Vehicle emergency braking control method, vehicle and related apparatus

Abstract

This application provides a vehicle emergency braking control method, vehicle, and related equipment, belonging to the field of vehicle braking control technology. The method determines whether an emergency braking condition is currently occurring based on collected sensor data. If an emergency braking condition is present, it determines the current collision risk value based on the relative distance to obstacles and the theoretical braking distance. Based on this collision risk value, the vehicle's aerodynamic components are adjusted to improve the overall vehicle's drag coefficient. The higher the current collision risk value, the higher the drag coefficient corresponding to the target state of the aerodynamic components. This solution considers the relative distance to obstacles during emergency braking, calculates the risk value that may still result in a collision under emergency braking conditions, and then adaptively adjusts the aerodynamic components based on this risk value, thereby improving the safety and stability of the vehicle's emergency braking process.

Description

Technical Field

[0001] This application relates to the field of vehicle braking control technology, and in particular to a vehicle emergency braking control method, vehicle, and related equipment. Background Technology

[0002] With the development of the automotive industry, vehicle safety has become a key focus of research and development. Especially in emergency braking situations, ensuring a vehicle can stop quickly and stably, reducing braking distance, has become an important research direction. Currently, vehicle braking performance mainly relies on the design of the braking system, supplemented by electronic auxiliary systems such as ABS and ESP to improve braking effectiveness. However, in some extreme situations, such as high-speed driving or slippery roads, traditional braking systems alone may not achieve optimal braking results. In some cases, increasing air resistance can shorten braking distance. For example, increasing the vehicle's frontal area and improving the drag coefficient (CD value) can shorten braking distance to some extent. However, these methods are mostly fixed during the vehicle design phase and cannot be flexibly adjusted during driving. For instance, if air resistance cannot be increased rapidly during emergency braking, the braking distance may be too long, thus affecting driving safety. In related technologies, when a vehicle is determined to be under emergency braking, the execution states of the drive system, braking system, and aerodynamic kit are directly and simultaneously controlled according to the vehicle's current speed. This reduces the driver's reaction time, increases braking force, increases drag, and increases downforce. For example, the higher the current speed, the greater the drag is provided by adjusting the aerodynamic kit. However, this method does not take into account external factors during braking, the aerodynamic adjustment strategy is rigid, and the safety of the vehicle braking process is low. Summary of the Invention

[0003] The main objective of this application is to provide a vehicle emergency braking control method, vehicle, and related equipment, which aims to improve the safety and stability of the vehicle emergency braking process.

[0004] To achieve the above objectives, one aspect of this application proposes a vehicle emergency braking control method, which determines whether the current condition is an emergency braking condition by collecting sensor data. Under the current emergency braking condition, the current collision risk value is determined based on the relative distance to the obstacle and the theoretical braking distance. The vehicle's aerodynamic kit is adjusted based on the current collision risk value to improve the overall vehicle's drag coefficient; wherein, the higher the current collision risk value, the higher the drag coefficient corresponding to the target kit state of the aerodynamic kit.

[0005] In some embodiments, the sensor data includes the obstacle position, the vehicle position, and the vehicle's motion state; determining whether an emergency braking condition is being experienced based on the collected sensor data includes the following steps: The relative distance to the obstacle is determined based on the location of the obstacle and the location of the vehicle, and the rate of change of the vehicle's speed within the expected time is determined based on the vehicle's motion state. If the relative distance to the obstacle is less than the expected distance threshold and the rate of change of speed is greater than the expected rate of change threshold, the current condition is determined to be an emergency braking condition.

[0006] In some embodiments, determining the current collision risk value based on the relative distance to the obstacle and the theoretical braking distance includes the following steps: The theoretical braking distance is calculated based on the current vehicle speed and road surface adhesion conditions. The current collision risk value is determined based on the difference between the relative distance to the obstacle and the theoretical braking distance.

[0007] In some embodiments, adjusting the vehicle's aerodynamic kit based on the current collision risk value includes the following steps: The current collision risk level is obtained by querying the fuzzy control rule table based on the current collision risk value. The corresponding target kit status is determined by querying the kit status mapping table based on the current collision risk level.

[0008] In some embodiments, the suite state mapping table is constructed through the following steps: The vehicle was subjected to wind tunnel tests in sequence according to the kit state sequence to determine the air drag coefficient corresponding to each kit state in the kit state sequence, and then a state drag curve was constructed. The air resistance coefficient is divided into intervals based on the fine-grained classification of collision risk levels to obtain various resistance intervals; The average value of the kit state within the state interval corresponding to each resistance interval is determined based on the state resistance curve; Based on each collision risk level and the corresponding average kit status, a kit status mapping table is constructed.

[0009] In some embodiments, the vehicle emergency braking control method further includes the following steps: The vehicle's speed is collected after the aerodynamic kit is adjusted to the target kit state, and the theoretical braking distance is updated based on the vehicle's speed. The step of determining the current collision risk value based on the relative distance to the obstacle and the theoretical braking distance is re-executed based on the updated theoretical braking distance.

[0010] To achieve the above objectives, another aspect of this application provides a vehicle emergency braking control system, comprising: The first module is used to determine whether the current situation is an emergency braking condition based on the collected sensor data; The second module is used to determine the current collision risk value based on the relative distance to the obstacle and the theoretical braking distance when the current situation is emergency braking. The third module is used to adjust the vehicle's aerodynamic kit according to the current collision risk value in order to improve the overall vehicle's drag coefficient; wherein, the higher the current collision risk value, the higher the drag coefficient corresponding to the target kit state of the aerodynamic kit.

[0011] To achieve the above objectives, another aspect of this application provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the above-described method.

[0012] To achieve the above objectives, another aspect of the embodiments of this application proposes a vehicle including a memory, a processor, and a program stored in the memory and executable on the processor, wherein the program, when executed by the processor, implements the above-described method.

[0013] To achieve the above objectives, another aspect of the embodiments of this application proposes a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0014] The embodiments of this application include at least the following beneficial effects: This application provides a vehicle emergency braking control method, system, electronic device, storage medium, and program product. This solution determines whether the current situation is an emergency braking condition by collecting sensor data. If the current situation is an emergency braking condition, the current collision risk value is determined based on the relative distance to obstacles and the theoretical braking distance. The aerodynamic kit of the vehicle is adjusted according to the current collision risk value to improve the overall vehicle's drag coefficient. The higher the current collision risk value, the higher the drag coefficient corresponding to the target kit state of the aerodynamic kit. This solution considers the relative distance to obstacles during emergency braking, calculates the risk value that may still occur during emergency braking, and then adaptively adjusts the aerodynamic kit according to the risk value, thereby improving the safety and stability of the vehicle's emergency braking process. Attached Figure Description

[0015] Figure 1 This is a flowchart of the vehicle emergency braking control method provided in the embodiments of this application; Figure 2 This is a schematic diagram of the hardware structure of the electronic device provided in the embodiments of this application. Detailed Implementation

[0016] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit it. In the following description, when referring to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with those of this application; they are merely examples of apparatuses and methods consistent with some aspects of the embodiments of this application as detailed in the appended claims.

[0017] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0018] Before providing a detailed description of the embodiments of this application, some of the nouns and terms involved in the embodiments of this application will be explained first. The nouns and terms involved in the embodiments of this application are subject to the following interpretations.

[0019] Aerodynamic kits, also known as aerodynamic components, are a series of parts installed on automobiles to improve their aerodynamic performance. Their core function is to optimize airflow around the vehicle, reducing air resistance and increasing downforce, thereby improving high-speed stability, handling, and fuel economy. Aerodynamic kits typically include core components such as a front splitter, side skirts, a rear wing, and a diffuser. Adjustable parts within aerodynamic kits fall into two main categories: active adjustable components and passive adjustable / replaceable components. Active adjustable components can include, but are not limited to, rear wings, rear spoilers, side spoilers, underbody spoilers, and side skirts.

[0020] When a vehicle is confirmed to be under emergency braking, the system directly and simultaneously controls the drive system, braking system, and aerodynamic components based on the vehicle's current speed. This reduces driver reaction time, increases braking force, increases drag, and increases downforce. For example, the higher the current speed, the greater the drag is provided by adjusting the aerodynamic components. However, this method does not consider external factors during braking. For instance, if the vehicle's speed is high during emergency braking, but there is still sufficient distance between the vehicle and the vehicle in front, adjusting the aerodynamic components to the maximum drag state based on the high speed would lead to vehicle instability. Conversely, if the vehicle's speed is low during emergency braking, but the distance between the vehicle and the vehicle in front is small, adjusting the aerodynamic components to the minimum drag state based on the low speed would increase the risk of a collision. In summary, current aerodynamic adjustment strategies are rigid, resulting in lower safety during vehicle braking.

[0021] In view of this, this application provides a vehicle emergency braking control method, vehicle, and related equipment. This solution considers the relative distance to obstacles during emergency braking, calculates the risk value that a collision may still occur under emergency braking conditions, and then adaptively adjusts the aerodynamic kit according to the risk value, thereby improving the safety and stability of the vehicle emergency braking process.

[0022] The vehicle emergency braking control method provided in this application relates to the field of vehicle braking control technology. This application can be used in numerous general-purpose or special-purpose computer system environments or configurations. Examples include: personal computers, server computers, handheld or portable devices, tablet devices, multiprocessor systems, microprocessor-based systems, set-top boxes, programmable consumer electronics devices, network PCs, minicomputers, mainframe computers, and distributed computing environments including any of the above systems or devices. This application can be described in the general context of computer-executable instructions executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, etc., that perform specific tasks or implement specific abstract data types. This application can also be practiced in distributed computing environments where tasks are performed by remote processing devices connected via a communication network. In a distributed computing environment, program modules can reside in local and remote computer storage media, including storage devices.

[0023] Figure 1 This is an optional flowchart of the vehicle emergency braking control method provided in the embodiments of this application. Figure 1 The method may include, but is not limited to, steps S101 to S103.

[0024] S101 determines whether the current situation is an emergency braking condition based on the collected sensor data; S102, under the current emergency braking condition, determine the current collision risk value based on the relative distance to the obstacle and the theoretical braking distance; S103, Adjust the vehicle's aerodynamic kit according to the current collision risk value to improve the overall vehicle's drag coefficient; where the higher the current collision risk value, the higher the drag coefficient corresponding to the target kit state of the aerodynamic kit.

[0025] In step S101 of some embodiments, the sensors may include, but are not limited to, accelerometers, gyroscopes, millimeter-wave radars, cameras, pedal angle sensors, etc. Accordingly, the sensor data may include, but are not limited to, obstacle position, vehicle position, vehicle motion state (speed, acceleration), distance between the vehicle and the obstacle, pedal opening, etc. By collecting relevant data in real time using low-cost sensors and millimeter-wave radar, the emergency braking condition can be determined, enabling the system to respond quickly at critical moments.

[0026] In one example, an emergency braking condition can be determined when the pedal angle is less than a corresponding threshold or when the rate of change of the pedal angle decreases is less than a corresponding threshold.

[0027] In another example, an emergency braking condition can be determined when the distance between the vehicle and the obstacle is less than a corresponding threshold.

[0028] In another example, an emergency braking condition can be considered when the vehicle's heart rate drops sharply and the distance to the obstacle is less than a corresponding threshold.

[0029] It is understood that the emergency braking condition in this embodiment can be determined according to a single sensor or a combination of multiple sensors, based on preset rules. This application embodiment does not impose specific limitations.

[0030] In step S102 of some embodiments, under the current emergency braking condition, a current collision risk value is determined based on the relative distance to the obstacle and the theoretical braking distance. The theoretical braking distance refers to the distance the vehicle travels from the current speed to zero under emergency braking and wheel lock-up conditions. The larger the difference between the relative distance to the obstacle and the theoretical braking distance, the less likely a collision is to occur, and the lower the current collision risk value.

[0031] In step S103 of some embodiments, the vehicle's aerodynamic kit is adjusted according to the current collision risk value to improve the overall vehicle's drag coefficient. Specifically, the higher the current collision risk value, the higher the drag coefficient corresponding to the target kit state after aerodynamic kit adjustment, thereby maximizing air resistance to avoid collisions in dangerous situations. For example, the actuators for adjusting the aerodynamic kit include spoiler control motors and rear wing control motors. The larger the opening of aerodynamic drag optimization components such as spoilers and rear wings, the higher the vehicle's drag coefficient. Therefore, under emergency braking conditions, if the current collision risk value is higher, the opening of aerodynamic drag optimization components such as spoilers and rear wings will be larger. For example, a mapping model of the relationship between the collision risk value and the opening of aerodynamic drag optimization components can be constructed using machine learning. The opening of the aerodynamic drag optimization components can then be directly calculated based on this model.

[0032] The embodiments of this application combine the current collision risk of the vehicle to flexibly adjust the vehicle's aerodynamic kit (such as spoiler, rear wing, hood vents) in real time, dynamically improve the vehicle's drag coefficient (CD value), significantly shorten the braking distance, and improve the safety and stability of the vehicle during emergency braking.

[0033] In some embodiments, step S101 may include, but is not limited to, the following steps: S201, determine the relative distance to the obstacle based on the position of the obstacle and the position of the vehicle, and determine the rate of change of the vehicle's speed within the expected time based on the vehicle's motion state; S202, if the relative distance to the obstacle is less than the expected distance threshold and the rate of change of speed is greater than the expected rate of change threshold, determine that the current condition is an emergency braking condition.

[0034] In this embodiment, the relative position of an obstacle (such as a vehicle in front) can be determined using vehicle-mounted radar or a visual sensor, thereby determining the relative distance to the obstacle. The vehicle's speed change rate over a desired time period is then determined based on the vehicle's speed. If the relative distance to the obstacle is less than a desired distance threshold and the speed change rate is greater than a desired rate of change threshold, then an emergency braking condition is determined. This embodiment uses multi-sensor fusion to determine whether the vehicle is in an emergency braking condition, enabling more accurate identification of emergency braking situations and allowing the system to respond quickly at critical moments. Compared to single-sensor data determination methods, this embodiment offers higher reliability and accuracy.

[0035] In some embodiments, determining the current collision risk value based on the relative distance to the obstacle and the theoretical braking distance in step S102 may include, but is not limited to, the following steps: S301, calculate the theoretical braking distance based on the current vehicle speed and road adhesion conditions; S302, determine the current collision risk value based on the difference between the relative distance to the obstacle and the theoretical braking distance.

[0036] In step S301 of some embodiments, since braking is considered to be approximately equal to the maximum road surface adhesion when emergency braking, wheels are close to locking, or ABS is working at its optimal state, the theoretical braking distance calculation formula is as follows: ; in, This indicates the current speed of the vehicle. This indicates the current road surface adhesion conditions (i.e., the road surface adhesion coefficient). This represents gravitational acceleration. Understandably, the road surface adhesion coefficient can be estimated based on data such as slip ratio and wheel speed.

[0037] In step S302 of some embodiments, a distance difference is obtained by subtracting the theoretical braking distance from the relative distance to the obstacle. This distance difference is used to measure the current collision risk value. The distance difference is inversely proportional to the current collision risk value, that is, the larger the distance difference, the smaller the current collision risk value.

[0038] In some embodiments, step S103 may include, but is not limited to, the following steps: S401, Query the fuzzy control rule table based on the current collision risk value to obtain the current collision risk level; S402, Query the kit status mapping table based on the current collision risk level to determine the corresponding target kit status.

[0039] In this embodiment, the fuzzy control rule table is a mapping table between collision risk values ​​and collision risk levels. The current collision risk level can be determined by querying the fuzzy control rule table based on the current collision risk value. The kit state mapping table is a mapping table between collision risk levels and kit states (such as the opening degree of aerodynamic drag optimization components). The corresponding target kit state is determined by querying the kit state mapping table based on the current collision risk level. Through collision risk value level mapping and kit state mapping, the target kit state can be quickly determined, thereby improving the real-time performance and effectiveness of the braking strategy.

[0040] In one example, the collision risk level can be directly determined based on the distance difference between the relative distance to the obstacle and the theoretical braking distance, combined with a safety margin. If the distance difference is greater than the safety margin, the collision risk level is Level 1; if the distance difference is less than the safety margin but greater than a value close to zero, the collision risk level is Level 2; if the distance difference is less than a value close to zero but greater than zero, the collision risk level is Level 3; and if the distance difference is less than a certain value, the collision risk level is Level 4, representing the highest risk. It is understood that this embodiment can also set more different safety margins to achieve a more granular classification of collision risk levels.

[0041] In some embodiments, the kit state mapping table in step S402 can be constructed through, but is not limited to, the following steps: S501, wind tunnel tests are conducted on the vehicle in sequence according to the kit state sequence to determine the air drag coefficient corresponding to each kit state in the kit state sequence, and then a state drag curve is constructed. S502, based on the classification of collision risk levels, divides the air drag coefficient into intervals with fine granularity to obtain each drag interval; S503, determine the average value of the kit state within the state interval corresponding to each resistance interval based on the state resistance curve; S504: Construct a kit status mapping table based on each collision risk level and the corresponding kit status average.

[0042] In this embodiment, taking the opening degree of a certain aerodynamic component as an example, the wind tunnel test process is as follows: The test conditions and related equipment are as follows: Test setup: Closed-loop recirculation aerodynamic wind tunnel for whole vehicles; Force measuring device: six-component pneumatic balance; Prototype vehicle: A real vehicle equipped with a variable frequency pneumatic actuator; Test wind speed: usually 120 km / h (typical high-speed braking condition). Environmental conditions: constant temperature and humidity, turbulence intensity I ≤ 0.5%; Control accuracy: The opening accuracy of the actuator is ±0.5°.

[0043] The test vehicle was accurately positioned in the center of the wind tunnel turntable, ensuring that the wheels and suspension were in a standard driving posture.

[0044] Zero and calibrate the six-component balance to eliminate systematic errors.

[0045] Based on the physical travel of the actuator, set the opening test sequence, such as: 0°, 5°, 10°, 15°, 20°, 25°, 30° (maximum opening).

[0046] After confirming that the wind speed is stable, there is no crosswind, and there is no ground effect interference, adjust the pneumatic actuator to the first target opening (such as 0°) and lock it.

[0047] Start the wind tunnel, raise the wind speed to the set test wind speed, and start data collection after the flow field stabilizes.

[0048] Air resistance is directly measured by a six-component balance. Each working condition is sampled three times consecutively, and the average value is taken. This average value is the air resistance coefficient corresponding to the opening degree (i.e., kit state) of the current test.

[0049] Keeping other conditions constant, change the opening of the pneumatic kit sequentially and repeat the resistance measurement.

[0050] After all opening tests are completed, the actuator is reset to 0° and a backtest is performed to verify and ensure data consistency.

[0051] This embodiment can accurately determine the vehicle's air drag coefficient under different kit states through wind tunnel testing. Then, by fitting the data according to the air drag coefficients corresponding to each kit state, a state drag curve can be constructed. This state drag curve is a mapping calculation formula for the relationship between air drag system variables and kit states (such as spoiler opening).

[0052] Furthermore, the air drag coefficient is divided into intervals (e.g., average intervals) based on the fine-grained classification of collision risk levels, resulting in various drag intervals. The average state value of the components within each drag interval is determined based on the state drag curve. Then, a component state mapping table is constructed based on each collision risk level and its corresponding average state value, enabling precise identification of the component state corresponding to each collision risk level. Furthermore, the highest collision risk level can be modified to represent the component's extreme state (e.g., maximum spoiler opening) to improve braking safety under high-risk conditions.

[0053] This embodiment utilizes the mapping relationship between the opening and CD value calibrated in prior wind tunnel tests to precisely control actuators such as the spoiler control motor, tail wing control motor, and hood vent switches, thereby improving the adjustment effect of the aerodynamic kit. This precise control method not only improves braking performance but also reduces unnecessary energy consumption, enhancing the overall system efficiency. Compared to the fixed aerodynamic kit adjustment strategies of related technologies, this embodiment can dynamically adjust according to different driving environments and operating conditions, significantly improving braking performance.

[0054] In some embodiments, the vehicle emergency braking control method of this application may also include, but is not limited to, the following steps: S601: Collects the vehicle's speed after the aerodynamic kit is adjusted to the target kit state, and then updates the theoretical braking distance based on the vehicle's speed. S602, based on the updated theoretical braking distance, re-execute the steps of determining the current collision risk value based on the relative distance to the obstacle and the theoretical braking distance, and then adjusting the vehicle's aerodynamic kit based on the current collision risk value.

[0055] Based on the adjusted aerodynamic kit status, the braking effect is monitored in real time (such as collecting data on vehicle speed changes). Then, the theoretical braking distance is dynamically updated based on the real-time vehicle speed. The aerodynamic kit is further adjusted based on the optimized theoretical braking distance and the real-time relative distance to obstacles to optimize the overall braking process, thereby improving the safety and stability of the entire braking process.

[0056] This application also provides a vehicle emergency braking control system, including: The first module is used to determine whether the current situation is an emergency braking condition based on the collected sensor data; The second module is used to determine the current collision risk value based on the relative distance to the obstacle and the theoretical braking distance when the current situation is emergency braking. The third module is used to adjust the vehicle's aerodynamic kit based on the current collision risk value in order to improve the overall vehicle's drag coefficient; the higher the current collision risk value, the higher the drag coefficient corresponding to the target kit state of the aerodynamic kit.

[0057] It is understood that the methods described in the above method embodiments are applicable to this system embodiment. The specific functions implemented in this system embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0058] This application also provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the above-described method. This electronic device can be any smart terminal, including tablet computers, in-vehicle computers, etc.

[0059] It is understood that the content of the above method embodiments is applicable to this device embodiment. The specific functions implemented by this device embodiment are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0060] Please see Figure 2 , Figure 2 The hardware structure of an electronic device according to another embodiment is illustrated. The electronic device includes: The processor 901 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application. The memory 902 can be implemented as a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 902 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 902 and is called and executed by the processor 901. The input / output interface 903 is used to implement information input and output; The communication interface 904 is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.). Bus 905 transmits information between various components of the device (e.g., processor 901, memory 902, input / output interface 903, and communication interface 904); The processor 901, memory 902, input / output interface 903, and communication interface 904 are connected to each other within the device via bus 905.

[0061] This invention also provides a vehicle, including a memory, a processor, and a program stored in the memory and executable on the processor, wherein the program implements the above-described method when executed by the processor.

[0062] The vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. It can also be a commercial vehicle, such as a van, bus, small truck, or large semi-trailer. The vehicle must have an electric motor capable of outputting power or acting as a generator to store mechanical energy. When the vehicle is a new energy vehicle, it can be a hybrid or a pure electric vehicle.

[0063] It is understood that the content of the above method embodiments is applicable to this storage medium embodiment. The specific functions implemented in this storage medium embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.

[0064] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0065] It is understood that the content of the above method embodiments is applicable to the embodiments of this program product. The specific functions implemented by the embodiments of this program product are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0066] Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, memory may optionally include memory remotely located relative to the processor, and these remote memories can be connected to the processor via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0067] The vehicle emergency braking control method, vehicle, and related equipment provided in this application have at least one of the following beneficial effects: (1) Significantly shorten braking distance: Combine the collision risk value during emergency braking to adjust the vehicle's aerodynamic kit (such as spoiler, rear wing, hood vents) in real time, dynamically improve the vehicle's drag coefficient (CD value), thereby significantly shortening the braking distance under emergency braking conditions, which is crucial for improving the safety of the vehicle at high speeds or in poor road conditions.

[0068] (2) Enhance vehicle safety: By using low-cost sensors and millimeter-wave radar to collect vehicle status parameters and distances to obstacles in real time, emergency braking conditions can be accurately identified. Combined with fuzzy control rule tables, the system can adjust braking strategies in real time to ensure a rapid response in emergency situations and reduce the risk of collision.

[0069] (3) Improved dynamic response capability: By precisely controlling the actuators such as the spoiler control motor, the rear wing control motor, and the hood vent switch, the aerodynamic characteristics can be dynamically adjusted according to different driving environments and operating conditions. This dynamic response capability not only improves the braking effect, but also enables the vehicle to maintain good braking performance under various complex conditions.

[0070] The embodiments described in this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided by the embodiments of this application. As those skilled in the art will know, with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems.

[0071] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of this application, and may include more or fewer steps than shown, or combine certain steps, or different steps.

[0072] The system embodiments described above are merely illustrative. The modules described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0073] Those skilled in the art will understand that all or some of the steps in the methods disclosed above, as well as the functional modules / units in the systems and devices, can be implemented as software, firmware, hardware, or suitable combinations thereof.

[0074] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or modules is not necessarily limited to those steps or modules explicitly listed, but may include other steps or modules not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0075] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0076] In the embodiments provided in this application, it should be understood that the disclosed systems and methods can be implemented in other ways. For example, the system embodiments described above are merely illustrative; for instance, the division of modules described above is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0077] The modules described above as separate components may or may not be physically separate. The components shown as modules may or may not be physical modules; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0078] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing module, or each module can exist physically separately, or two or more modules can be integrated into one module. The integrated modules described above can be implemented in hardware or as software functional modules.

[0079] If the integrated module is implemented as a software functional module and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, 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. This computer software product is stored in a storage medium and includes multiple instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing programs, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0080] The preferred embodiments of the present application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of the present application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of the present application shall be within the scope of the claims of the present application.

Claims

1. A vehicle emergency braking control method, characterized in that, Includes the following steps: The system uses collected sensor data to determine whether an emergency braking situation is in progress. Under emergency braking conditions, the current collision risk value is determined based on the relative distance to the obstacle and the theoretical braking distance. The vehicle's aerodynamic kit is adjusted based on the current collision risk value to improve the overall vehicle's drag coefficient; wherein, the higher the current collision risk value, the higher the drag coefficient corresponding to the target kit state of the aerodynamic kit.

2. The vehicle emergency braking control method according to claim 1, characterized in that, The sensor data includes the obstacle position, the vehicle's position, and the vehicle's motion state; determining whether an emergency braking condition is being experienced based on the collected sensor data includes the following steps: The relative distance to the obstacle is determined based on the location of the obstacle and the location of the vehicle, and the rate of change of the vehicle's speed within the expected time is determined based on the vehicle's motion state. If the relative distance to the obstacle is less than the expected distance threshold and the rate of change of speed is greater than the expected rate of change threshold, the current condition is determined to be an emergency braking condition.

3. The vehicle emergency braking control method according to claim 2, characterized in that, Determining the current collision risk value based on the relative distance to the obstacle and the theoretical braking distance includes the following steps: The theoretical braking distance is calculated based on the current vehicle speed and road surface adhesion conditions. The current collision risk value is determined based on the difference between the relative distance to the obstacle and the theoretical braking distance.

4. The vehicle emergency braking control method according to claim 1, characterized in that, The adjustment of the vehicle's aerodynamic kit based on the current collision risk value includes the following steps: The current collision risk level is obtained by querying the fuzzy control rule table based on the current collision risk value. The corresponding target kit status is determined by querying the kit status mapping table based on the current collision risk level.

5. The vehicle emergency braking control method according to claim 4, characterized in that, The suite state mapping table is constructed through the following steps: The vehicle was subjected to wind tunnel tests in sequence according to the kit state sequence to determine the air drag coefficient corresponding to each kit state in the kit state sequence, and then a state drag curve was constructed. The air resistance coefficient is divided into intervals based on the fine-grained classification of collision risk levels to obtain various resistance intervals; The average value of the kit state within the state interval corresponding to each resistance interval is determined based on the state resistance curve; Based on each collision risk level and the corresponding average kit status, a kit status mapping table is constructed.

6. The vehicle emergency braking control method according to any one of claims 1 to 5, characterized in that, The vehicle emergency braking control method further includes the following steps: The vehicle's speed is collected after the aerodynamic kit is adjusted to the target kit state, and the theoretical braking distance is updated based on the vehicle's speed. The step of determining the current collision risk value based on the relative distance to the obstacle and the theoretical braking distance is re-executed based on the updated theoretical braking distance.

7. A vehicle emergency braking control system, characterized in that, include: The first module is used to determine whether the current situation is an emergency braking condition based on the collected sensor data; The second module is used to determine the current collision risk value based on the relative distance to the obstacle and the theoretical braking distance when the current situation is emergency braking. The third module is used to adjust the vehicle's aerodynamic kit according to the current collision risk value in order to improve the overall vehicle's drag coefficient; wherein, the higher the current collision risk value, the higher the drag coefficient corresponding to the target kit state of the aerodynamic kit.

8. An electronic device, characterized in that, The electronic device includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the method according to any one of claims 1 to 6.

9. A vehicle, characterized in that, It includes a memory, a processor, and a program stored in the memory and executable on the processor, wherein the program, when executed by the processor, implements the method as claimed in any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the method of any one of claims 1 to 6.

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