being rear-ended by the vehicle to be monitored, that is, the vehicle runs at a different deceleration to stop.

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, that is, the vehicle runs at a uniform deceleration of -0.2m/s ² To stop running, the vehicle runs at a uniform deceleration of braking deceleration -0.4m/s ² until it stops running, and the vehicle runs at a uniform deceleration of braking deceleration -0.6m/s ² until it stops running. When the vehicle is running at a uniform deceleration, The braking deceleration takes 0.2m/s ² as the step size until the braking deceleration reaches -4m/s ² .

Step S104, during the operation of the vehicle at different braking decelerations, obtain the driving information of the vehicle to be monitored, wherein the driving information of the vehicle to be monitored at least includes: deceleration.

In the technical solution provided in step S104 of the present invention, when the vehicle is 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 decelerating at a braking deceleration of -0.2m/s ² , the braking deceleration of the vehicle to be monitored is -0.3m/s ² , and when the vehicle is running at a braking deceleration of -0.4m/s ² When running at a uniform deceleration, the braking deceleration of the vehicle to be monitored is -0.5m/s ² , and when the vehicle is running at a uniform deceleration of -0.6m/s ² , the braking deceleration of the vehicle to be monitored is - 0.7m/s ² , and so on, until when the vehicle is running at a uniform deceleration of -4m/s ² , the braking deceleration of the vehicle to be monitored is -5m/s ² . Be specific.

Step S105, based on the driving information of the vehicle to be monitored, determine the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic.

In the technical solution provided in the above step S105 of the present invention, the risk of rear-end collision of the vehicle is the risk of the vehicle being rear-ended by the vehicle to be monitored when the vehicle is running at a braking deceleration and the vehicle to be monitored is running at a braking deceleration corresponding to the vehicle, The impact rate of the vehicle on the traffic is that the deceleration of the vehicle will cause the deceleration of the vehicle to be detected and affect the upstream traffic efficiency; the braking deceleration of the vehicle to be monitored is linearly calculated to obtain the rear-end collision risk rate of the vehicle; according to the different braking acceleration of the monitored vehicle Determine the lowest rear-end collision risk rate of the vehicle, and determine the impact rate of the vehicle on traffic 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 decelerates and the vehicle to be monitored decelerates at a braking deceleration corresponding to the braking deceleration of the vehicle, when the braking deceleration of the vehicle to be monitored reaches -4m/s2, the vehicle is rear ^- ended by the vehicle to be monitored The risk rate of the vehicle to be monitored is 1. When the braking deceleration of the vehicle to be monitored is less than -4m/s ² , the risk rate of the vehicle being rear-ended by the vehicle to be monitored is 1. When the braking deceleration of the vehicle to be monitored is greater than -4m/s ^2. The risk rate of the vehicle being rear-ended by the vehicle to be monitored is negative 1/4 of the braking acceleration of the vehicle to be detected.

Step S106, based on the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic, determine the vehicle's avoidance decision.

In the technical solution provided by the above-mentioned step S106 of the present invention, if the avoidance decision of the vehicle is that the vehicle collides with the pedestrian, it needs to slow down and give way. When the impact rate of the vehicle on traffic is lower than the threshold, the vehicle slows down and yields. When the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic are not lower than the threshold, the vehicle passes at a constant speed.

For example, when a vehicle collides with a pedestrian, the vehicle decelerates and avoids with the braking acceleration and deceleration rate; when there is no collision between the vehicle and the pedestrian and there is a vehicle behind the vehicle to be monitored, when the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic are both When it is lower than 0.4, the vehicle slows down and yields. When the risk rate of rear-end collision of the vehicle and the impact rate of the vehicle on traffic are not lower than 0.4, the vehicle passes at a constant speed.

In the above-mentioned steps S101 to S106 of the present application, in the embodiment of the present invention, firstly, it is sensed whether there is an obstacle at the front of the vehicle; when there is an obstacle, the distance between the vehicle and the vehicle to be monitored at the rear of the vehicle is sensed ; When the distance is less than the distance threshold, control the vehicle to decelerate uniformly to stop with different braking decelerations; secondly, obtain the driving information of the vehicle to be monitored during the operation of the vehicle at different braking decelerations, and finally based on the vehicle to be monitored Based on the driving information of the vehicle, determine the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on the traffic, and based on the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on the traffic, determine the vehicle's avoidance decision, so as to achieve when there is an obstacle in front of the vehicle and there is an obstacle in the rear. The vehicle to be monitored, the driving strategy of the vehicle so that the vehicle does not collide with the obstacles in front, is not rear-ended by the rear vehicle, and the traffic is smooth, solves the low efficiency technical problem of the vehicle avoiding collision with pedestrians during driving, and achieves the goal of improving the speed of the vehicle during driving. The technical effect of pedestrian collision avoidance efficiency.

The above-mentioned method of this embodiment will be further introduced below.

As an optional embodiment, the method further includes: if the distance is greater than a distance threshold, determining that the vehicle is not at risk of being rear-ended by the vehicle to be monitored.

In this embodiment, the distance threshold is the minimum safe distance between the vehicle and the vehicle to be monitored. When the distance between the vehicle and the vehicle to be monitored is greater than the minimum safe distance threshold, the vehicle has no risk of being rear-ended by the vehicle to be monitored.

For example, after the vehicle decelerates to a stop with a maximum braking deceleration of -4m/s ² , the vehicle to be monitored begins to decelerate to a stop with a maximum braking deceleration of -4m/s ² and the time for the vehicle to be monitored to decelerate to a stop is greater than 5s, when the distance between the vehicle and the vehicle to be monitored is greater than the minimum safety distance of 1 meter when parking, the vehicle has no risk of being rear-ended by the vehicle to be monitored.

As an optional embodiment, step 101, sensing whether there is an obstacle in front of the vehicle, includes: acquiring real-time information about the vehicle and the obstacle, wherein the obstacle is a pedestrian at the front of the vehicle, and the real-time information of the vehicle is The information is the speed, acceleration, and yaw rate of the vehicle, and the real-time information of pedestrians is the longitudinal distance, lateral distance, longitudinal moving speed, and lateral moving speed of pedestrians; based on the real-time information of vehicles and obstacles, it senses whether there are pedestrians in front of the vehicle .

In this embodiment, the pedestrian information at the front of the vehicle is obtained from the forward visual perception subsystem. Pedestrians are divided into three categories: crossing pedestrians, longitudinal pedestrians, and stationary pedestrians. Pedestrian information includes pedestrian longitudinal distance, pedestrian lateral distance , Pedestrian longitudinal movement speed, Pedestrian lateral movement speed; Obtain rear vehicle information from the rear millimeter-wave radar subsystem, including rear vehicle speed, rear vehicle acceleration, rear vehicle longitudinal distance; Obtain vehicle speed, vehicle Acceleration, yaw rate. When the forward visual perception subsystem of the vehicle obtains the pedestrian information in front of the vehicle, where the pedestrian is the pedestrian closest to the vehicle within a width of 8 meters centered on the center line of the vehicle within 100m in front of the vehicle, it is determined that there is a pedestrian in front of the vehicle.

As an optional embodiment, step 102, if there is, sensing the distance between the vehicle and the vehicle to be monitored at the rear of the vehicle includes: if there is a pedestrian in front of the vehicle, judging whether the pedestrian collides with the vehicle ; When the pedestrian collides with the vehicle, determine the braking deceleration of the vehicle so that the vehicle travels according to the braking deceleration to avoid the collision between the vehicle and the pedestrian; Monitor the distance between vehicles.

In this embodiment, when there is a pedestrian in front of the vehicle, the type of pedestrian is judged, and according to the type of pedestrian, the driving information of the vehicle and the driving information of the pedestrian, it is judged whether the pedestrian and the vehicle will collide; When the pedestrian crosses from the left side, the braking deceleration of the vehicle against the pedestrian crossing from the left side is determined to avoid the vehicle from colliding with the pedestrian crossing from the left side. When crossing, the braking deceleration of the vehicle against pedestrians crossing from the right side is used to avoid collisions between the vehicle and pedestrians crossing on the right side. Pedestrian braking deceleration to avoid collision between vehicles and pedestrians.

As an optional embodiment, step 104, when the vehicle is running at different braking decelerations, acquires the driving information of the vehicle to be monitored, including: when the vehicle is running at different braking decelerations, when When the vehicle to be monitored decelerates to the same speed as the vehicle and the distance between the vehicles to be monitored is a distance threshold, the driving information of the vehicle to be monitored is acquired.

In this embodiment, when the vehicle is running at different braking decelerations, when the vehicle is running at the braking deceleration, the vehicle to be monitored starts to decelerate after the monitoring vehicle reacts for 1 second until the vehicle to be monitored decelerates to the same The speeds of the vehicles are the same and the distance between the vehicles to be monitored is the distance threshold, and the braking decelerations corresponding to the braking decelerations of the vehicles to be monitored and the vehicles are obtained.

As an optional embodiment, step 105, based on the driving information of the vehicle to be monitored, determines the rear-end collision risk rate of the vehicle, including: when the braking deceleration of the vehicle to be monitored is the braking deceleration threshold, determining the vehicle's rear-end collision risk rate threshold; when the braking deceleration of the vehicle to be monitored is less than the braking deceleration threshold, determine the vehicle’s rear-end collision risk rate as the rear-end collision risk rate threshold; when the braking deceleration of the vehicle to be monitored is greater than the braking deceleration threshold When the deceleration threshold is reached, 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 rate is normalized. When the braking deceleration of the vehicle to be monitored reaches -4m/s2, 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 -4m /s ² , the vehicle’s rear-end collision risk rate is 1, when the braking deceleration of the vehicle to be monitored is greater than -4m/s ² , the vehicle’s rear-end collision risk rate is negative one quarter of the braking deceleration of the vehicle to be monitored .

As an optional embodiment, step 105, based on the driving information of the vehicle to be monitored, determines the impact rate of the vehicle on the traffic, including: based on the different braking decelerations of the vehicle, determining the corresponding Different rear-end collision risk rates of different vehicles; select the lowest rear-end collision risk rate from the different rear-end collision risk rates of vehicles, and determine the braking deceleration of the vehicle corresponding to the lowest rear-end collision risk rate; the average speed of the vehicle and the lowest rear-end collision risk The braking deceleration of the vehicle corresponding to the rate is linearly processed to obtain the impact rate of the vehicle on the traffic.

In this embodiment, according to the braking deceleration of the vehicle, the rear-end collision risk rate is normalized, one braking deceleration corresponds to one rear-end collision risk rate, that is, different braking decelerations of the vehicle correspond to different rear-end collision risk rates of the vehicle, from Select the lowest rear-end collision risk rate from the different rear-end collision risk rates of vehicles; linearly calculate the vehicle's braking deceleration corresponding to the average speed of the vehicle within a fixed time and the vehicle's lowest rear-end collision risk rate, and obtain the vehicle's impact on traffic Rate.

For example, when the vehicle is running at a uniform deceleration of -0.2m/s ² , the braking deceleration of the vehicle to be monitored is -0.3m/s ² , and the vehicle's rear-end collision risk rate is 0.075; Dynamic deceleration -0.4m/s ² When running at uniform deceleration, the braking deceleration of the vehicle to be monitored is -0.5m/s ² , and the vehicle's rear-end collision risk rate is 1; when the vehicle is running at a braking deceleration of -0.6m/s ² When running at a uniform deceleration, the braking deceleration of the vehicle to be monitored is -0.7m/s ² , and the rear-end collision risk rate of the vehicle is 1; the lowest rear-end collision risk rate is selected from the above three rear-end collision risk rates. The braking deceleration of the vehicle corresponding to 0.075 is -0.2m/s ² . It is determined that the vehicle decelerates at -0.2m/s ² and the average speed of the vehicle within 5 minutes is 20km/h. According to 20km/h and -0.2 m/s ² gets the impact rate of vehicles on traffic as 0.32.

As an optional embodiment, step 106, based on the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic, determines the avoidance decision of the vehicle, including: when the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic are less than When the threshold is fixed, it is determined that the vehicle slows down and yields; when the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic are less than the fixed threshold, it is determined that the vehicle passes at a constant speed.

In this embodiment, when the risk rate of rear-end collision of the vehicle and the impact rate of the vehicle on traffic are both less than 0.4, the vehicle slows down and yields; pass.

As an optional embodiment, after the avoidance decision of the vehicle is determined, the method further includes: outputting the avoidance decision of the vehicle to the front windshield holographic projection device.

In this embodiment, the 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 decelerates and avoids, and the intensity of the vehicle deceleration is guided.

This embodiment first senses whether there is an obstacle at the front of the vehicle; when there is an obstacle, it senses the distance between the vehicle and the vehicle to be monitored at the rear of the vehicle; decelerate evenly to stop; when the distance is greater than the distance threshold, the vehicle has no risk of being rear-ended by the vehicle to be monitored. Monitor the driving information of the vehicle, determine the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic, and determine the avoidance decision of the vehicle based on the rear-end collision risk rate of the vehicle and the impact rate of the vehicle on traffic, so as to achieve when there are obstacles in front of the vehicle and There is a vehicle to be monitored in the rear, and the driving strategy of the vehicle prevents the vehicle from colliding with the obstacles in front and being rear-ended by the vehicle behind, and the traffic is smooth. The technical effect of pedestrian collision avoidance efficiency in the process.

Example 2

The technical solutions of the embodiments of the present invention are illustrated below in combination with preferred implementation modes.

Pedestrians, as a vulnerable group in road traffic, have become the most serious victims of human-vehicle collision accidents. At present, there are various advanced driver assistance systems that assist the driver in the car to avoid collision with pedestrians in front through early warning or active control; such as forward collision warning The system can perceive pedestrians ahead through machine vision, millimeter wave radar and other sensors, and provide early warning to the driver if it judges that there is a risk of collision with the vehicle; the automatic emergency braking system can also sense front pedestrians through machine vision, millimeter wave radar and other sensors, and judge When it is difficult for the driver to avoid colliding with pedestrians, he will take the initiative to apply emergency braking to avoid collision with pedestrians. There are also some driving night vision systems, which can identify pedestrians ahead at night through infrared remote sensing and other methods, and make prompts to the driver.

However, the above existing technologies only aim at avoiding collisions, and provide early warning and emergency braking assistance to drivers in emergency and dangerous situations, or provide information on pedestrians ahead for drivers to make decisions by themselves; no related advanced driver assistance systems have been found. For the scene of pedestrians in front, under the comprehensive consideration of preventing the car from being rear-end collision, the impact on rear traffic efficiency, and pedestrian safety, the driver is provided with pedestrian avoidance decisions, and the driver is asked to determine the traffic strategy in advance, so as to avoid collisions with pedestrians and prevent rear-end collisions , The effect of small impact on upstream traffic; forced to take sudden braking in an emergency, not only may not be able to avoid hitting pedestrians, but also easily lead to rear-end collision of the car by the car behind, which will cause secondary accidents, and improper braking deceleration, would cause severe traffic congestion.

In order to overcome the above problems, the embodiment of the present invention proposes a safety and efficiency-oriented pedestrian avoidance decision-making auxiliary driving system and its method. Aiming at the situation of pedestrians in the front during driving, comprehensive consideration is given to pedestrian collision avoidance, rear-end collision prevention, and upstream traffic Affect the three major factors, give the driver and pedestrians avoidance decision-making assistance, remind the driver to slow down or stop to give way, avoid sudden or sharp braking in the face of a collision, and reduce the risk of the car being rear-ended by the rear vehicle and causing upstream traffic congestion; Build a safety and efficiency-oriented pedestrian avoidance decision-making auxiliary driving system, as shown in Figure 2, Figure 2 is a schematic diagram of a pedestrian avoidance decision-making auxiliary driving system oriented to safety and efficiency, this system mainly consists of the backward millimeter-wave radar subsystem 201, The forward visual perception subsystem 202, the vehicle bus 203, the domain controller 204, the man-machine interface 205, and the front windshield holographic projector 206 are composed of the rearward millimeter-wave radar subsystem 201, which identifies and screens out the vehicles immediately behind the vehicle. The vehicle sends the rear vehicle motion state information to the domain controller 204, wherein the rear vehicle motion state information includes the rear vehicle speed, the longitudinal distance of the rear vehicle, and the acceleration of the rear vehicle; The domain controller 204 sends the pedestrian longitudinal distance, lateral distance, longitudinal moving speed, and lateral moving speed; the domain controller 204 can obtain the vehicle speed, acceleration, and yaw rate of the vehicle in real time from the vehicle bus 203; the domain controller 204 summarizes the backward The millimeter-wave radar subsystem 201, the forward visual perception subsystem 202, the front and rear targets of the vehicle bus 203, and the status information of the vehicle, and receive the driver's on or off settings for the system from the human-computer interaction interface 205, such as the system If it is turned on, the decision-making iteration will be performed in real time, and the pedestrian avoidance decision will be output. The decision-making results include slowing down, deceleration to yield (detour), suggested deceleration, and suggested target vehicle speed. If the system is turned off, the system will not run; the front windshield holographic projector 206 It is used to display system-related information to the driver in real time, including decision-making results, real-time vehicle speed, and real-time acceleration.

The embodiment of the present invention proposes a safety and efficiency-oriented pedestrian avoidance decision-making assistant driving system. Fig. 3 is a flow chart of an operation method of a safety and efficiency-oriented pedestrian avoidance decision-making assistance driving system according to an embodiment of the invention. As shown in Figure 3, the method may include the following steps:

Step 301, acquire real-time information.

Obtain the pedestrian information in front from the forward visual perception subsystem 201, and set the screening rule of the forward visual perception subsystem 202 for pedestrian screening to be the closest to the vehicle within a width of 8 meters centered on the center line of the vehicle within 100m in front of the vehicle Pedestrians are divided into three categories, namely, crossing pedestrians, vertical pedestrians, and stationary pedestrians. Pedestrian information includes pedestrian longitudinal distance, pedestrian lateral distance, pedestrian longitudinal moving speed, and pedestrian lateral moving speed; The system 201 obtains the information of the rear vehicle, including the speed of the rear vehicle, the acceleration of the rear vehicle, and the longitudinal distance of the rear vehicle; obtains the speed of the vehicle, the acceleration of the vehicle, and the yaw rate from the vehicle bus 203 .

Step 302, judging whether there is a target pedestrian.

For the straight driving condition of the vehicle on a straight line or a small curvature urban road, covering a speed range of 10km/h-80km/h, and knowing the vehicle speed v _host and the yaw rate θ _h , the current driving radius of the vehicle can be estimated r _h = v _host /θ _h , if r _h <250m or v _host <10km/h or v _host >80km/h, it is considered that the current working condition exceeds the system range, and return to step 301; otherwise continue to judge whether there is a target pedestrian, if the forward If the visual perception subsystem does not output the filtered pedestrian information, it considers that there is no pedestrian ahead, and returns to step 301; if the visual perception subsystem outputs the filtered pedestrian information, proceed to step 303.

Step 303, predicting a collision between a person and a vehicle.

Known pedestrian longitudinal distance x _p , pedestrian lateral distance y _p , pedestrian longitudinal velocity v _px , pedestrian lateral velocity v _py , and vehicle width w _host . The horizontal distance to the left and the horizontal speed to the left take a positive value, otherwise take a negative value, and the longitudinal speed takes a positive value, otherwise take a negative value; first, determine the type of pedestrian; if |v _py |＞0.5m/s, then it is Crossing pedestrians; if |v _py |≤0.5m/s and |v _px |＞0.5m/s, it is a vertical pedestrian; if |v _px |≤0.5m/s and |v _py |≤0.5m/ s, then it is a stationary pedestrian; secondly, determine whether the pedestrian collides with the vehicle; calculate the time t _xhp for the vehicle and the pedestrian to reach the same longitudinal position along the current driving direction of the vehicle as follows: t _xhp =d _xhp /(v _host -v _px ); Calculate the lateral displacement of pedestrians during this period, as follows: s _py =v _py t _xhp , then the distance between the pedestrian and the central axis of the vehicle can be obtained as: d _yhp =d _{0_yhp} -s _py , where , d _{0_yph} is the lateral distance between the vehicle and the pedestrian at the initial moment; if |d _yhp |≤0.55w _host , the system believes that the vehicle will collide with the pedestrian in front at the current speed, otherwise there will be no collision; if it is determined that the vehicle collides with the vehicle, enter Step 304, otherwise go directly to step 305.

Step 304, estimating the lower limit of braking strength.

After determining that there is a collision between the vehicle and the pedestrian, calculate the braking deceleration at which the vehicle should decelerate uniformly to avoid collision with the pedestrian, that is, when the vehicle and the pedestrian reach the same longitudinal position along the road, the crossing pedestrian is no longer Within the width range of the vehicle, or pedestrians traveling longitudinally at the same speed as the vehicle.

For crossing pedestrians, the braking deceleration for crossing pedestrians can be obtained by solving the following equations:

When pedestrians are crossing from the left:

When pedestrians are crossing from the right:

For longitudinal pedestrians, the braking deceleration for longitudinal pedestrians can be obtained by solving the equations:

Among them, t _xhpb is the duration of the vehicle during deceleration.

Step 305, evaluating the risk of the vehicle being rear-ended and the impact of the vehicle on traffic efficiency.

Set the braking reaction time t _br of the rear vehicle as 1s, the minimum safety distance d _s between the inter-vehicles as 1m, and the maximum braking strength of the rear vehicle as -4m/s ² .

If the car will collide with pedestrians when driving in the current state, then the current collision distance t _xhp is known, and the time to reach the pedestrian’s position t _xhpb under the minimum braking intensity a _h is used. In this case, the car must avoid pedestrians; If the vehicle does not collide with pedestrians while driving in its current state, it is necessary to evaluate and measure the risk of being rear-ended by decelerating and yielding and the impact on traffic efficiency.

This system is different from the automatic emergency braking system. It will start to suggest avoidance to the driver when it recognizes pedestrians, so as to avoid emergency braking. The maximum braking strength set by the system to avoid pedestrians is -4m/s ² .

The system determines that the car has no risk of being rear-ended as follows: the rear-facing millimeter-wave radar does not screen out the rear vehicle; there is a vehicle behind, but the distance between the car and the rear vehicle satisfies the following distance conditions,

Among them, the meaning of the above ^formula is that after the vehicle decelerates to a stop with the maximum braking intensity of -4m/s2, the vehicle behind begins to decelerate to a stop with the maximum braking intensity of -4m/s2, and the distance between the vehicle and the vehicle is the minimum safe distance of 1m when parking , the time for the vehicle behind to decelerate to stop is more than 5s. d _bhs is the threshold value of the inter-vehicle distance without the risk of rear-end collision when there is a rear vehicle, and if the distance is not lower than this distance, the vehicle has no risk of rear-end collision, that is, p _bc =0.

If there is a vehicle behind, and the inter-vehicle distance d _bh <d _bhs , there is a risk of the vehicle being rear-end collision, evaluate the risk of being rear-end collision, set the vehicle to decelerate at a _h , take the feasible value of a _h as {-0.2, -0.4, -0.6 , -0.8, ..., -4}, with a step size of 0.2m/s ² . Assume that the movement process of the vehicle and the vehicle behind is as follows: when the vehicle starts to decelerate, the driver of the vehicle behind starts to brake after the reaction time. The total delay is 1s, and the vehicle decelerates to the same speed as the vehicle in front and the distance between vehicles is the minimum safe distance of 1m. Traversing the feasible deceleration of the vehicle, and solving the following equations, the required braking strength a _b of the following vehicle corresponding to the deceleration of the vehicle can be obtained.

Among them, in the above formula, t _b is the time it takes for the vehicle to decelerate to the same speed as the front and rear vehicles, v _b is the speed of the rear vehicle, a _b is the deceleration of the rear vehicle, and d _bh is the distance between the vehicle and the rear vehicle.

The risk of being rear-ended is normalized, and the risk of being rear-ended by the vehicle when the braking strength of the rear vehicle reaches -4m/s ² is set as 1. If a and _b obtained by the above formula are less than -4, the risk is considered to be 1. If If it is greater than -4, the risk of the vehicle being rear-ended is p _bc =-0.25a _b . In summary, the risk of being rear-ended under all feasible deceleration intensities of the vehicle can be obtained.

Furthermore, the impact e ^t of the vehicle's deceleration on the traffic efficiency is evaluated. According to the historical data of the vehicle's driving speed within 5 minutes, the average vehicle speed can be obtained as v _ha . According to the average vehicle speed, the current road congestion situation J can be evaluated, such as the formula J=v _ha /70. The higher the J value, the smoother the road . The deceleration of the vehicle to give way will cause the vehicles behind to slow down, which will affect the upstream traffic efficiency, especially in the case of congestion, the deceleration of the vehicle will aggravate the congestion. Divide the deceleration intensity of the vehicle by -4 for normalization, and the following formula characterizes the impact of the vehicle's deceleration on traffic efficiency.

Among them, in the above formula, the higher the value of e ^t is, the higher the influence of the own vehicle on the traffic efficiency is.

Step 306, determine the pedestrian avoidance decision.

According to the evaluation result of step 305, the pedestrian avoidance decision is carried out. If there is a collision between the vehicle and the pedestrian, it is necessary to decelerate and avoid, and the deceleration intensity is the minimum braking intensity solved in step 304; According to the rules, when encountering pedestrians crossing in the process of driving, you should take the initiative to give way, but considering the rear-end collision of your car and the impact on traffic efficiency, you need to decide whether to slow down and give way. According to a series of risk values p _b c corresponding to the deceleration intensity of the own vehicle obtained in step 305, select the deceleration intensity a _h of the own vehicle corresponding to the lowest risk of being rear-end collision, and calculate the impact on traffic efficiency based on the deceleration intensity of the own vehicle Affects e ^t , if p _bc and e ^t are both lower than 0.4, the driver is advised to slow down and give way at a _h , otherwise the driver is advised to pass at a constant speed.

Step 307, output decision information.

The decision result of step 306 is displayed on the front windshield through the front windshield holographic projection instrument, and the avoidance decision information includes: pass at a constant speed, please slow down to avoid, guide deceleration intensity, and current vehicle deceleration.

In this embodiment, the pedestrian information in front of the vehicle, the vehicle information in the rear of the vehicle and the vehicle information are obtained, and it is judged whether there is a target pedestrian in front of the vehicle. When there is a target pedestrian in front of the vehicle, it is judged whether the vehicle and the pedestrian will collide. There will be a collision with pedestrians, and the lower limit of the braking strength of the vehicle is estimated to avoid collisions between the vehicle and pedestrians. When the vehicle and pedestrians will not collide, and when there is a rear vehicle behind the vehicle, the vehicle will decelerate with the braking deceleration. When the deceleration of the rear vehicle is the same as the vehicle speed and the distance between the vehicle and the rear vehicle is the minimum distance threshold, the braking deceleration of the rear vehicle corresponding to the vehicle braking deceleration is obtained, and the rear-end collision risk of the vehicle and the impact of vehicle deceleration on traffic efficiency are obtained According to the impact of rear-end collision risk of vehicles and the impact of vehicle deceleration on traffic efficiency, pedestrian avoidance decisions are determined, and pedestrian avoidance decisions are output to the front windshield holographic projection instrument, which solves the technical problem of low efficiency for vehicles to avoid collisions with pedestrians during driving. The technical effect of how to improve the efficiency of vehicles avoiding collisions with pedestrians is achieved.

Example 3

According to an embodiment of the present invention, a safety and efficiency-oriented pedestrian avoidance device is also provided. It should be noted that the device for avoiding pedestrians oriented to safety and efficiency can be used to implement the method for avoiding pedestrians oriented to safety and efficiency in Embodiment 1.

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

The sensing unit 401 is configured to sense whether there is an obstacle at the front of the vehicle.

The sensing unit 402 is configured to sense the distance between the vehicle and the vehicle to be monitored located at the rear of the vehicle, if present.

The control unit 403 is configured to control the vehicle to decelerate uniformly to stop at different braking deceleration rates if the distance is less than the distance threshold.

The acquiring unit 404 is configured to acquire the driving information of the vehicle to be monitored during different braking deceleration processes of the vehicle, wherein the driving information of the vehicle to be monitored at least includes: the vehicle to be monitored corresponding to the braking deceleration different from the vehicle braking deceleration.

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

The second determination unit 406 is configured to determine the vehicle's avoidance decision based on the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic.

Optionally, the device further includes: a third determining unit, configured to determine that the vehicle is not at risk of being rear-ended by the vehicle to be monitored if the distance is greater than a distance threshold.

Optionally, the sensing unit 401 may include: an acquisition module, configured to acquire real-time information of the vehicle and obstacles, wherein the obstacle is a pedestrian in front of the vehicle, and the real-time information of the vehicle is the speed, acceleration, and yaw rate of the vehicle , the real-time information of pedestrians is the longitudinal distance, lateral distance, longitudinal moving speed, and lateral moving speed of pedestrians; the perception module is used to sense whether there are pedestrians in front of the vehicle based on the real-time information of vehicles and obstacles.

Optionally, the sensing unit 402 may include: a judging module, configured to judge whether a pedestrian collides with the vehicle if there is a pedestrian in front of the vehicle; The deceleration makes the vehicle travel according to the braking deceleration to avoid the collision between the vehicle and the pedestrian; the sensing module is used to sense the distance between the vehicle and the vehicle to be monitored at the rear of the vehicle when the pedestrian and the vehicle do not collide.

Optionally, the acquisition unit 404 may include: an acquisition module, configured to, 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 the distance When the threshold is reached, the driving information of the vehicle to be monitored is obtained.

Optionally, the first determining unit 405 may include: a first determining module, configured to determine the rear-end collision risk rate of the vehicle when the braking deceleration of the vehicle to be monitored is the braking deceleration threshold; The determining module is used to determine the rear-end collision risk rate of the vehicle when the braking deceleration of the vehicle to be monitored is less than the braking deceleration threshold; the third determination module is used to determine that the braking deceleration of the vehicle to be monitored When it 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.

Optionally, the first determining unit 405 may include: a fourth determining module, configured to determine different rear-end collision risk rates of vehicles corresponding to different braking decelerations of the vehicle based on different braking decelerations of the vehicle; the first processing module , used to select the lowest rear-end collision risk rate from the different rear-end collision risk rates of the vehicle, and determine the braking deceleration of the vehicle corresponding to the lowest rear-end collision risk rate; the second processing module is used to calculate the average speed of the vehicle and the lowest The braking deceleration of the vehicle corresponding to the rear-end collision risk rate is linearly processed to obtain the impact rate of the vehicle on the traffic.

Optionally, the second determination unit 406 may include: a first processing module, configured to determine that the vehicle slows down and yields when the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic are both less than a fixed threshold; the second processing module uses When the vehicle's rear-end collision risk rate and the vehicle's impact rate on traffic are less than a fixed threshold, it is determined that the vehicle is passing at a constant speed.

Optionally, the second processing module may include: an output sub-module, configured to output the avoidance decision of the vehicle to the front windshield holographic projection instrument.

In this embodiment, the sensing unit is used to perceive whether there is an obstacle at the front of the vehicle; the sensing unit is used to sense the distance between the vehicle and the vehicle to be monitored located at the rear of the vehicle if there is an obstacle; the control The unit is used to control the vehicle to decelerate uniformly to stop with different braking decelerations if the distance is less than the distance threshold; the acquisition unit is used to obtain the driving information of the vehicle to be monitored during the different braking deceleration processes of the vehicle, Wherein, the driving information of the vehicle to be monitored includes at least: the braking deceleration of the vehicle to be monitored corresponding to the braking deceleration different from the vehicle; the first determination unit is used to determine the rear-end collision risk of the vehicle based on the driving information of the vehicle to be monitored rate and the impact rate of vehicles on traffic; the second determination unit is used to determine the vehicle's avoidance decision based on the rear-end collision risk rate of vehicles and the impact rate of vehicles on traffic, which solves the technical problem of low efficiency of vehicles avoiding collisions with pedestrians during driving , to achieve the technical effect of how to improve the efficiency of vehicles avoiding collisions with pedestrians during driving.

Example 4

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

Example 5

According to an embodiment of the present invention, a processor is also provided, and the processor is used to run a program, wherein the safety and efficiency-oriented pedestrian avoidance method in Embodiment 1 is executed when the program is running.

Example 6

According to an embodiment of the present invention, a vehicle is also provided, which is used to implement the safety and efficiency-oriented pedestrian avoidance method in Embodiment 1.

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

In the above-mentioned embodiments of the present invention, the descriptions of each embodiment have their own emphases, and for parts not described in detail in a certain embodiment, reference may be made to relevant descriptions of other embodiments.

In the several embodiments provided in this application, it should be understood that the disclosed technical content can be realized in other ways. Wherein, the device embodiments described above are only illustrative. For example, the division of units can be a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into Another system, or some features may be ignored, or not implemented. In another point, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces, and the indirect coupling or communication connection of units or modules may be in electrical or other forms.

A unit described as a separate component may or may not be physically separated, and a component shown as a unit may or may not be a physical unit, that is, it may be located in one place, or may be distributed over multiple units. Part or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, each unit may exist separately physically, or two or more units may be integrated into one unit. The above-mentioned integrated units can be implemented in the form of hardware or in the form of software functional units.

If the integrated unit is realized in the form of a software function unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the essence of the technical solution of the present invention or the part that contributes to the prior art or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium , including several instructions to make a computer device (which may be a personal computer, server or network device, etc.) execute all or part of the steps of the methods in various embodiments of the present invention. The aforementioned storage medium includes: various media capable of storing program codes such as U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk.

The above are only preferred embodiments of the present invention, and it should be pointed out that for those of ordinary skill in the art, some improvements and modifications can also be made without departing from the principle of the present invention, and these improvements and modifications should also be considered Be the protection scope of the present invention.

Claims (10)

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.

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