CN117681910A

CN117681910A - Unmanned vehicle emergency braking method and device, electronic equipment and storage medium

Info

Publication number: CN117681910A
Application number: CN202410079237.7A
Authority: CN
Inventors: 张宁
Original assignee: Neolithic Zhongyan Shanghai Technology Co ltd
Current assignee: Neolithic Zhongyan Shanghai Technology Co ltd
Priority date: 2024-01-19
Filing date: 2024-01-19
Publication date: 2024-03-12

Abstract

The embodiment of the invention discloses an unmanned vehicle emergency braking method, an unmanned vehicle emergency braking device, electronic equipment and a storage medium. The method comprises the following steps: acquiring and storing road condition information in a preset distance range in front of and behind a target unmanned aerial vehicle in real time; when the communication between the power controller and the automatic driving controller of the target unmanned vehicle is interrupted, acquiring road condition information at the last moment; if the road condition information contains an obstacle and/or an intersection which affects the running of the target unmanned vehicle, acquiring the target unmanned vehicle speed, the obstacle position, the obstacle speed and the intersection position at the last moment; and determining the deceleration and the running direction of the target unmanned vehicle according to the target unmanned vehicle speed, the obstacle position, the obstacle speed and the intersection position. By adopting the scheme, the intersection information is acquired in real time, and the deceleration and the running direction of the target unmanned vehicle are controlled according to the road condition information of the last moment when the communication of the target unmanned vehicle is interrupted, so that the problems of vehicle rear-end collision and the target unmanned vehicle anchoring at the intersection are reduced.

Description

Unmanned vehicle emergency braking method and device, electronic equipment and storage medium

Technical Field

The embodiment of the invention relates to the technical field of unmanned aerial vehicles, in particular to an unmanned vehicle emergency braking method, an unmanned vehicle emergency braking device, electronic equipment and a storage medium.

Background

With the development of automation and artificial intelligence technology, unmanned vehicles are the development direction of future intelligent automobiles. The vehicle is mainly characterized in that the surrounding environment of the vehicle is perceived by means of equipment such as image pickup equipment, laser radar, ultrasonic radar and the like, and the steering and the speed of the vehicle are controlled according to road, vehicle position and obstacle information obtained by perception, so that the vehicle can safely and reliably run on the road.

If the unmanned vehicle is in an automatic driving or remote driving state, the communication between the vehicle chassis and the automatic driving or remote driving is suddenly lost, and the unmanned vehicle can directly perform emergency braking to avoid collision risk. However, the sudden braking of the unmanned vehicle may cause rear-end collision of the rear vehicle, and if the unmanned vehicle suddenly stops when passing through the intersection, there is a risk of traffic obstruction.

Therefore, how to perform a braking operation on an unmanned vehicle when communication is lost is a technical problem to be solved by those skilled in the art.

Disclosure of Invention

The embodiment of the invention provides an unmanned vehicle emergency braking method, an unmanned vehicle emergency braking device, electronic equipment and a storage medium, which are used for comprehensively processing road condition information at the moment before communication is lost and performing braking decision by receiving a sensing signal in real time so as to reduce the problems of rear-end collision of a vehicle at a rear end and anchoring of the vehicle at an intersection.

In a first aspect, an embodiment of the present invention provides an emergency braking method for an unmanned vehicle, including:

acquiring and storing road condition information in a preset distance range in front of and behind a target unmanned aerial vehicle in real time, wherein the road condition information at least comprises barrier information and road information;

when the communication between the power controller and the automatic driving controller of the target unmanned vehicle is interrupted, acquiring road condition information at the last moment;

if the road condition information contains an obstacle and/or an intersection which affects the running of the target unmanned vehicle, acquiring the target unmanned vehicle speed, the obstacle position, the obstacle speed and the intersection position at the last moment;

and determining the deceleration and the running direction of the target unmanned vehicle according to the target unmanned vehicle speed, the obstacle position, the obstacle speed and the intersection position.

In a second aspect, an embodiment of the present invention further provides an emergency braking apparatus for an unmanned vehicle, including:

the real-time road condition information acquisition module is used for acquiring and storing the road condition information in a preset distance range in front of and behind the target unmanned aerial vehicle in real time, wherein the road condition information at least comprises barrier information and road information;

the road condition information acquisition module is used for acquiring road condition information at the previous moment when the communication between the power controller and the automatic driving controller of the target unmanned vehicle is interrupted;

The traffic obstacle information determining module is used for acquiring the speed, the obstacle position, the obstacle speed and the intersection position of the target unmanned vehicle at the last moment if the road condition information contains the obstacle and/or the intersection which influence the running of the target unmanned vehicle;

and the target unmanned vehicle braking module is used for determining the deceleration and the running direction of the target unmanned vehicle according to the target unmanned vehicle speed, the obstacle position, the obstacle speed and the intersection position.

In a third aspect, an embodiment of the present invention further provides an electronic device, including:

one or more processors;

a storage means for storing one or more programs;

and when the one or more programs are executed by the one or more processors, the one or more processors are caused to implement the emergency braking method for the unmanned vehicle according to any embodiment of the invention.

In a fourth aspect, an embodiment of the present invention further provides a computer readable storage medium, where a computer program is stored, where the program when executed by a processor implements the emergency braking method for an unmanned vehicle according to any embodiment of the present invention.

The embodiment of the invention provides an emergency braking method, an emergency braking device, electronic equipment and a storage medium for an unmanned aerial vehicle, wherein road condition information in a preset distance range in front of and behind the target unmanned aerial vehicle is obtained and stored in real time, and the road condition information at least comprises barrier information and road information; when the communication between the power controller and the automatic driving controller of the target unmanned vehicle is interrupted, acquiring road condition information at the last moment; if the road condition information contains an obstacle and/or an intersection which affects the running of the target unmanned vehicle, acquiring the target unmanned vehicle speed, the obstacle position, the obstacle speed and the intersection position at the last moment; and determining the deceleration and the running direction of the target unmanned vehicle according to the target unmanned vehicle speed, the obstacle position, the obstacle speed and the intersection position. By adopting the technical scheme of the embodiment of the invention, through acquiring the intersection information in real time, the deceleration and the running direction of the target unmanned vehicle are controlled according to the road condition information of the last moment when the communication between the power controller and the automatic driving controller of the target unmanned vehicle is interrupted, so that the problems of rear-end collision of the vehicle and the anchoring of the target unmanned vehicle at the intersection are reduced.

Drawings

Other features, objects and advantages of the present invention will become more apparent upon reading of the detailed description of non-limiting embodiments made with reference to the following drawings. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the invention. Also, like reference numerals are used to designate like parts throughout the figures. In the drawings:

fig. 1 is a flowchart of an emergency braking method for an unmanned vehicle according to an embodiment of the present invention;

fig. 2 is a schematic view of a scenario in which there is a static obstacle affecting the driving of a target drone at an S meter position directly in front of the target drone, which is provided in an embodiment of the present invention;

fig. 3 is a schematic view of a scene in which a dynamic obstacle running in the same direction as the target unmanned vehicle exists at an S meter position in front of the target unmanned vehicle in the embodiment of the invention;

fig. 4 is a schematic view of a scene in which a dynamic obstacle traveling opposite to a target unmanned vehicle exists at an S meter position in front of the target unmanned vehicle in the embodiment of the present invention;

FIG. 5 is a schematic view of a scenario in which a dynamic obstacle traveling in a direction perpendicular to the direction of travel of a target drone appears laterally at S meters in front of the target drone, as provided in an embodiment of the present invention;

FIG. 6 is a schematic view of a scene where an intersection exists in front of a target unmanned vehicle at an S meter, no obstacle exists in the intersection, and the target unmanned vehicle has a low speed, which is provided in the embodiment of the invention;

fig. 7 is a schematic view of a scene where an intersection exists in front of a target unmanned vehicle at S meters, no obstacle exists in the intersection, and the speed of the target unmanned vehicle is high, which is provided in the embodiment of the invention;

FIG. 8 is a schematic view of a scene where an intersection exists in front of a target unmanned vehicle at S meters and where an obstacle exists in the intersection, provided in an embodiment of the present invention;

fig. 9 is a schematic view of a scenario in which a static obstacle exists at S meters behind a target unmanned vehicle, provided in an embodiment of the present invention;

fig. 10 is a schematic view of a scene where a dynamic obstacle driving in a reverse direction to a target unmanned vehicle exists at S meters behind the target unmanned vehicle according to an embodiment of the present invention;

fig. 11 is a schematic view of a scene where a dynamic obstacle running in the same direction as the target unmanned vehicle exists at S meters behind the target unmanned vehicle, which is provided in the embodiment of the present invention;

fig. 12 is a schematic view of a scene in which obstacles exist in front of and behind a target unmanned aerial vehicle according to an embodiment of the present invention;

FIG. 13 is a schematic view of a scene where obstacles exist in front of and behind another target unmanned aerial vehicle provided in an embodiment of the present invention;

FIG. 14 is a schematic view of a scenario in which a target unmanned vehicle does not have any obstacle and/or intersection affecting the travel of the target unmanned vehicle within a preset distance range in front and rear directions, provided in an embodiment of the present invention;

fig. 15 is a schematic view of a scene in which a target unmanned vehicle is at an intersection and no obstacle exists in a preset distance range in front of the target unmanned vehicle, which is provided in the embodiment of the invention;

FIG. 16 is a schematic view of a scenario when no obstacle and/or no intersection affecting the driving of the target unmanned aerial vehicle exist within a preset distance range in front of and behind the target unmanned aerial vehicle, and a road edge exists on the right side of the target unmanned aerial vehicle, provided in an embodiment of the present invention;

fig. 17 is a schematic structural view of an emergency braking apparatus for an unmanned vehicle according to an embodiment of the present invention;

fig. 18 is a schematic structural diagram of an electronic device according to an embodiment of the present invention.

Detailed Description

The invention is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present invention are shown in the drawings.

Before discussing the exemplary embodiments in more detail, it should be mentioned that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although a flowchart depicts operations (or steps) as a sequential process, many of the operations (or steps) can be performed in parallel, concurrently, or at the same time. Furthermore, the order of the operations may be rearranged. The process may be terminated when its operations are completed, but may have additional steps not included in the figures. The processes may correspond to methods, functions, procedures, subroutines, and the like.

The technical scheme of the application is that the acquisition, storage, use, processing and the like of the data meet the relevant regulations of national laws and regulations.

Fig. 1 is a flowchart of an emergency braking method for an unmanned vehicle, which is provided in the embodiment of the present invention, and the method of the present embodiment may be implemented by an emergency braking device for an unmanned vehicle, where the device may be implemented in hardware and/or software. The device can be configured in a server for emergency braking of the unmanned vehicle. The method specifically comprises the following steps:

s110, acquiring and storing road condition information in a preset distance range in front of and behind the target unmanned aerial vehicle in real time, wherein the road condition information at least comprises barrier information and road information.

The vehicle-mounted environment sensing equipment is used for acquiring and storing road condition information in a preset distance range in front of and behind the target unmanned aerial vehicle in real time. The road condition information includes, but is not limited to, obstacle information and road information, and the obstacle includes, but is not limited to, pedestrians, non-motor vehicles and motor vehicles; obstacle information includes, but is not limited to, obstacle speed and obstacle position. The road information includes, but is not limited to, whether an intersection has an obstacle. The vehicle-mounted environment sensing device comprises, but is not limited to, a laser radar sensor, a millimeter wave radar sensor, a camera and the like. The preset distance range may refer to a farthest detection distance of the vehicle-mounted environment sensing device; for example, the furthest detection distance of the lidar sensor may be taken as the preset distance range. In the embodiment of the invention, the vehicle-mounted environment sensing equipment is adopted to acquire and store the obstacle speed, the obstacle position and the obstacle information of whether the intersection exists or not in the preset distance range in front of and behind the target unmanned aerial vehicle in real time.

And S120, when the communication between the power controller and the automatic driving controller of the target unmanned vehicle is interrupted, acquiring the road condition information at the last moment.

The unmanned vehicle chassis control system detects a life signal of communication between the power controller of the target unmanned vehicle and the automatic driving controller in real time, and when the life signal stops, the communication interruption between the chassis system and the power controller of the target unmanned vehicle and the communication interruption between the chassis system and the automatic driving controller are judged. When the communication between the power controller and the automatic driving controller of the target unmanned vehicle is interrupted, the target unmanned vehicle is required to be subjected to speed reduction running and/or direction control, and then the road condition information of the last moment is determined.

For example, when communication between the power controller and the automatic driving controller of the target unmanned vehicle is interrupted, the target unmanned vehicle needs to be subjected to deceleration driving and/or direction control according to the road condition information at the last moment. The vehicle-mounted environment sensing equipment acquires the road condition information of the first moment and the second moment in real time, and if the communication interruption between the power controller and the automatic driving controller of the target unmanned vehicle is detected at the third moment, the road condition information of the second moment close to the third moment is determined, and the target unmanned vehicle is subjected to speed reduction running and/or direction control according to the road condition information of the second moment.

And S130, if the road condition information contains an obstacle and/or an intersection which influence the running of the target unmanned vehicle, acquiring the speed, the position, the speed and the position of the intersection of the target unmanned vehicle at the last moment.

After the road condition information of the previous moment is determined, determining whether an obstacle and/or an intersection affecting the running of the target unmanned vehicle exist in a preset distance range of the target unmanned vehicle or not according to the road condition information of the previous moment; if the obstacle and/or the intersection affecting the driving of the target unmanned aerial vehicle exist, information of the obstacle and/or the intersection affecting the driving of the target unmanned aerial vehicle and information of the target unmanned aerial vehicle are obtained, including but not limited to the speed of the target unmanned aerial vehicle, the position of the obstacle, the speed of the obstacle and the position of the intersection.

In an alternative scheme of the embodiment of the invention, if an obstacle affecting the running of the target unmanned aerial vehicle exists in a preset distance range in front of the target unmanned aerial vehicle, determining the speed of the obstacle, the position of the obstacle and the speed of the target unmanned aerial vehicle.

And S140, determining the deceleration and the running direction of the target unmanned vehicle according to the target unmanned vehicle speed, the obstacle position, the obstacle speed and the intersection position.

After the communication interruption between the power controller and the automatic driving controller of the target unmanned aerial vehicle is determined, the deceleration and the driving direction of the target unmanned aerial vehicle are determined according to the speed, the obstacle position, the obstacle speed and the intersection position of the target unmanned aerial vehicle, so that the collision between the target unmanned aerial vehicle and the obstacle within the preset distance range in the front-rear direction is avoided.

In an alternative scheme of the embodiment of the invention, when it is determined that communication between the power controller and the automatic driving controller of the target unmanned aerial vehicle is interrupted, if an obstacle exists in a preset distance range in front of the target unmanned aerial vehicle, the deceleration and the driving direction of the target unmanned aerial vehicle are controlled according to the speed of the target unmanned aerial vehicle, the position of the obstacle in front and the speed of the obstacle, so that the collision between the target unmanned aerial vehicle and the obstacle in front is avoided, and the target unmanned aerial vehicle is required to stop driving within the preset distance range.

In another alternative scheme of the embodiment of the invention, when the communication between the power controller and the automatic driving controller of the target unmanned aerial vehicle is determined to be interrupted, and an obstacle is detected to exist in a preset distance range behind the target unmanned aerial vehicle, the deceleration and the driving direction of the target unmanned aerial vehicle are controlled according to the speed of the target unmanned aerial vehicle, the position of the obstacle behind the target unmanned aerial vehicle and the speed of the obstacle, so that the target unmanned aerial vehicle stops driving as soon as possible, and collision with the obstacle behind the target unmanned aerial vehicle is avoided when the target unmanned aerial vehicle is decelerated.

In still another alternative of the embodiment of the present invention, when it is determined that communication between the power controller and the autopilot controller of the target unmanned aerial vehicle is interrupted, it is detected that there are obstacles in front of and within a preset distance range behind the target unmanned aerial vehicle, and the deceleration and the traveling direction of the target unmanned aerial vehicle are controlled according to the target unmanned aerial vehicle speed, the rear obstacle position and the obstacle speed, and the front obstacle position and the obstacle speed, so that the target unmanned aerial vehicle stops traveling as soon as possible, and collision with the rear obstacle and the front obstacle is avoided when the target unmanned aerial vehicle is decelerated.

In still another alternative scheme of the embodiment of the invention, when it is determined that communication between the power controller and the automatic driving controller of the target unmanned aerial vehicle is interrupted, if a road opening exists in a preset distance range in front of the target unmanned aerial vehicle, the deceleration and the driving direction of the target unmanned aerial vehicle are controlled according to the speed and the position of the road opening of the target unmanned aerial vehicle, so that the target unmanned aerial vehicle stops driving before driving to the road opening or stops driving after driving to the road opening.

The embodiment of the invention provides an emergency braking method of an unmanned vehicle, which is characterized in that road condition information in a preset distance range behind the front and back of a target unmanned vehicle is obtained and stored in real time, wherein the road condition information at least comprises barrier information and road information; when the communication between the power controller and the automatic driving controller of the target unmanned vehicle is interrupted, acquiring road condition information at the last moment; if the road condition information contains an obstacle and/or an intersection which affects the running of the target unmanned vehicle, acquiring the target unmanned vehicle speed, the obstacle position, the obstacle speed and the intersection position at the last moment; and determining the deceleration and the running direction of the target unmanned vehicle according to the target unmanned vehicle speed, the obstacle position, the obstacle speed and the intersection position. By adopting the technical scheme of the embodiment of the invention, through acquiring the intersection information in real time, the deceleration and the running direction of the target unmanned vehicle are controlled according to the road condition information of the last moment when the communication between the power controller and the automatic driving controller of the target unmanned vehicle is interrupted, so that the problems of rear-end collision of the vehicle and the anchoring of the target unmanned vehicle at the intersection are reduced.

Embodiments of the present invention may be further optimized on the basis of the foregoing embodiments, and may be combined with each of the alternatives of one or more of the foregoing embodiments. Optionally, the obstacle and road condition affecting the driving of the target unmanned vehicle include:

and an obstacle and/or an intersection which influences the running of the target unmanned aerial vehicle exist in a preset distance range in front of the target unmanned aerial vehicle.

In the embodiment of the invention, the deceleration and the running direction of the target unmanned aerial vehicle are determined by taking the case that the obstacle and/or the intersection which influence the running of the target unmanned aerial vehicle exist in the preset distance range in front of the target unmanned aerial vehicle.

As an optional non-limiting implementation manner, the determining the deceleration and the driving direction of the target drone according to the target drone speed, the obstacle position, the obstacle speed and the intersection position includes, but is not limited to, steps A1-A2:

step A1: and if the obstacle and/or the intersection affecting the running of the target unmanned aerial vehicle exist in the preset distance range in front of the target unmanned aerial vehicle, determining the speed of the target unmanned aerial vehicle, the obstacle position of the front obstacle and the speed of the obstacle and/or the position of the intersection.

Step A2: according to the speed of the target unmanned vehicle, the obstacle position of the front obstacle, the obstacle speed and/or the intersection position, controlling the deceleration and the running direction of the target unmanned vehicle until the target unmanned vehicle stops running within a target distance range; wherein the target distance range is less than the preset distance range.

Wherein, the existence of the obstacle and/or the intersection which influence the running of the target unmanned aerial vehicle in the preset distance range in front of the target unmanned aerial vehicle comprises but is not limited to the existence of the static obstacle, the dynamic obstacle and the intersection which influence the running of the target unmanned aerial vehicle in the preset distance range in front of the target unmanned aerial vehicle.

In an alternative scheme of the embodiment of the invention, referring to fig. 2, if a static obstacle affecting the running of the target unmanned aerial vehicle exists at the position S meters in front of the target unmanned aerial vehicle, the target unmanned aerial vehicle needs to be decelerated and the running direction is controlled; the distance S meter between the target unmanned vehicle and the static obstacle is smaller than or equal to a preset distance range. And acquiring the speed and the static obstacle position of the target unmanned vehicle at the last moment when the communication between the power controller and the automatic driving controller of the target unmanned vehicle is interrupted, so as to control the speed and the direction of the target unmanned vehicle, and stopping the running of the target unmanned vehicle before the target unmanned vehicle drives to the static obstacle or bypassing the static obstacle and stopping the running of the target unmanned vehicle. For example, the target drone is decelerated according to the current target drone speed and the distance between the static obstacle and the target drone, so as to avoid collision with the static obstacle. If the speed of the target unmanned aerial vehicle is high, and if the target unmanned aerial vehicle is decelerated by adopting high deceleration, danger can occur, the running direction and the deceleration of the target unmanned aerial vehicle can be controlled together, so that the target unmanned aerial vehicle bypasses a static obstacle and stops running. If the speed of the target unmanned vehicle is large, the speed of the target unmanned vehicle is correspondingly increased; if the target unmanned vehicle speed is small, the deceleration is correspondingly reduced. The magnitude of the deceleration can be determined by a speed and displacement formula 1, and the speed and displacement formula 1 is expressed as:

Wherein v characterizes a target unmanned vehicle speed; v ₀ Indicating the final travel speed of the target unmanned vehicle, v is set to be v because the target unmanned vehicle is required to be braked and stopped ₀ Is 0; x represents the distance between the target unmanned vehicle and the obstacle, namely S in the embodiment of the invention, S is smaller than the preset distance range; a represents deceleration, and in the embodiment of the invention, the target unmanned vehicle is braked by adopting the deceleration greater than or equal to aThe target-free unmanned vehicle collides with a static obstacle.

In an alternative scheme of the embodiment of the present invention, referring to fig. 3, if a dynamic obstacle running in the same direction as the target unmanned vehicle exists in front of the target unmanned vehicle by S meters, the deceleration and the running direction of the target unmanned vehicle need to be determined according to the speed, the speed and the position of the dynamic obstacle. If the speed of the target unmanned vehicle is greater than the speed of the dynamic obstacle, the target unmanned vehicle needs to be decelerated to avoid collision with the dynamic obstacle, the following speed and displacement formula 2 can be used for determining the magnitude of deceleration, and the speed and displacement formula 2 is expressed as:

wherein v is ² Characterization of target unmanned vehicle speed, v ₁ Characterization of dynamic obstacle velocity, (v-v) ₁ ) I.e. the moving speed of the target unmanned vehicle relative to the same-direction running dynamic obstacle is represented, wherein v>v ₁ ；v ₀ Is 0; x represents the distance between the target unmanned vehicle and the obstacle, namely S in the embodiment of the invention; a represents deceleration.

Optionally, if the speed of the target unmanned vehicle is less than or equal to the speed of the dynamic obstacle, and the speed of the dynamic obstacle is not changed, at this time, it can be considered that a static obstacle exists in front of the target unmanned vehicle by S meters, and the magnitude of the deceleration can be determined according to the speed and displacement formula 1.

In an alternative scheme of the embodiment of the present invention, referring to fig. 4, if a dynamic obstacle that runs opposite to the target drone exists at the position S meters in front of the target drone, the deceleration and the running direction of the target drone need to be determined according to the speed, the speed and the position of the dynamic obstacle of the target drone. The magnitude of the deceleration can be determined by a speed and displacement formula 3, and the speed and displacement formula 3 is expressed as:

wherein v is ₁ Characterizing a target unmanned vehicle speed; v ₂ Characterizing dynamic obstacle velocity; (v+v) ₂ ) Representing the moving speed of the target unmanned vehicle relative to the opposite running dynamic obstacle; v ₀ Is 0; x represents the distance between the target unmanned vehicle and the obstacle, namely S in the embodiment of the invention; a represents deceleration.

Optionally, if the speed of the target unmanned vehicle and/or the moving speed of the opposite-direction running dynamic obstacle are/is high, the target unmanned vehicle may turn on one side when the vehicle is running at a deceleration of a, and the running direction of the target unmanned vehicle may be controlled according to the position of the dynamic obstacle, so that the target unmanned vehicle bypasses the opposite-direction running dynamic obstacle.

In an alternative of the embodiment of the present invention, referring to fig. 5, if a dynamic obstacle traveling in a direction perpendicular to the traveling direction of the target unmanned vehicle appears in the lateral direction at S m in front of the target unmanned vehicle, it is necessary to determine the deceleration and the traveling direction of the target unmanned vehicle according to the speed of the target unmanned vehicle, the speed of the dynamic obstacle, and the position of the dynamic obstacle. At this time, the dynamic obstacle appearing laterally can be recognized as a static obstacle, and the target unmanned vehicle only needs to stop running in S meters, so that the deceleration of the target unmanned vehicle can be determined according to the speed and displacement formula 1.

In an alternative scheme of the embodiment of the invention, referring to fig. 6, an intersection exists at the front S meters of the target unmanned vehicle, no obstacle exists in the intersection, and the target unmanned vehicle has a smaller speed, so that the intersection can be equal to a static obstacle. And determining the speed and the intersection position of the target unmanned vehicle, and determining the deceleration of the target unmanned vehicle according to the speed and the displacement formula 1 so as to stop the target unmanned vehicle from running in front of the intersection.

Optionally, referring to fig. 7, if an intersection exists in front of the target unmanned aerial vehicle S meter, no obstacle exists in the intersection, and the target unmanned aerial vehicle speed is relatively high, if a distance exists after the target unmanned aerial vehicle passes through the intersection and is within a preset distance range, the target unmanned aerial vehicle can stop running within the preset distance range when the target unmanned aerial vehicle passes through the intersection, so that the target unmanned aerial vehicle is prevented from excessively fast decelerationRollover occurs. The target unmanned vehicle deceleration can be determined according to the speed and displacement formula 4, at which time x is ₁ Representing a preset distance range; the velocity and displacement equation 4 is expressed as:

optionally, if there is an intersection at S meters in front of the target unmanned vehicle, no obstacle is present in the intersection, the target unmanned vehicle has a high speed, and a distance is not present within a preset distance range after the target unmanned vehicle passes through the intersection, the target unmanned vehicle still needs to stop running in front of the intersection. In order to avoid rollover caused by too fast deceleration, the running direction of the target unmanned vehicle can be controlled (if the lateral direction of the target unmanned vehicle has an obstacle, the running direction does not influence the normal running of the obstacle), so that the braking distance of the target unmanned vehicle is increased to stop running in front of an intersection.

In an alternative scheme of the embodiment of the invention, referring to fig. 8, if an intersection exists at S meters in front of the target unmanned vehicle and an obstacle exists at the intersection, the target unmanned vehicle is required to stop running in front of the intersection, the intersection can be equal to a static obstacle, and the deceleration of the target unmanned vehicle can be determined according to the speed and displacement formula 1.

According to the embodiment of the invention, the problems of vehicle rear-end collision and anchoring of the target unmanned vehicle at the intersection are reduced by controlling the deceleration and the running direction of the target unmanned vehicle in the scene of the obstacle influencing the running of the target unmanned vehicle and/or the intersection within the preset distance range in front of the target unmanned vehicle.

Embodiments of the present invention may be further optimized on the basis of the foregoing embodiments, and may be combined with each of the alternatives of one or more of the foregoing embodiments. Optionally, the obstacle and road condition affecting the driving of the target unmanned vehicle further includes:

and an obstacle and/or an intersection which influences the running of the target unmanned vehicle exist in a preset distance range behind the target unmanned vehicle.

In the embodiment of the invention, taking the situation that an obstacle and/or an intersection scene affecting the running of the target unmanned aerial vehicle exist in a preset distance range behind the target unmanned aerial vehicle as an example, the deceleration and the running direction of the target unmanned aerial vehicle are determined.

As an optional but non-limiting implementation manner, the determining the deceleration and the driving direction of the target drone according to the target drone speed, the obstacle position, the obstacle speed and the intersection position further includes but is not limited to steps B1-B3:

Step B1: and if the obstacle influencing the running of the target unmanned aerial vehicle exists in the preset distance range behind the target unmanned aerial vehicle, determining the speed of the target unmanned aerial vehicle, the position of the obstacle and the speed of the obstacle.

Step B2: if the speed of the target unmanned aerial vehicle is greater than a preset speed threshold, the deceleration and the running direction of the target unmanned aerial vehicle are controlled according to the speed of the target unmanned aerial vehicle, the position of the obstacle and the speed of the obstacle until the target unmanned aerial vehicle stops running within a target distance range and cannot collide with the obstacle.

Step B3: if the current running speed of the target unmanned aerial vehicle is smaller than or equal to the preset speed threshold, stopping running of the target unmanned aerial vehicle within the target distance range according to vehicle energy recovery, and preventing collision with an obstacle.

The preset speed threshold may refer to a speed at which the target drone stops traveling within a target distance range through vehicle energy recovery when communication is interrupted. For example, when the speed of the target unmanned vehicle is a when communication is interrupted, and the target unmanned vehicle stops traveling within the target distance range by vehicle energy recovery, the speed a is set as the preset speed threshold.

In an alternative scheme of the embodiment of the present invention, referring to fig. 9 and fig. 10, a static obstacle exists at the S meter position behind the target unmanned vehicle or a dynamic obstacle which runs in the reverse direction with the target unmanned vehicle exists, and at this time, it may be considered that no obstacle and/or no intersection exist in the front and rear preset distance ranges of the target unmanned vehicle, and only the target unmanned vehicle needs to stop running in the front preset distance range. If the speed of the target unmanned aerial vehicle is greater than a preset speed threshold, controlling the deceleration and the running direction of the target unmanned aerial vehicle, so that the target unmanned aerial vehicle stops running within a preset distance range in front, and determining the deceleration of the target unmanned aerial vehicle according to a speed and displacement formula 4.

Optionally, if the speed of the target unmanned vehicle is less than the preset speed threshold, the target unmanned vehicle can stop running within a preset distance range in front according to vehicle energy recovery.

In an alternative embodiment of the present invention, referring to fig. 11, if there is a dynamic obstacle running in the same direction as the target drone at S meters behind the target drone. If the target unmanned vehicle and the dynamic obstacle running in the same direction are on the same running road, whether the speed of the target unmanned vehicle is greater than the speed of the dynamic obstacle running in the same direction or the speed of the target unmanned vehicle is less than the speed of the dynamic obstacle running in the same direction, the dynamic obstacle finally collides with the target unmanned vehicle after the target unmanned vehicle stops running, and the running direction of the target unmanned vehicle is controlled, so that the target unmanned vehicle runs to a lane deviating from the dynamic obstacle and stops running within a preset distance range.

According to the embodiment of the invention, the deceleration and the running direction of the target unmanned aerial vehicle in the scene of the obstacle affecting the running of the target unmanned aerial vehicle in the preset distance range behind the target unmanned aerial vehicle are controlled, so that the problem of rear-end collision of the vehicle is reduced.

An obstacle and/or an intersection which affects the running of the target unmanned aerial vehicle exist in a preset distance range in front of the target unmanned aerial vehicle, and an obstacle which affects the running of the target unmanned aerial vehicle exists in a preset distance range behind the target unmanned aerial vehicle.

In the embodiment of the invention, taking an example that an obstacle and/or an intersection affecting the running of the target unmanned aerial vehicle exist in a preset distance range in front of the target unmanned aerial vehicle and an obstacle scene affecting the running of the target unmanned aerial vehicle exists in a preset distance range behind the target unmanned aerial vehicle, the deceleration and the running direction of the target unmanned aerial vehicle are determined.

As an optional but non-limiting implementation manner, the determining the deceleration and the driving direction of the target drone according to the target drone speed, the obstacle position, the obstacle speed and the intersection position further includes but is not limited to steps C1-C2:

step C1: if an obstacle and/or an intersection affecting the running of the target unmanned aerial vehicle exist in a preset distance range in front of the target unmanned aerial vehicle and an obstacle affecting the running of the target unmanned aerial vehicle exists in a preset distance range behind the target unmanned aerial vehicle, different weight coefficients are distributed to the type of the obstacle and the intersection; types of obstacles include pedestrians, vehicles, and non-vehicles.

Step C2: and determining a braking force value of the target unmanned vehicle according to different weight coefficients distributed by the obstacle and the intersection, and controlling the deceleration and the running direction of the target unmanned vehicle.

In an alternative scheme of the embodiment of the present invention, referring to fig. 12, if a dynamic obstacle or an intersection which runs in the same direction or opposite direction to the target unmanned vehicle exists in a preset distance range in front of the target unmanned vehicle, and a dynamic obstacle which runs in the same direction as the target unmanned vehicle exists in a preset distance range behind the target unmanned vehicle, when the target unmanned vehicle is braked, the target unmanned vehicle collides with the front obstacle and/or the intersection, and/or collides with the rear obstacle, that is, the target unmanned vehicle is braked, the target unmanned vehicle must collide with the obstacle. At this time, different weight coefficients are allocated to the front obstacle, the intersection and the rear obstacle, and the collision risk coefficient is reduced to the lowest by the different weight coefficients.

Alternatively, referring to fig. 13, if there is a dynamic obstacle or intersection traveling in the same direction or opposite directions as the target drone within a preset distance range in front of the target drone, and there is a dynamic obstacle traveling in opposite directions as the target drone within a preset distance range behind the target drone. At this time, the method is equivalent to the scenario shown in fig. 3 and fig. 4, and the target unmanned vehicle is braked according to the speed and displacement formula 2 or the speed and displacement formula 3, so as to avoid collision between the target unmanned vehicle and the obstacle and/or intersection in front.

As an optional but non-limiting implementation manner, the step of determining the braking force value of the target unmanned aerial vehicle to control the deceleration and the running direction of the target unmanned aerial vehicle according to different weight coefficients allocated to the obstacle and the intersection includes but is not limited to the steps D1-D2:

step D1: and if the weight coefficient of the obstacle type in front of the target unmanned aerial vehicle is larger than that of the obstacle type behind the target unmanned aerial vehicle, adopting a first braking force value to control the deceleration and the running direction of the target unmanned aerial vehicle.

Step D2: if the weight coefficient of the front obstacle type of the target unmanned aerial vehicle is smaller than that of the rear obstacle type of the target unmanned aerial vehicle, controlling the deceleration and the running direction of the target unmanned aerial vehicle by adopting a second braking force value; wherein the pedestrian weight coefficient is greater than the non-motor vehicle weight coefficient, and the non-motor vehicle weight coefficient is greater than the motor vehicle weight coefficient; the first braking force value is greater than the second braking force value.

The obstacle type comprises pedestrians, motor vehicles and non-motor vehicles, wherein the pedestrian weight coefficient is larger than the non-motor vehicle weight coefficient, and the non-motor vehicle weight coefficient is larger than the motor vehicle weight coefficient. And if the weight coefficient of the front obstacle is larger than that of the rear obstacle, decelerating the target unmanned aerial vehicle by adopting a first braking force value so as to avoid collision between the target unmanned aerial vehicle and the front obstacle. If the weight coefficient of the front obstacle is smaller than that of the rear obstacle, the target unmanned vehicle is decelerated by adopting a second braking force value, so that the target unmanned vehicle is prevented from colliding with the rear obstacle; wherein the first braking force value is greater than the second braking force value. The collision risk coefficient can be minimized when the target unmanned vehicle is decelerated by the first braking force value or the second braking force value. For example, if a pedestrian is in a preset distance range in front of the target unmanned aerial vehicle and a motor vehicle is in a preset distance range in rear of the target unmanned aerial vehicle, the target unmanned aerial vehicle is decelerated by adopting the first braking force value at the moment, so that damage to the pedestrian is avoided, and loss of the target unmanned aerial vehicle is reduced.

As an optional but non-limiting implementation manner, the step of determining the braking force value of the target unmanned aerial vehicle to control the deceleration and the running direction of the target unmanned aerial vehicle according to different weight coefficients allocated to the obstacle and the intersection further includes but is not limited to steps E1-E3:

step E1: if the intersection exists in the preset distance range in front of the target unmanned aerial vehicle, determining whether an obstacle exists at the intersection or not and distributing different weight coefficients.

Step E2: and if the crossing weight coefficient is greater than the weight of the obstacle type behind the target unmanned vehicle, emergency braking is carried out on the target unmanned vehicle by adopting a third braking force value.

Step E3: if the crossing weight coefficient is smaller than the weight of the obstacle type behind the target unmanned vehicle, emergency braking is carried out on the target unmanned vehicle by adopting a fourth braking force value; wherein the crossing weight coefficient is larger than the pedestrian weight coefficient when the obstacle exists at the crossing, and is smaller than the motor vehicle weight coefficient when the obstacle does not exist at the crossing; the third braking force value is greater than the fourth braking force value.

If an intersection exists in a preset distance range in front of the target unmanned aerial vehicle, different weights are required to be distributed to whether the intersection has an obstacle or not. If an obstacle exists at the intersection, the obstacle at the intersection is usually more than or equal to one obstacle, and the weight coefficient of the intersection is set to be more than the pedestrian weight coefficient. That is, if an obstacle exists at the front intersection of the target unmanned aerial vehicle and a pedestrian exists behind the target unmanned aerial vehicle, the target unmanned aerial vehicle is braked by adopting a third braking force value so as to avoid collision with the obstacle at the front intersection.

Optionally, if no obstacle exists at the intersection, the weight coefficient of the intersection is the smallest, and the fourth braking force value is adopted to brake the target unmanned vehicle so as to avoid collision with the obstacle at the rear.

According to the embodiment of the invention, different weight coefficients are distributed to the front obstacle, the intersection and the rear obstacle of the target unmanned aerial vehicle, and different braking force values are determined through the different weight coefficients, so that the collision risk coefficient is reduced to the minimum, and the loss is reduced.

Embodiments of the present invention may be further optimized on the basis of the foregoing embodiments, and may be combined with each of the alternatives of one or more of the foregoing embodiments. Optionally, the road condition information further includes:

no obstacle and/or intersection affecting the running of the target unmanned aerial vehicle exists in the preset distance range behind the front and rear of the target unmanned aerial vehicle, or the target unmanned aerial vehicle is at the intersection and no obstacle exists in the preset distance range.

In the embodiment of the invention, the deceleration and the driving direction of the target unmanned aerial vehicle are determined by taking the example that no obstacle and/or no road junction affecting the driving of the target unmanned aerial vehicle exists in a preset distance range behind the front and rear of the target unmanned aerial vehicle or the target unmanned aerial vehicle is positioned at the road junction and no obstacle exists in the preset distance range.

As an alternative but non-limiting implementation, the method further includes, but is not limited to, steps F1-F3:

step F1: if no obstacle and/or no road junction affecting the running of the target unmanned aerial vehicle exist in the preset distance range behind the front and rear of the target unmanned aerial vehicle, or the target unmanned aerial vehicle is at the road junction and no obstacle exists in the preset distance range, determining the speed of the target unmanned aerial vehicle at the last moment acquired when the communication between the power controller and the automatic driving controller of the target unmanned aerial vehicle is interrupted.

Step F2: and if the speed of the target unmanned aerial vehicle is greater than a preset speed threshold, controlling the deceleration and the running direction of the target unmanned aerial vehicle until the target unmanned aerial vehicle stops running within a preset distance range.

Step F3: and if the current running speed of the target unmanned aerial vehicle is less than or equal to a preset speed threshold, stopping running of the target unmanned aerial vehicle within a target distance range according to vehicle energy recovery.

In an alternative scheme of the embodiment of the invention, referring to fig. 14, if the target unmanned vehicle does not have any obstacle and/or intersection affecting the running of the target unmanned vehicle within a preset distance range in front and rear, the speed of the target unmanned vehicle is determined. If the speed of the target unmanned aerial vehicle is greater than the preset speed threshold, the speed and displacement formula 4 can be adopted to control the deceleration of the target unmanned aerial vehicle until the target unmanned aerial vehicle stops running within the preset distance range. If the speed of the target unmanned vehicle is smaller than the preset speed threshold, the target unmanned vehicle can stop running within the target distance range according to vehicle energy recovery.

In an alternative scheme of the embodiment of the invention, referring to fig. 15, if the target unmanned vehicle is at an intersection and no obstacle exists in a preset distance range in front of the intersection, the speed of the target unmanned vehicle is determined. If the speed of the target unmanned aerial vehicle is greater than the preset speed threshold, the speed and displacement formula 4 can be adopted to control the deceleration of the target unmanned aerial vehicle until the target unmanned aerial vehicle stops running within the preset distance range. If the speed of the target unmanned vehicle is smaller than the preset speed threshold, the target unmanned vehicle can stop running within the target distance range according to vehicle energy recovery.

As an alternative but non-limiting implementation, the method further includes, but is not limited to, steps G1-G2:

step G1: if no obstacle and/or road junction affecting the running of the target unmanned aerial vehicle exists in the preset distance range behind the front part and the rear part of the target unmanned aerial vehicle and a road edge exists on the right side of the target unmanned aerial vehicle, determining the speed of the target unmanned aerial vehicle at the last moment, which is acquired when the communication between the power controller and the automatic driving controller of the target unmanned aerial vehicle is interrupted.

Step G2: and determining a target braking force value and a driving route of the target unmanned vehicle when the target unmanned vehicle stops driving by a road edge within a preset time threshold according to the speed of the target unmanned vehicle, and storing the target braking force value and the driving route corresponding to the speed of the unmanned vehicle.

Wherein, referring to fig. 16, when there is no obstacle and/or intersection affecting the travel of the target unmanned aerial vehicle within the preset distance range in front of and behind the target unmanned aerial vehicle and there is a road edge on the right side of the target unmanned aerial vehicle, in order to avoid affecting the travel of the obstacle outside the preset distance range in back, the target unmanned aerial vehicle is driven to the rightmost lane, and the travel is stopped when the road edge is approached and within the preset time threshold. And controlling the deceleration and the running direction of the target unmanned aerial vehicle according to the speed and the final stopping position of the target unmanned aerial vehicle so as to stop the target unmanned aerial vehicle when the target unmanned aerial vehicle approaches the road edge within a preset time threshold. The preset time threshold may refer to a time required for the target unmanned vehicle to reduce the speed to zero within a preset distance range; and stopping the target unmanned vehicle from running by the road edge within a preset time threshold, and at the moment, not colliding with an obstacle outside a preset distance range. And storing the target braking force value and the driving route corresponding to the deceleration so as to brake the target unmanned aerial vehicle when the target unmanned aerial vehicle meets the same scene again.

According to the embodiment of the invention, the driving route is planned for the scene that no obstacle and/or crossing exists at the front and rear sides of the target unmanned aerial vehicle or the target unmanned aerial vehicle is positioned at the crossing and no obstacle exists in the preset distance range in front of the crossing, so that the target unmanned aerial vehicle stops driving when approaching the road edge and within the preset time threshold value, and the traffic is prevented from being hindered.

Fig. 17 is a schematic structural diagram of an emergency braking apparatus for an unmanned vehicle according to an embodiment of the present invention, where the technical solution of the present embodiment is applicable to an emergency braking situation of an unmanned vehicle, and the apparatus may be implemented by software and/or hardware and generally integrated on any electronic device having a network communication function, where the electronic device includes, but is not limited to: server, computer, personal digital assistant, etc. As shown in fig. 17, the emergency braking apparatus for an unmanned vehicle provided in the present embodiment may include: a real-time road condition information acquisition module 1710, a last-time road condition information acquisition module 1720, a traffic barrier information determination module 1730, and a target unmanned vehicle brake module 1740; wherein,

the real-time road condition information obtaining module 1710 is configured to obtain and store, in real time, road condition information within a preset distance range in front of and behind a target unmanned aerial vehicle, where the road condition information at least includes obstacle information and road information;

the road condition information obtaining module 1720 at the previous moment is configured to obtain the road condition information at the previous moment when it is determined that the communication between the power controller and the automatic driving controller of the target unmanned vehicle is interrupted;

the traffic obstacle information determining module 1730 is configured to obtain a target unmanned vehicle speed, an obstacle position, an obstacle speed, and an intersection position at a previous moment if an obstacle and/or an intersection affecting the driving of the target unmanned vehicle exist in the road condition information;

The target drone stopping module 1740 is configured to determine a deceleration and a driving direction of the target drone according to the target drone speed, the obstacle position, the obstacle speed, and the intersection position.

On the basis of the above embodiment, optionally, the target unmanned vehicle braking module is specifically configured to:

if an obstacle and/or an intersection affecting the running of the target unmanned aerial vehicle exist in a preset distance range in front of the target unmanned aerial vehicle, determining the speed of the target unmanned aerial vehicle, the obstacle position of the front obstacle and the speed of the obstacle and/or the position of the intersection; according to the speed of the target unmanned vehicle, the obstacle position of the front obstacle, the obstacle speed and/or the intersection position, controlling the deceleration and the running direction of the target unmanned vehicle until the target unmanned vehicle stops running within a target distance range; wherein the target distance range is less than the preset distance range.

On the basis of the above embodiment, optionally, the target unmanned vehicle braking module is further specifically configured to:

if an obstacle influencing the running of the target unmanned aerial vehicle exists in a preset distance range behind the target unmanned aerial vehicle, determining the speed of the target unmanned aerial vehicle, the position of the obstacle and the speed of the obstacle;

If the speed of the target unmanned aerial vehicle is greater than a preset speed threshold, controlling the deceleration and the running direction of the target unmanned aerial vehicle according to the speed of the target unmanned aerial vehicle, the position of the obstacle and the speed of the obstacle until the target unmanned aerial vehicle stops running within a target distance range and cannot collide with the obstacle;

if the current running speed of the target unmanned aerial vehicle is smaller than or equal to the preset speed threshold, stopping running of the target unmanned aerial vehicle within the target distance range according to vehicle energy recovery, and preventing collision with an obstacle.

an obstacle and/or an intersection which influences the running of the target unmanned aerial vehicle exist in a preset distance range in front of the target unmanned aerial vehicle, and an obstacle which influences the running of the target unmanned aerial vehicle exists in a preset distance range behind the target unmanned aerial vehicle, different weight coefficients are distributed to the type of the obstacle and the intersection; the types of obstacles include pedestrians, vehicles, and non-vehicles;

and determining a braking force value of the target unmanned vehicle according to different weight coefficients distributed by the obstacle and the intersection, and controlling the deceleration and the running direction of the target unmanned vehicle.

if the weight coefficient of the front obstacle type of the target unmanned aerial vehicle is larger than the weight coefficient of the rear obstacle type of the target unmanned aerial vehicle, adopting a first braking force value to control the deceleration and the running direction of the target unmanned aerial vehicle;

if the weight coefficient of the front obstacle type of the target unmanned aerial vehicle is smaller than that of the rear obstacle type of the target unmanned aerial vehicle, controlling the deceleration and the running direction of the target unmanned aerial vehicle by adopting a second braking force value;

wherein the pedestrian weight coefficient is greater than the non-motor vehicle weight coefficient, and the non-motor vehicle weight coefficient is greater than the motor vehicle weight coefficient; the first braking force value is greater than the second braking force value.

if an intersection exists in a preset distance range in front of the target unmanned aerial vehicle, determining whether an obstacle exists at the intersection or not and distributing different weight coefficients;

if the crossing weight coefficient is larger than the weight of the obstacle type behind the target unmanned vehicle, emergency braking is carried out on the target unmanned vehicle by adopting a third braking force value;

If the crossing weight coefficient is smaller than the weight of the obstacle type behind the target unmanned vehicle, emergency braking is carried out on the target unmanned vehicle by adopting a fourth braking force value;

wherein the crossing weight coefficient is larger than the pedestrian weight coefficient when the obstacle exists at the crossing, and is smaller than the motor vehicle weight coefficient when the obstacle does not exist at the crossing; the third braking force value is greater than the fourth braking force value.

On the basis of the above embodiment, optionally, the device further includes a first braking module, specifically configured to:

if no obstacle and/or road junction affecting the running of the target unmanned aerial vehicle exists in a preset distance range behind the front and rear of the target unmanned aerial vehicle, or the target unmanned aerial vehicle is at the road junction and no obstacle exists in the preset distance range, determining the speed of the target unmanned aerial vehicle at the last moment acquired when the communication between the power controller and the automatic driving controller of the target unmanned aerial vehicle is interrupted;

if the speed of the target unmanned aerial vehicle is greater than a preset speed threshold, controlling the deceleration and the running direction of the target unmanned aerial vehicle until the target unmanned aerial vehicle stops running within a preset distance range;

and if the current running speed of the target unmanned aerial vehicle is less than or equal to a preset speed threshold, stopping running of the target unmanned aerial vehicle within a target distance range according to vehicle energy recovery.

On the basis of the above embodiment, optionally, the device further comprises a second braking module, specifically configured to:

if no obstacle and/or road junction affecting the running of the target unmanned aerial vehicle exist in a preset distance range behind the front part and the rear part of the target unmanned aerial vehicle and a road edge exists on the right side of the target unmanned aerial vehicle, determining the speed of the target unmanned aerial vehicle at the last moment, which is acquired when the communication between the power controller and the automatic driving controller of the target unmanned aerial vehicle is interrupted;

and determining a target braking force value and a driving route of the target unmanned vehicle when the target unmanned vehicle stops driving by a road edge within a preset time threshold according to the speed of the target unmanned vehicle, and storing the target braking force value and the driving route corresponding to the speed of the unmanned vehicle.

The emergency braking device for the unmanned aerial vehicle provided by the embodiment of the invention can execute the emergency braking method for the unmanned aerial vehicle provided by any embodiment of the invention, has the corresponding functions and beneficial effects of executing the emergency braking method for the unmanned aerial vehicle, and the detailed process refers to the related operation of the emergency braking method for the unmanned aerial vehicle in the embodiment.

Fig. 18 is a schematic structural diagram of an electronic device according to an embodiment of the present invention. The electronic device 10 is intended to represent various forms of digital computers, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. Electronic equipment may also represent various forms of mobile devices, such as personal digital processing, cellular telephones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions, are meant to be exemplary only, and are not meant to limit implementations of the inventions described and/or claimed herein.

As shown in fig. 18, the electronic device 10 includes at least one processor 11, and a memory such as a Read Only Memory (ROM) 12, a Random Access Memory (RAM) 13, etc. communicatively connected to the at least one processor 11, wherein the memory stores a computer program executable by the at least one processor, and the processor 11 can perform various appropriate actions and processes according to the computer program stored in the Read Only Memory (ROM) 12 or the computer program loaded from the storage unit 18 into the Random Access Memory (RAM) 13. In the RAM 13, various programs and data required for the operation of the electronic device 10 may also be stored. The processor 11, the ROM 12 and the RAM 13 are connected to each other via a bus 14. An input/output (I/O) interface 15 is also connected to bus 14.

Various components in the electronic device 10 are connected to the I/O interface 15, including: an input unit 16 such as a keyboard, a mouse, etc.; an output unit 17 such as various types of displays, speakers, and the like; a storage unit 18 such as a magnetic disk, an optical disk, or the like; and a communication unit 19 such as a network card, modem, wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information/data with other devices via a computer network, such as the internet, and/or various telecommunication networks.

The processor 11 may be a variety of general and/or special purpose processing components having processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), various specialized Artificial Intelligence (AI) computing chips, various processors running machine learning model algorithms, digital Signal Processors (DSPs), and any suitable processor, controller, microcontroller, etc. The processor 11 performs the various methods and processes described above, such as the unmanned vehicle emergency braking method.

In some embodiments, the drone emergency braking method may be implemented as a computer program tangibly embodied on a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and/or installed onto the electronic device 10 via the ROM 12 and/or the communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more of the steps of the unmanned vehicle emergency braking method described above may be performed. Alternatively, in other embodiments, the processor 11 may be configured to perform the drone emergency braking method in any other suitable manner (e.g., by means of firmware).

Various implementations of the systems and techniques described here above may be implemented in digital electronic circuitry, integrated circuit systems, field Programmable Gate Arrays (FPGAs), application Specific Integrated Circuits (ASICs), application Specific Standard Products (ASSPs), systems On Chip (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: implemented in one or more computer programs, the one or more computer programs may be executed and/or interpreted on a programmable system including at least one programmable processor, which may be a special purpose or general-purpose programmable processor, that may receive data and instructions from, and transmit data and instructions to, a storage system, at least one input device, and at least one output device.

A computer program for carrying out methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the computer programs, when executed by the processor, cause the functions/acts specified in the flowchart and/or block diagram block or blocks to be implemented. The computer program may execute entirely on the machine, partly on the machine, as a stand-alone software package, partly on the machine and partly on a remote machine or entirely on the remote machine or server.

In the context of the present invention, a computer-readable storage medium may be a tangible medium that can contain, or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer readable storage medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Alternatively, the computer readable storage medium may be a machine readable signal medium. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

To provide for interaction with a user, the systems and techniques described here can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to a user; and a keyboard and a pointing device (e.g., a mouse or a trackball) through which a user can provide input to the electronic device. Other kinds of devices may also be used to provide for interaction with a user; for example, feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form, including acoustic input, speech input, or tactile input.

The systems and techniques described here can be implemented in a computing system that includes a background component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such background, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local Area Networks (LANs), wide Area Networks (WANs), blockchain networks, and the internet.

The computing system may include clients and servers. The client and server are typically remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other. The server can be a cloud server, also called a cloud computing server or a cloud host, and is a host product in a cloud computing service system, so that the defects of high management difficulty and weak service expansibility in the traditional physical hosts and VPS service are overcome.

It should be appreciated that various forms of the flows shown above may be used to reorder, add, or delete steps. For example, the steps described in the present invention may be performed in parallel, sequentially, or in a different order, so long as the desired results of the technical solution of the present invention are achieved, and the present invention is not limited herein.

The above embodiments do not limit the scope of the present invention. It will be apparent to those skilled in the art that various modifications, combinations, sub-combinations and alternatives are possible, depending on design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of the present invention.

Claims

1. An unmanned vehicle emergency braking method, the method comprising:

2. The method of claim 1, wherein determining the deceleration and the direction of travel of the target drone as a function of the target drone speed, the obstacle location, the obstacle speed, and the intersection location comprises:

if an obstacle and/or an intersection affecting the running of the target unmanned aerial vehicle exist in a preset distance range in front of the target unmanned aerial vehicle, determining the speed of the target unmanned aerial vehicle, the obstacle position of the front obstacle and the speed of the obstacle and/or the position of the intersection;

according to the speed of the target unmanned vehicle, the obstacle position of the front obstacle, the obstacle speed and/or the intersection position, controlling the deceleration and the running direction of the target unmanned vehicle until the target unmanned vehicle stops running within a target distance range; wherein the target distance range is less than the preset distance range.

3. The method of claim 1, wherein determining the deceleration and the direction of travel of the target drone as a function of the target drone speed, the obstacle location, the obstacle speed, and the intersection location, further comprises:

4. The method of claim 1, wherein determining the deceleration and the direction of travel of the target drone as a function of the target drone speed, the obstacle location, the obstacle speed, and the intersection location, further comprises:

if an obstacle and/or an intersection affecting the running of the target unmanned aerial vehicle exist in a preset distance range in front of the target unmanned aerial vehicle and an obstacle affecting the running of the target unmanned aerial vehicle exists in a preset distance range behind the target unmanned aerial vehicle, different weight coefficients are distributed to the type of the obstacle and the intersection; the types of obstacles include pedestrians, vehicles, and non-vehicles;

5. The method of claim 4, wherein determining the target drone braking force value for controlling the deceleration and the direction of travel of the target drone based on the different weight coefficients assigned by the obstacle and the intersection comprises:

6. The method of claim 4, wherein determining the target drone braking force value for controlling the deceleration and the direction of travel of the target drone based on the different weight coefficients assigned by the obstacle and the intersection, further comprises:

7. The method according to claim 1, wherein the method further comprises:

8. The method according to claim 1, wherein the method further comprises:

9. An unmanned vehicle emergency braking apparatus, the apparatus comprising:

10. An unmanned vehicle, wherein the unmanned vehicle executable instructions, when executed by a computer processor, are for performing the unmanned vehicle emergency braking method of any of claims 1-8.