Vehicle assisted deceleration method, controller, system, vehicle, storage medium and computer program

Abstract

The application discloses a vehicle auxiliary deceleration method, a controller, a system, a vehicle, a storage medium and a computer program, and belongs to the technical field of vehicle driving safety control. The method comprises the following steps: when a terminal device generates a sound warning response, a controller cooperates with detection of a current vehicle speed, and compares the current vehicle speed with a target value; if the current vehicle speed is greater than the target value, the controller cooperates with output of a brake signal to a brake system, and the brake system implements braking on at least one wheel of the vehicle; and if the current vehicle speed is less than or equal to the target value, the controller does not cooperate with output of the brake signal to the brake system. The application can not only warn vehicles, pedestrians and the like in front, and remind the vehicles and the like in front to avoid in time, but also actively implement slight deceleration, increase a relative safety distance from the vehicles and the pedestrians in front, let multiple parties participate in traffic operation at the same time, avoid unnecessary scratching, collision and the like, and equivalently combine multiple actions through one operation, so that the operation is simplified, and safety is increased.

Description

Technical Field

[0001] This invention belongs to the field of vehicle driving safety control technology, specifically relating to a vehicle auxiliary deceleration method, controller, system, vehicle, storage medium, and computer program. Background Technology

[0002] When a vehicle is in motion, if there are pedestrians or vehicles in front that may affect traffic, or if there are blind spots or other complex traffic conditions, the driver needs to pass in front. For safety reasons, the driver needs to honk the horn once or multiple times for a certain period of time to warn vehicles or pedestrians in front or in blind spots to give way in time.

[0003] Normally, vehicles or pedestrians will give way in time. However, in some situations, even after the horn is sounded, vehicles may still change lanes at will or fail to give way; while pedestrians may still walk on the main road where vehicles pass or cross the main road, rendering the horn warning ineffective.

[0004] Furthermore, after the horn warning, the vehicles or pedestrians in front took evasive action, but due to their slow reaction speed, they could not meet the requirement that the vehicles behind could pass without slowing down.

[0005] At this time, drivers of vehicles behind that want to pass through the current lane should either take the initiative to brake, continue to honk the horn without slowing down, or press the horn while simultaneously applying the brakes to slow down appropriately.

[0006] However, there are still unnecessary rear-end collisions, scrapes, and other accidents caused by vehicles traveling at relatively high speeds and not being able to brake in time, or by braking too late. These accidents affect traffic flow, cause congestion, and reduce overall commuting efficiency.

[0007] Meanwhile, in some scenarios where lane changing is not permitted, when a vehicle in front suddenly and forcibly changes lanes, if the driver anticipates a potential collision or friction, they may suddenly become tense or fearful and hastily honk the horn as a warning. Furthermore, the warning horn may cause the driver to focus excessively on the horn, neglecting the need for proactive intervention to slow down in order to ensure safety, or the braking may be too delayed, resulting in a rear-end collision, collision, or scrape.

[0008] While drivers sound the horn to warn others, they may not be certain whether vehicles or pedestrians ahead will yield in time. Therefore, it is safer to proactively slow down in a timely manner.

[0009] At the same time, when the driver presses the horn with his hand, he also uses his right foot (or left foot) to apply the brakes. This hand-foot coordination is not very comfortable.

[0010] This invention proposes a solution that can actively and collaboratively decelerate while warning vehicles or pedestrians ahead, effectively increasing the relative safe distance between the vehicle and pedestrians. At the same time, the reduced speed can reduce the risk of collisions and provide the driver with effective time to actively intervene in braking. Moreover, it can avoid the uncomfortable body posture of using both hands and feet, such as honking the horn with one hand and stepping on the brake with the right foot (or left foot). Summary of the Invention

[0011] The purpose of this invention is to overcome the shortcomings of the prior art and provide a vehicle auxiliary deceleration method, controller, system, vehicle, storage medium and computer program.

[0012] To achieve the above objectives, the present invention is implemented using the following technical solution:

[0013] In a first aspect, the present invention provides a method for assisting vehicle deceleration through sound warning coordination, comprising the following steps:

[0014] When the terminal device generates an audible warning, the controller works together to detect the vehicle's current speed and compare it with the target value:

[0015] If the current vehicle speed is greater than the target value, the controller will output a braking signal to the braking system, and the braking system will apply the brakes to at least one wheel of the vehicle.

[0016] If the current vehicle speed is less than or equal to the target value, the controller will not output a braking signal to the braking system.

[0017] When the terminal device stops generating an audible warning response, the controller stops coordinating the determination and comparison of the current vehicle speed.

[0018] The sound is configured to warn vehicles and / or pedestrians ahead.

[0019] Furthermore, when the terminal device generates an audible warning response, the controller first detects the displacement of the brake pedal:

[0020] If the brake pedal displacement is greater than 0, continue to apply foot control.

[0021] If the foot pedal displacement is 0, the controller performs a coordinated detection of the current vehicle speed and compares it with the target value:

[0022] If the current vehicle speed is greater than the target value, the controller outputs a braking signal to the braking system, and the braking system applies braking to the vehicle with the first deceleration.

[0023] If the current vehicle speed is less than or equal to the target value, the controller will not output a braking signal to the braking system.

[0024] At the same time, when any limited scenario prompts the controller to automatically control the braking system and perform emergency braking on the vehicle with a second deceleration, the controller will automatically stop and compare and judge the vehicle speed in conjunction with the sound warning.

[0025] The defined scenario is constructed to cause the controller to automatically output emergency braking.

[0026] Furthermore, the controller collaboratively detects the current vehicle speed and compares it with the first target value and the second target value:

[0027] If the current vehicle speed is less than or equal to the first target value, the controller will not coordinate with the braking system to output a signal to perform braking.

[0028] If the current vehicle speed is greater than the first target value and less than or equal to the second target value, the cooperative control braking system applies braking to at least one wheel of the vehicle with a third deceleration a3.

[0029] If the current vehicle speed is greater than the second target value, the cooperative control braking system applies braking to at least one wheel of the vehicle with a fourth deceleration a4.

[0030] Furthermore, when the duration of a single audible warning response from the terminal device exceeds a set value, the controller stops coordinating the comparison and judgment of vehicle speed.

[0031] And / or when the vehicle speed reduction value after a single coordinated braking action by the braking system exceeds a preset value, the controller stops coordinating the vehicle speed assessment.

[0032] Furthermore, after the terminal device stops generating audible warnings, if the current vehicle speed exceeds the target value:

[0033] After a delay time T, the output signal of the driving force is restored.

[0034] When the delay time is less than or equal to the given delay time T, the output signal of the driving force is blocked.

[0035] If the current vehicle speed is less than or equal to the target value, the output signal for restoring driving force is generated without delay.

[0036] Furthermore, during coordinated braking, the controller blocks the output signal of the driving force, and the brake lights respond; when coordinated braking stops, the output signal of the driving force is restored, and the brake lights stop responding.

[0037] Furthermore, when an audible warning is issued and the current vehicle speed is greater than the target value, the controller disables the output signal of the driving force; when the audible warning stops responding or the current vehicle speed is less than or equal to the target value, the output signal of the driving force is restored.

[0038] Furthermore, when the first controller automatically outputs an audible warning command set to the terminal device through any predetermined scenario, the terminal device responds with an audible warning, and the second controller works in conjunction to determine and compare the current vehicle speed.

[0039] If the current vehicle speed is greater than the target value, the second controller automatically coordinates to output a set of braking commands to the braking system, and the braking system applies braking to the vehicle.

[0040] If the current vehicle speed is less than or equal to the target value, the second controller will not coordinate with the braking system to output a set of instructions to execute braking.

[0041] And when the first controller automatically stops outputting the set of instructions for sound warning to the terminal device, the terminal device stops generating sound warning responses, and the second controller automatically stops cooperating in judging and comparing the current vehicle speed.

[0042] The sound is configured to warn vehicles and / or pedestrians ahead, and the first controller and the second controller are connected in communication.

[0043] The predetermined scenario is configured as a scenario preset by the first controller that can generate an audible warning.

[0044] Furthermore, the target speed is 40 km / h, and the braking deceleration 'a' is 0.5 ≤ a ≤ 3 m / s². 2 The terminal device is a loudspeaker.

[0045] Furthermore, it also includes: a switch for controlling audible alarms, which, when closed, causes the terminal device to generate an audible alarm response; when open, the terminal device stops generating an audible alarm response.

[0046] Furthermore, when the controller automatically outputs a set of commands for sound alerts to the terminal device in any predetermined scenario, the terminal device generates a sound alert response.

[0047] When the controller automatically stops outputting the set of commands for sound alerts to the terminal device, the terminal device stops generating sound alert responses;

[0048] The predetermined scenario is configured as a scenario preset by the controller that can automatically generate an audible warning.

[0049] In a second aspect, the present invention provides a method for controlling vehicle braking through audible warnings, comprising the following steps:

[0050] When the terminal device generates an audible warning response, the controller prioritizes detecting the displacement of the foot brake pedal:

[0051] If the brake pedal displacement is greater than 0, continue to apply foot control.

[0052] If the brake pedal displacement is 0, the controller will collaboratively detect the current vehicle speed and compare it with the target value:

[0053] If the current vehicle speed is greater than the target value, the controller outputs a braking signal to the braking system, and the braking system applies braking to at least one wheel of the vehicle.

[0054] If the current vehicle speed is less than or equal to the target value, the controller will not output a braking signal to the braking system.

[0055] When the terminal device stops generating an audible warning response, the controller stops coordinating the determination and comparison of the current vehicle speed.

[0056] The sound is configured to warn vehicles and / or pedestrians ahead.

[0057] Thirdly, the present invention provides a method for controlling vehicle braking via audible warning, characterized by comprising the following steps:

[0058] When the terminal device generates an audible warning response, the controller works together to detect the current vehicle speed and compare it with the target value:

[0059] If the current vehicle speed is greater than the target value, the controller outputs a braking signal to the braking system, and the braking system applies braking to the vehicle with the first deceleration.

[0060] If the current vehicle speed is less than or equal to the target value, the controller will not coordinate with the braking system to output a braking signal.

[0061] At the same time, when the controller is prompted to automatically control the braking system to perform emergency braking on the vehicle with a second deceleration through any limited scenario, the controller will automatically stop comparing and judging the vehicle speed in conjunction with the sound warning.

[0062] When the terminal device does not generate an audible warning response, the controller stops coordinating the determination and comparison of the current vehicle speed;

[0063] The sound is configured to warn vehicles and / or pedestrians ahead;

[0064] The defined scenario is constructed to cause the controller to automatically output emergency braking.

[0065] Furthermore, the first deceleration a1 is taken as 0.5≤a1≤3m / s². 2 The second deceleration a2 is taken as 5 m / s². 2 ≤a2, the target value is 40km / h, and the terminal device is a horn.

[0066] Fourthly, the present invention provides a method for assisting vehicle deceleration through sound warning coordination, characterized by comprising the following steps:

[0067] When the terminal device generates an audible warning, the controller detects the current vehicle speed and compares it with the first target value:

[0068] If the current vehicle speed is less than or equal to the first target value, the controller will not coordinate with the braking system to output a braking signal.

[0069] If the current vehicle speed is greater than the first target value and less than or equal to the second target value, the controller coordinates with the braking system to apply braking to at least one wheel of the vehicle with a third deceleration.

[0070] If the current vehicle speed is greater than the second target value, the controller coordinates with the braking system to apply braking to at least one wheel of the vehicle with a fourth deceleration.

[0071] When the terminal device stops generating an audible warning response, the controller stops coordinating the determination and comparison of the current vehicle speed.

[0072] The sound is configured to warn vehicles and / or pedestrians ahead.

[0073] Furthermore, the first target speed is 40 km / h, the second target speed is 80 km / h, and the third deceleration a3 is 0.5 ≤ a3 < 2 m / s². 2 The fourth deceleration a4 takes the value 2≤a4≤3m / s². 2 The terminal device is a loudspeaker.

[0074] Fifthly, the present invention provides a method for controlling vehicle deceleration through audible warnings, characterized by comprising the following steps:

[0075] When the terminal device generates an audible warning, the controller works together to detect the current vehicle speed and compare it with the target value:

[0076] If the current vehicle speed is greater than the target value, the controller will output a set of braking commands to the braking system, and the braking system will apply the brakes to the vehicle.

[0077] If the current vehicle speed is less than or equal to the target value, the controller will not coordinate with the braking system to output a set of braking commands.

[0078] And when the duration of a single audible warning response exceeds a set value, the controller stops coordinating the vehicle speed determination and comparison;

[0079] Or, when the terminal device stops generating an audible warning response, the controller stops coordinating the determination and comparison of the current vehicle speed;

[0080] The sound is configured to warn vehicles and / or pedestrians ahead.

[0081] Sixthly, the present invention provides a method for controlling vehicle deceleration through audible warnings, comprising the following steps:

[0082] When the terminal device generates an audible warning, the controller works together to detect the current vehicle speed and compare it with the target value:

[0083] If the current vehicle speed is greater than the target value, the controller will output a set of braking commands to the braking system, and the braking system will apply the brakes to the vehicle.

[0084] If the current vehicle speed is less than or equal to the target value, the controller will not coordinate with the braking system to output a set of braking commands.

[0085] And when the vehicle speed reduction value of a single coordinated braking exceeds a preset value, the controller stops coordinated braking to judge and compare vehicle speed;

[0086] Or, when the terminal device stops generating an audible warning response, the controller stops coordinating the determination and comparison of the current vehicle speed;

[0087] The sound is configured to warn vehicles and / or pedestrians ahead.

[0088] In a seventh aspect, the present invention provides a method for assisting vehicle deceleration through sound warning coordination as described in any one of the first to sixth aspects above, comprising the following steps:

[0089] After the terminal device stops generating an audible warning response, if the current vehicle speed is greater than the target value, the output signal of the driving force will be restored after a delay time T. When the delay time is less than or equal to the given value T, the output signal of the driving force will be blocked.

[0090] If the current vehicle speed is less than or equal to the target value, the output signal for restoring driving force is generated without delay.

[0091] Eighthly, the present invention provides a method for controlling vehicle braking via audible warning, comprising the following steps:

[0092] When the terminal device generates an audible warning, the controller works together to detect the current vehicle speed and compare it with the target value:

[0093] If the current vehicle speed is greater than the target value, the controller outputs a braking signal to the braking system, and the braking system applies braking to the vehicle with the first deceleration.

[0094] If the current vehicle speed is less than or equal to the target value, the controller will not coordinate with the braking system to output a braking signal.

[0095] At the same time, when any second-limited scenario prompts the controller to automatically control the braking system and apply the brakes to the vehicle at the fifth deceleration, the controller automatically stops comparing and judging the vehicle speed in conjunction with the audible warning.

[0096] When the terminal device does not generate an audible warning response, the controller stops coordinating the determination and comparison of the current vehicle speed;

[0097] The sound is configured to warn vehicles and / or pedestrians ahead;

[0098] The second defined scenario is constructed as a non-emergency braking scenario that, unrelated to audible warnings, prompts the controller to automatically output braking.

[0099] In a ninth aspect, the present invention provides a controller, including an input module, an output module, and a processor, wherein the input module, the output module, and the processor are connected via a bus;

[0100] The input module is used to receive the input signal of the sound warning and to obtain the current vehicle speed signal;

[0101] The output module is used to output an audible warning signal to the terminal device and an execution vehicle braking signal to the vehicle braking system according to the processor's instruction set.

[0102] The processor is configured to, upon receiving an audible warning signal, output a set of instructions to the output module to generate an audible warning, and to collaboratively compare and determine the current vehicle speed with the target value.

[0103] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to execute vehicle braking.

[0104] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0105] When the processor does not receive a signal from the input module to generate an audible warning, the processor stops outputting the instruction set to generate an audible warning to the output module and stops coordinating the vehicle speed judgment and comparison; at the same time, the output module stops outputting the signal to generate an audible warning to the terminal device.

[0106] In a tenth aspect, the present invention provides a controller, including an input module, an output module, and a processor, wherein the input module, the output module, and the processor are connected via a bus;

[0107] The input module is used to receive an audible warning input signal, obtain the current vehicle speed signal, and obtain the displacement signal of the foot pressing the brake pedal.

[0108] The output module is used to output an audible warning signal to the terminal device, an action signal to the vehicle braking system, and a foot-operated braking signal according to the processor's instruction set.

[0109] The processor is configured to output a set of instructions to generate an audible warning when it receives an audible warning signal, and to prioritize the judgment of the displacement signal of the foot pressing the brake pedal:

[0110] If the pedal displacement is greater than 0, the processor outputs the instruction set for implementing foot-controlled braking to the output module;

[0111] If the pedal displacement is 0, the processor further compares and judges the current vehicle speed with the target value:

[0112] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to execute vehicle braking.

[0113] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0114] When the processor does not receive a signal from the input module to generate an audible warning, the processor stops outputting the instruction set to generate an audible warning to the output module and stops coordinating the vehicle speed judgment and comparison; at the same time, the output module stops outputting the signal to generate an audible warning to the terminal device.

[0115] In one aspect, the present invention provides a controller, including an input module, an output module, and a processor, wherein the input module, the output module, and the processor are connected via a bus;

[0116] The input module is used to receive an audible warning input signal, obtain the current vehicle speed signal, and obtain an input signal for a limited scenario;

[0117] The output module is used to output an audible warning signal to the terminal device according to the processor's instruction set, coordinate with the vehicle braking system to output a signal to execute vehicle braking, and output an emergency braking signal.

[0118] The processor, upon receiving an audible warning signal, outputs a set of instructions to the output module to generate an audible warning, and coordinates a comparison between the current vehicle speed and the target value.

[0119] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to perform vehicle braking with the first deceleration.

[0120] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0121] When the processor receives the input signal of the limited scenario, the processor outputs the instruction set to the output module to perform vehicle braking with the second deceleration, and at the same time the output module outputs the signal to the braking system to perform emergency braking of the vehicle.

[0122] When the processor does not receive a signal from the input module to generate an audible warning, the processor stops outputting the instruction set to generate an audible warning to the output module and stops coordinating the vehicle speed judgment and comparison; at the same time, the output module stops outputting the signal to generate an audible warning to the terminal device.

[0123] In a twelfth aspect, the present invention provides a controller, including an input module, an output module, and a processor, wherein the input module, the output module, and the processor are connected via a bus;

[0124] The input module is used to acquire input signals for a predetermined scenario and to acquire the current vehicle speed signal;

[0125] The output module is used to output an audible warning signal to the terminal device and an instruction signal to the vehicle braking system to execute vehicle braking, according to the processor's instruction set.

[0126] The processor is configured to, upon receiving a signal from a predetermined scenario, output a set of instructions to the output module to generate an audible warning, and to collaboratively compare and determine the current vehicle speed with the target value.

[0127] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to execute vehicle braking.

[0128] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0129] When the processor does not receive the signal of the predetermined scenario acquired by the input module, the processor stops outputting the instruction set for generating an audible warning to the output module and stops coordinating the comparison of vehicle speed; at the same time, the output module stops outputting the signal for generating an audible warning to the terminal device.

[0130] The predetermined scenario is a scenario preset by the controller that can automatically generate an audible warning.

[0131] In a thirteenth aspect, the present invention provides a controller, including an input module, an output module, and a processor, wherein the input module, the output module, and the processor are connected via a bus;

[0132] The input module is used to acquire the current vehicle speed signal, the input signal of the predetermined scenario, and the displacement signal of the foot pressing the brake pedal;

[0133] The output module is used to output an audible warning signal to the terminal device according to the processor's instruction set, coordinate with the vehicle braking system to output a signal to execute vehicle braking, and output a foot-controlled braking signal.

[0134] The processor is configured to output a set of instructions to generate an audible alert to the output module upon receiving an input signal from a predetermined scenario.

[0135] Furthermore, priority is given to judging the displacement signal of the foot pressing the brake pedal:

[0136] If the pedal displacement is greater than 0, the processor outputs the instruction set for foot-controlled braking to the output module; if the pedal displacement is 0, the processor further compares and judges the current vehicle speed with the target value.

[0137] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to execute vehicle braking.

[0138] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0139] When the processor does not receive the signal of the predetermined scenario acquired by the input module, the processor stops outputting the instruction set for generating an audible warning to the output module and stops coordinating the judgment and comparison of vehicle speed; at the same time, the output module stops outputting the signal for generating an audible warning to the terminal device.

[0140] In a fourteenth aspect, the present invention provides a controller, including an input module, an output module, and a processor, wherein the input module, the output module, and the processor are connected via a bus;

[0141] The input module is used to acquire input signals for a predetermined scenario and a limited scenario, as well as the current vehicle speed signal;

[0142] The output module is used to output an audible warning signal to the terminal device according to the processor's instruction set, coordinate with the vehicle braking system to output a signal to execute vehicle braking, and output an emergency braking signal.

[0143] The processor, upon receiving an input signal from a predetermined scenario, outputs a set of instructions to the output module to generate an audible warning, and collaboratively compares and judges the current vehicle speed with the target value.

[0144] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to perform vehicle braking with the first deceleration.

[0145] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0146] When the processor receives the input signal of the limited scenario, the processor outputs the instruction set to the output module to perform vehicle braking with the second deceleration, and stops coordinating the judgment and comparison of the current vehicle speed and the target value.

[0147] When the processor does not receive the signal of the predetermined scenario acquired by the input module, the processor stops outputting the instruction set for generating an audible warning to the output module and stops coordinating the comparison of vehicle speed; at the same time, the output module stops outputting the signal for generating an audible warning to the terminal device.

[0148] The predetermined scenario is a scenario preset by the controller that can automatically generate an audible warning.

[0149] The defined scenario is a scenario preset by the controller that can automatically generate emergency braking.

[0150] In a fifteenth aspect, the present invention provides a controller, characterized in that it includes an input module, an output module, and a processor, wherein the input module, the output module, and the processor are connected via a bus;

[0151] The input module is used to acquire input signals for a predetermined scenario and to acquire the current vehicle speed signal;

[0152] The output module is used to output an audible warning signal to the terminal device and an instruction signal to the vehicle braking system to execute vehicle braking, according to the processor's instruction set.

[0153] The processor is configured to, upon receiving a signal from a predetermined scenario, output a set of instructions to the output module to generate an audible warning, and to collaboratively compare and determine the current vehicle speed with the target value.

[0154] If the current vehicle speed is less than or equal to the first target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0155] If the current vehicle speed is greater than the first target value and less than or equal to the second target value, the processor will work with the output module to output a set of instructions to apply braking with a third deceleration.

[0156] If the current vehicle speed is greater than the second target value, the processor will work with the output module to output a set of instructions to implement braking with a fourth deceleration.

[0157] When the processor does not receive the signal of the predetermined scenario acquired by the input module, the processor stops outputting the instruction set for generating an audible warning to the output module and stops coordinating the comparison of vehicle speed; at the same time, the output module stops outputting the signal for generating an audible warning to the terminal device.

[0158] The predetermined scenario is a scenario preset by the controller that can automatically generate an audible warning.

[0159] In a sixteenth aspect, the present invention provides a controller, including an input module, an output module, and a processor, wherein the input module, the output module, and the processor are connected via a bus;

[0160] The input module is used to acquire the signal that generates the audible warning, the signal of the duration of the sound, and the current vehicle speed signal;

[0161] The output module is used to coordinate with the processor's instruction set to output a signal to the vehicle braking system to execute vehicle braking.

[0162] The processor, upon receiving an input signal that generates an audible warning and a time signal indicating the duration of the audible response, prioritizes comparing the duration with a preset value. If the duration does not exceed the preset value, it also collaboratively compares and judges the current vehicle speed with the target value.

[0163] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to execute vehicle braking.

[0164] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0165] When the duration of the audible warning exceeds the set value, or when the processor does not receive the input signal that generated the audible warning, the collaborative comparison between the current vehicle speed and the target value is stopped.

[0166] In a seventeenth aspect, the present invention provides a controller, including an input module, an output module, and a processor, wherein the input module, the output module, and the processor are connected via a bus;

[0167] The input module is used to acquire the signal that generates the audible warning and the current vehicle speed signal; the output module is configured to output the signal to execute vehicle braking to the vehicle braking system in coordination with the processor's instruction set.

[0168] The processor is used to receive an input signal that generates an audible warning and to collaboratively compare and determine the current vehicle speed with the target value:

[0169] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to execute vehicle braking.

[0170] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0171] In addition, the processor compares the vehicle speed reduction value of the coordinated braking with a preset value. When the vehicle speed reduction value exceeds the preset value, the coordinated braking is stopped and the vehicle speed is judged and compared.

[0172] When the processor does not receive an input signal to generate an audible warning, it stops coordinating the comparison between the current vehicle speed and the target value.

[0173] In an eighteenth aspect, the present invention provides a controller, including an input module, an output module, and a processor, wherein the input module, the output module, and the processor are connected via a bus;

[0174] The input module is used to acquire signals from the predetermined scenario and the current vehicle speed signal;

[0175] The output module is used to output a signal that generates an audible warning to the terminal device and a signal that executes vehicle braking to the vehicle braking system, according to the processor's instruction set.

[0176] The processor is configured to, upon receiving an input signal from a predetermined scenario, output a signal generating an audible warning to the output module; and collaboratively compare and determine the current vehicle speed with the target value.

[0177] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to execute vehicle braking.

[0178] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0179] Meanwhile, the processor will continuously output the duration of the audible warning to the output module and compare it with a set value. When the duration exceeds the set value, the processor will stop coordinating the comparison and judgment of the current vehicle speed.

[0180] When the processor does not receive the input signal of the predetermined scenario, it stops outputting the signal that generates an audible warning to the output module; and stops coordinating the judgment and comparison of the current vehicle speed and the target value; at the same time, the output module stops outputting the signal that generates an audible warning to the terminal device.

[0181] In a nineteenth aspect, the present invention provides a controller, including an input module, an output module, and a processor, wherein the input module, the output module, and the processor are connected via a bus;

[0182] The input module is used to acquire signals from the predetermined scenario and the current vehicle speed signal;

[0183] The output module is used to output a signal that generates an audible warning to the terminal device and a signal that executes vehicle braking to the braking system, according to the processor's instruction set.

[0184] The processor, upon receiving an input signal from a predetermined scenario, outputs a set of instructions to the output module to generate an audible warning, and collaboratively compares and judges the current vehicle speed with the target value.

[0185] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to execute vehicle braking.

[0186] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0187] In addition, the processor compares the vehicle speed reduction value of the coordinated braking with a preset value. When the vehicle speed reduction value exceeds the preset value, the coordinated braking is stopped and the vehicle speed is judged and compared.

[0188] When the processor does not receive the signal of the predetermined scenario acquired by the input module, the processor stops outputting the instruction set for generating an audible warning to the output module and stops cooperating in judging and comparing vehicle speed; at the same time, the output module stops outputting the signal for generating an audible warning to the terminal device.

[0189] In a twentieth aspect, the present invention provides a controller as described in any one of the ninth to nineteenth aspects above, further comprising a drive module, wherein the input module is further configured to acquire signals from the drive module; and the output module is further configured to output signals to the drive module according to the instruction set of the processor.

[0190] After the output module stops sending the signal that generates an audible warning to the terminal device, the processor determines the current vehicle speed and the target value:

[0191] If the current vehicle speed is greater than the target value, the processor will output the instruction set for restoring driving force to the output module after a delay time T; if the delay time is less than or equal to T, the processor will not output the instruction set for restoring driving force to the output module, and the output module will not output a signal to the drive module.

[0192] If the current vehicle speed is less than or equal to the target value, the processor outputs a set of instructions to the output module to restore driving force, and the output module outputs a signal to the drive module.

[0193] In a twentieth aspect, the present invention provides an integrated controller, including an input module, an output module, a first processor, and a second processor, wherein the input module, the output module, the first processor, and the second processor are connected via a bus;

[0194] The input module acquires the input signal of the predetermined scenario and the current vehicle speed signal;

[0195] The output module is configured to output an audible warning signal to the terminal device according to the instruction set of the first processor, and to output a signal to the vehicle braking system to execute vehicle braking according to the instruction set of the second processor.

[0196] When the first processor receives a signal from the predetermined scene acquired by the input module, it outputs a set of instructions to generate an audible warning to the output module. Simultaneously, the second processor coordinates to compare and determine the current vehicle speed with the target value.

[0197] If the current vehicle speed is greater than the target value, the second processor will work together to output a set of instructions to the output module to execute vehicle braking.

[0198] If the current vehicle speed is less than or equal to the target value, the second processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0199] When the first processor does not receive the signal of the predetermined scene acquired by the input module, the first processor stops outputting the instruction set for generating an audible warning to the output module, and the output module stops outputting the signal for generating an audible warning to the terminal device; at the same time, the second processor stops cooperating in judging and comparing vehicle speed.

[0200] The predetermined scenario is a scenario preset by the controller that can automatically generate an audible warning.

[0201] In a twentieth aspect, the present invention provides a controller, including an input module, an output module, and a processor, wherein the input module, the output module, and the processor are connected via a bus;

[0202] The input module is used to receive an audible warning input signal, obtain the current vehicle speed signal, and obtain an input signal for the second limited scenario;

[0203] The output module is used to output an audible warning signal to the terminal device according to the processor's instruction set, coordinate with the vehicle braking system to output a signal to execute vehicle braking, and output an automatic braking signal.

[0204] The processor, upon receiving an audible warning signal, outputs a set of instructions to the output module to generate an audible warning, and coordinates a comparison between the current vehicle speed and the target value.

[0205] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to perform vehicle braking with the first deceleration.

[0206] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0207] When the processor receives the input signal of the second defined scenario, the processor outputs a set of instructions to the output module to perform vehicle braking at the fifth deceleration; at the same time, the output module outputs an automatic braking signal to the braking system.

[0208] When the processor does not receive a signal from the input module to generate an audible warning, the processor stops outputting the instruction set to generate an audible warning to the output module and stops coordinating the vehicle speed judgment and comparison; at the same time, the output module stops outputting the signal to generate an audible warning to the terminal device.

[0209] The second limited scenario is a non-emergency braking scenario that is preset by the controller, unrelated to audible warnings, and capable of generating automatic braking.

[0210] In a twentieth aspect, the present invention provides a controller, including an input module, an output module, and a processor, wherein the input module, the output module, and the processor are connected via a bus;

[0211] The input module is used to acquire input signals for the predetermined scenario and the second limited scenario, as well as the current vehicle speed signal;

[0212] The output module is used to output an audible warning signal to the terminal device according to the processor's instruction set, coordinate with the vehicle braking system to output a signal to execute vehicle braking, and output an automatic braking signal.

[0213] The processor, upon receiving an input signal from a predetermined scenario, outputs a set of instructions to the output module to generate an audible warning, and collaboratively compares and judges the current vehicle speed with the target value.

[0214] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to perform vehicle braking with the first deceleration.

[0215] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0216] When the processor receives the input signal of the second limited scenario, the processor outputs the instruction set to the output module to perform vehicle braking at the fifth deceleration, and stops coordinating the judgment and comparison of the current vehicle speed and the target value; at the same time, the output module outputs the automatic braking signal to the braking system.

[0217] When the processor does not receive the signal of the predetermined scenario acquired by the input module, the processor stops outputting the instruction set for generating an audible warning to the output module and stops coordinating the comparison of vehicle speed; at the same time, the output module stops outputting the signal for generating an audible warning to the terminal device.

[0218] The predetermined scenario is a scenario preset by the controller that can automatically generate an audible warning.

[0219] The second limited scenario is a non-emergency braking scenario that is preset by the controller, unrelated to audible warnings, and capable of generating automatic braking.

[0220] In a twentieth aspect, the present invention provides a vehicle auxiliary deceleration system, comprising:

[0221] switch,

[0222] Vehicle braking system,

[0223] At least one wheel equipped with a braking system,

[0224] A terminal device capable of generating audible alerts.

[0225] A sensor used for real-time monitoring of vehicle speed;

[0226] And a controller as described in any one of aspects nine to twenty-three above, capable of receiving audible warning signals and outputting a set of commands to the braking system.

[0227] When the switch is closed, or when the controller automatically closes the switch in any predetermined scenario, the terminal device outputs an audible warning response, and at the same time the controller controls the braking system to apply or stop applying the brakes to the vehicle; when the switch is open, or when the controller automatically opens the switch, the terminal device stops outputting the audible warning response, and at the same time the controller controls the braking system to stop applying the brakes to the vehicle.

[0228] In a twentieth aspect, the present invention provides a vehicle equipped with a vehicle auxiliary deceleration system as described in the twentieth aspect, wherein when the vehicle is in motion, the vehicle auxiliary deceleration system can, with the aid of a controller, perform a corresponding vehicle deceleration operation in coordination with the audible warning to vehicles and / or pedestrians ahead.

[0229] In a twentieth aspect, the present invention provides a computer-readable storage medium storing computer-readable instructions that, when invoked and executed by a processor, implement the method described in any one of the first to eighth aspects.

[0230] In a twentieth aspect, the present invention provides a computer program that, when executed by a processor, implements the method described in any one of the first to eighth aspects.

[0231] Compared with the prior art, the beneficial effects achieved by the present invention are as follows:

[0232] 1) This invention pertains to non-full-force braking, meaning it is not emergency braking with the brake pedal fully depressed (brake pedal depressed to the floor), nor is it a violent, abrupt, large-amplitude (brake pedal displacement exceeding 2 / 3) depressing of the brake pedal, nor is it deep braking (brake pedal depressed halfway). Instead, it is light braking, equivalent to lightly pressing the brake pedal, with the braking amplitude not exceeding 1 / 3 of the pedal travel. In other words, this invention does not aim for the shortest braking distance, but rather for slight deceleration, giving the driver more reaction time and distance. It does not aim to utilize the maximum braking force of ABS for emergency braking, but is equivalent to a conventional light pressing of the brake pedal to achieve deceleration.

[0233] 2) The deceleration effect of this invention is to reduce the vehicle speed by 0-10 km / h from the current speed, with a braking deceleration a1 of 0.5 ≤ a ≤ 3 m / s². 2 'a' represents the average or effective value, and is not the braking effect of a traditional car emergency braking, which directly reduces speed by 20-100 km / h or directly reduces speed to 0. In traditional emergency braking, the braking deceleration 'a2' is taken as 5 m / s². 2 ≤a, in 5-12m / s 2 The difference lies in the degree to which they decelerate.

[0234] 3) The duration of audible braking is not controlled by the foot and is shorter than that controlled by the foot, especially when braking with multiple short horn presses in succession. For example, the total time for three consecutive horn presses is approximately 1.5 seconds. While this is a normal operation for a driver using their hand, it exceeds the physiological reaction time of the driver's foot to perform three consecutive light presses on the brake pedal within 1.5 seconds. This is especially true if the driver's foot is still on the accelerator pedal. Moving the foot from the accelerator to the brake pedal three times in succession, each press less than 1 / 3 of the way down, is too slow for the foot to react. This is a typical short-duration, small-amplitude, high-frequency braking maneuver. Even if some drivers can react, prolonged use can cause muscle cramps in the leg, affecting normal driving. Conventional braking involves keeping the foot on the brake pedal for at least 2 seconds, or maintaining the brake pedal continuously. Audible warning braking is controlled by the duration and frequency of horn presses.

[0235] 4) The sound warning and braking system of this invention can only provide short-term, slight braking. Its purpose is to remind or help the driver to drive safely. It cannot completely replace foot control. For long-term, large-amplitude braking, foot control is still the best option.

[0236] 5) When the vehicle speed is very low, i.e., V≤40km / h (target value), the audible warning and coordinated braking are not executed. This means the method of this invention is only effective for vehicles with speeds >40km / h (target value), because at low speeds, the danger is low, and the driver has ample time to brake and steer. In contrast, automatic emergency braking and conventional automatic braking will also directly apply active braking when the speed is ≤40km / h (target value) and the relative distance between two vehicles is too close.

[0237] 6) The method of this invention closely links, or rather, correlates, audible warnings and slight braking, whereas conventional existing technologies do not have this necessary correlation. In conventional technologies, the two are independent and lack any connection—this is the essential difference. This correlation allows for simultaneous warning of pedestrians or vehicles ahead, while simultaneously controlling the vehicle itself, ensuring both respond at the same time, thus promoting safe driving. This is because existing technologies typically do not slow down when the horn sounds, and do not sound when the vehicle slows down; or, in other words, the two are weakly correlated, lacking a direct logical causal relationship. This invention further strengthens the relationship between audible warnings and slight braking, making them strongly correlated. That is, at this moment, for the sake of safe driving, the two become strongly correlated, possessing a logical causal relationship—this is the essential difference. When the horn responds, the vehicle slows down; when the horn stops responding, the vehicle stops coordinating its deceleration, achieving this effect.

[0238] 7) Automatic emergency braking or automatic braking relies on detecting two main parameters: current vehicle speed and distance, with distance being given greater weight. This invention, however, uses audible commands as the basis for judgment, rather than distance as a direct criterion. This is because the relative distance can vary when the horn is pressed, and the horn can be pressed frequently or only lightly. Therefore, even if the relative distance does not meet the range for automatic emergency braking or automatic braking, an audible warning and coordinated braking can still be initiated.

[0239] 8) Automatic emergency braking or automatic braking actively slows down the vehicle to avoid a collision, but the vehicle or pedestrian in front is unaware of this; for example, the driver in front will not pay attention to whether the vehicle behind is braking suddenly. Pure automatic emergency braking only alerts the driver and does not alert other pedestrians or vehicles in front. This invention, however, simultaneously alerts the vehicle or pedestrian in front to take evasive action while the vehicle is slowing down. Both parties participate in the entire process, experiencing both their own deceleration and the warning and subsequent evasive action. In the same traffic environment, this collaborative approach results in higher traffic efficiency, a lower probability of collisions or scrapes, and greater safety for both drivers.

[0240] 9) The audible warning-assisted braking of the present invention can perform pre-deceleration or early deceleration before automatic emergency braking. It can alert other pedestrians and vehicle drivers while providing a small amount of pre-deceleration. When the program suddenly responds to emergency braking during the audible warning-assisted braking response, the braking distance is shorter and the braking effect is safer compared to a vehicle that has not reduced its speed, since the current vehicle speed has already been reduced. This is equivalent to pre-deceleration and external warning before automatic emergency braking, and can also be used as an early pre-deceleration operation for conventional automatic braking.

[0241] In existing technologies, honking the horn does not cause vehicles to slow down. Multiple honkings or continuous honking require a duration of 2 seconds or more for the warning signal. Alternatively, a single honk may last approximately 0.5 seconds, a double honk or two honks totaling 1-1.5 seconds, or a continuous honking for 2-4 seconds. On highways, intercity elevated roads, or expressways, the following distance between vehicles is relatively small, sometimes less than 4 meters in congestion. At a speed of 80 km / h, the theoretical travel distance in 2 seconds is 44 meters. If deceleration could be achieved in this situation, the theoretical travel distance could be reduced to 30 meters or less, increasing the relative following distance and thus reducing the risk of rear-end collisions. When vehicle speeds are below 40 km / h, the risk is lower, and drivers have ample reaction time to actively avoid collisions, steer, change lanes, or brake.

[0242] 10) Due to the sound warning-assisted braking of the present invention, the braking deceleration is smaller, and the comfort brought to the driver by the braking is significantly better than that brought by automatic emergency braking.

[0243] 11) The comparison between the audible warning and the coordinated braking judgment in this invention is performed almost simultaneously with no delay, and is cycled every few milliseconds or microseconds; for example, if the audible warning is generated for 1 millisecond, a vehicle speed judgment comparison is performed. If the vehicle speed is ≥40km / h, braking is performed. Every 1 millisecond of braking, the audible warning is re-detected. If the audible warning is still ongoing, then continuous braking is performed; until the audible warning stops, the judgment of coordinated braking deceleration stops.

[0244] 12) Difference from existing automatic emergency braking or conventional automatic braking: In automatic emergency braking, the horn sound or audible response command precedes the braking; if there is no audible sound or audible response command, or if the sound is silent, there is no audible warning to coordinate with braking; the two are strongly correlated, with a causal relationship based on preconditions. In contrast, the horn sound and braking in automatic emergency braking or conventional automatic braking are unrelated, lacking the causal relationship found in this invention. There is a sequence; if the horn fails, the braking also fails, with both responding almost simultaneously, but the horn slightly precedes the braking by a few milliseconds or microseconds. However, the horn sound in automatic emergency braking or conventional automatic braking may lag behind the braking; even if the horn fails, the braking may still be active.

[0245] 13) Simplified operation and enhanced safety. This invention is equivalent to using sound to warn of a single action, achieving the effect of existing technology which requires simultaneously pressing the horn, lifting the right foot off the accelerator pedal, transferring the right foot to the brake pedal, and depressing the brake pedal to create a certain angular displacement. When the sound warning of this invention stops, it achieves the same effect as existing technology which requires stopping the horn, simultaneously lifting the right foot off the brake pedal, transferring the right foot to the accelerator pedal, and depressing it to create a certain angular displacement. This is equivalent to integrating the actions of pressing the horn and switching pedals, i.e., multi-functional integration, simplifying operation. Because pressing the horn and braking simultaneously requires using both hands and feet, the body posture is not very comfortable, the driver's attention is easily distracted, and attention is often not focused, or may only be focused on one action at a time, such as pressing the brake or pressing the horn; and at high speeds, distracted attention and uncomfortable body posture are quite dangerous. Therefore, the sound warning combined with braking of this invention can accomplish multiple functions, the driver's attention is relatively more focused, the body posture is more comfortable, and safety is improved.

[0246] 14) The coordinated braking of the present invention is a short-term instantaneous braking, rather than a long-term continuous deceleration, which can avoid excessive wear of the brake caused by prolonged braking, resulting in excessively high surface temperature of the brake and reduced reliability. Since the present invention is equivalent to light braking, which is different from emergency braking, the wear of the brake is very small, which is equivalent to the braking intensity of lightly pressing the brake pedal. Therefore, the wear is very small and the life of the brake is much longer than that of emergency braking.

[0247] 15) The audible warning and braking system of this invention exhibits less speed fluctuation, reducing the speed by a maximum of 10 km / h from the current speed. Especially when the current speed exceeds 80 km / h, the speed reduction is not significant, representing a mild deceleration with minimal speed fluctuation. In contrast, automatic emergency braking causes significant speed fluctuation, reducing the speed directly from the current speed to 0, especially at high speeds, where it can drop directly from 100 km / h to 0, resulting in substantial speed fluctuation. At the same current speed of 100 km / h, this invention reduces speed by 10 km / h, while automatic emergency braking can reduce it by 80-100 km / h, demonstrating a significant difference in the severity of speed fluctuation. The direct difference is that while both systems effectively alert the driver, the comfort level differs; this invention is relatively more comfortable, while automatic emergency braking is quite uncomfortable. Attached Figure Description

[0248] Figures 1-12 A flowchart of a method for assisting vehicle deceleration through sound warning coordination provided in an embodiment of the present invention;

[0249] Figure 13 A schematic diagram showing a switch installed in a vehicle auxiliary deceleration system provided in an embodiment of the present invention;

[0250] Figures 14-16 This is a schematic diagram illustrating the relationship between switch closure or horn response and current vehicle speed, provided in an embodiment of the present invention.

[0251] Figure 17 This is a schematic diagram of the braking system provided in an embodiment of the present invention;

[0252] Figures 18-19 A schematic diagram illustrating the deceleration and deceleration change of a vehicle speed provided in an embodiment of the present invention;

[0253] Figures 20-22 A schematic diagram of the active areas of the horn and foot pedal provided in an embodiment of the present invention;

[0254] Figure 23 This is a schematic diagram of the vehicle speed hazard level distribution provided in an embodiment of the present invention;

[0255] Figures 24-26 This is a schematic diagram illustrating the change in vehicle deceleration over time, provided in an embodiment of the present invention.

[0256] Figure 27 A block diagram of a controller provided in an embodiment of the present invention;

[0257] Figures 28-41 This is a schematic diagram of a road scene provided for an embodiment of the present invention.

[0258] Figure 42This is a schematic diagram illustrating the relationship between switch closure or horn response and current vehicle speed, provided in an embodiment of the present invention. Detailed Implementation

[0259] The present invention will be further described below with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present invention, and should not be used to limit the scope of protection of the present invention.

[0260] like Figure 1 As shown, this embodiment of the invention provides a method for assisting vehicle deceleration through sound warning coordination, specifically including the following method steps:

[0261] When the driver activates the horn, the terminal device generates an audible warning, and the vehicle's controller simultaneously detects the current vehicle speed and compares it with a target value.

[0262] If the current vehicle speed is greater than the target value, the controller will output a braking signal to the braking system, and the braking system will apply brakes to at least one wheel of the vehicle; if the current vehicle speed is less than or equal to the target value, the controller will not coordinate with the braking system to output a braking signal.

[0263] When the horn switch is released, the horn stops responding, and the controller stops coordinating the current vehicle speed assessment, thereby ceasing the implementation of coordinated braking with audible warning.

[0264] In some embodiments, the horn can respond for the entire cycle directly without going through the controller during one cycle when the horn switch is on.

[0265] In some embodiments, when the horn switch is turned on, the controller receives the switch input signal, outputs an audible warning command, and then the horn responds.

[0266] In this embodiment of the invention, the vehicle braking deceleration and target vehicle speed values ​​can be set according to different driving modes and different vehicles. Preferably, the braking deceleration 'a' value in this invention is 0.5 ≤ a ≤ 3 m / s². 2 The target speed V is set to 40 km / h.

[0267] During the coordinated braking process of the technical solution of this embodiment of the invention, the vehicle controller controls the brake lights to respond in order to alert vehicles behind.

[0268] It should be noted that when the current vehicle speed is less than or equal to the target value, regardless of how long the audible warning lasts or whether it continues, the audible warning-assisted braking will not be implemented. In other words, at this time, it is exactly the same as the existing technology, and the audible warning is completely unrelated to vehicle braking.

[0269] In this embodiment of the invention, vehicle braking can be friction braking, such as disc braking or drum braking. Disc braking includes existing technologies, such as drive-by-wire or non-drive-by-wire hydraulic disc brakes, drive-by-wire motor disc brakes (non-hydraulic disc brakes), disc brakes for two-wheeled electric vehicles or motorcycles, etc.; pneumatic lever disc brakes (such as heavy trucks), hydraulic lever disc brakes, electro-hydraulic disc brakes, etc.; drum braking includes hydraulic expanding shoe brakes, pneumatic lever drum brakes (such as some heavy trucks), electromagnetic drum brakes, or mechanical (flexible shaft) drum brakes (two-wheeled electric vehicles or motorcycles), etc. Drive-by-wire braking: The controller controls the motor to perform actions, performing caliper disc braking through the transmission mechanism and / or through hydraulic pressure.

[0270] When braking is regenerative braking, the wheels drive the generator through a reduction gear to perform regenerative braking.

[0271] When the audible warning assists braking, the controller disables the drive force output signal, and the brake lights respond. When the audible warning assists braking stops, the controller restores the drive force output signal, and the brake lights stop responding. When the brake lights are responding, the instrument panel will display a signal indicating that the brake lights are on; when the brake lights stop responding, the instrument panel will display a signal indicating that the brake lights are off.

[0272] In this embodiment of the invention, the controller blocks the output signal of the driving force. For vehicles with four wheels or more that control the vehicle speed through the accelerator pedal, it can be understood that the controller blocks the signal of the accelerator pedal, that is, the power is instantly and completely cut off; and when the audible warning and braking are stopped, the signal of the accelerator pedal is restored and the power is output normally.

[0273] For example, in traditional fuel cell vehicles or vehicles with an engine, the accelerator pedal controls the power output, while the controller disables the drive force output, i.e., it blocks the signal input from the accelerator pedal. Here, the accelerator pedal can control the engine's power output or directly control the drive motor's power output (for some hybrid vehicles in electric drive mode). For vehicles without an engine but with energy storage devices, the accelerator pedal can directly control the drive motor's power output. During audible warning-assisted braking, for some gasoline-powered vehicles with an engine, the controller can control the engine to reduce or stop its power output; that is, the controller controls the reduction or stop of power output directly from the power source. When the audible warning-assisted braking stops, the engine's power output is restored.

[0274] The controller can control the engine to reduce or stop power output. For example, the ECU can reduce the instantaneous fuel injection quantity of the engine or completely stop fuel injection to control power output. The controller can also output a command to increase the fuel injection quantity of the engine to restore the engine's power.

[0275] For some pure electric vehicles, when the vehicle is undergoing coordinated braking, the controller can control the battery (energy storage device) to reduce or stop power output; that is, the controller controls the power source to reduce or stop power output. When the vehicle stops coordinated braking, the power output of the battery (energy storage device) is restored.

[0276] Furthermore, for two-wheeled vehicles that control speed by turning a handle, shielding the output of driving force can be understood as the controller shielding the signal of turning the handle, that is, the power is instantly and completely cut off; and when the audible warning and braking stop, the signal of turning the handle is restored, and the power is output normally.

[0277] In some embodiments, if the driver presses the horn two or three times consecutively within a short period of time, and the entire process takes only 2 seconds (i.e., each horn press lasts less than 1 second with pauses in between), and the horn sound is briefly interrupted, then the controller coordinates with the audible warning to apply braking. During the pauses and the interruption of the sound, the controller stops comparing and judging the current vehicle speed, and the vehicle does not perform coordinated braking. In other words, coordinated braking is performed only when there is an audible response; otherwise, audible warning coordinated braking is not performed. That is, the audible warning coordinated braking of this invention is braking that occurs almost simultaneously with the audible response, only slightly earlier by a few milliseconds or tens of microseconds. This is because mechanical and hydraulic mechanisms have a time delay when performing braking, while the horn response is based on the speed of electrical propagation.

[0278] In some embodiments, such as Figure 2 As shown, when the horn responds, the controller prioritizes detecting the displacement of the brake pedal. If there is displacement when the brake pedal is pressed, foot-controlled braking is implemented. If the brake pedal is not pressed, or the displacement is 0, the controller then assesses the current vehicle speed: if the current speed is greater than the target value, a braking signal is output to the braking system; if the current speed is less than or equal to the target value, no signal is output to the braking system. When the horn does not respond, the controller stops assessing and comparing vehicle speed, i.e., the audible warning braking is stopped.

[0279] The primary safety priority here is foot-operated braking. When no foot is detected on the brake pedal, or the foot is merely resting on the pedal without any displacement, audible warning-assisted braking is then activated. In other words, at any time, if the driver actively applies the brake pedal, the controller prioritizes this action and automatically deactivates the audible warning-assisted braking mechanism. The assisted braking mechanism is only activated when the foot is not on the brake pedal, or when the foot is on the brake pedal but without any displacement.

[0280] In some embodiments, such as Figure 3As shown, when the horn responds, the system collaboratively detects the current vehicle speed and compares it with a target value: if the current speed is greater than the target value, a braking signal is output to the braking system, and the braking system applies braking to the vehicle with a first deceleration; if the current speed is less than or equal to the target value, no braking signal is output to the braking system. Simultaneously, when any defined scenario prompts the controller to automatically control the braking system to perform emergency braking to the vehicle with a second deceleration, the system automatically stops comparing and judging vehicle speed via audible warning, i.e., it stops audible warning-assisted braking. When the horn does not respond, the collaborative comparison and judgment of vehicle speed ceases.

[0281] In this embodiment, the first deceleration a1 is 0.5 ≤ a1 ≤ 3 m / s². 2 The second deceleration a2 is taken as 5 m / s². 2 ≤a2; target value is 40km / h.

[0282] When the driver presses the horn and the controller performs coordinated braking, if an emergency occurs and the controller automatically applies emergency braking, automatic emergency braking is prioritized, and the coordinated braking of this invention is temporarily suspended. Once the automatic emergency braking scenario disappears, and the process is terminated or deactivated, the statistical cycle restarts, i.e., a new round of audible warning coordinated braking is performed, and the audible warning coordinated braking of this invention is implemented. In other words, the priority of automatic emergency braking is higher than that of the audible warning coordinated braking in this embodiment of the invention.

[0283] In some embodiments, such as Figure 4 As shown, for autonomous vehicles, when the controller automatically outputs a set of commands to the horn in any predetermined scenario, the terminal device generates an audible warning response; at the same time, it coordinates the assessment of the current vehicle speed: if the current vehicle speed is greater than the target value, it automatically outputs a braking command set to the braking system, and the braking system applies braking to at least one wheel of the vehicle; if the current vehicle speed is less than or equal to the target value, it does not coordinate the output of a braking command set to the braking system; when the controller automatically stops outputting the set of commands to the horn, the terminal device does not generate an audible warning response, and stops coordinating the assessment and comparison of vehicle speed, automatically stopping the audible warning and coordinated braking.

[0284] For example, when a pedestrian or vehicle in front (within 50 meters of the vehicle) is moving slowly, the controller will automatically control the horn to respond and remind the pedestrian or vehicle in front, while simultaneously coordinating with the vehicle to brake and decelerate.

[0285] In some autonomous driving applications, audible warnings and automatic braking or emergency braking are independent and unrelated. This invention focuses on audible warning-coordinated braking, where the audible response or signal output command precedes the coordinated braking command, with a slight time difference (which can be set, for example, a few milliseconds or microseconds). Simultaneously, when the audible response is interrupted or the audible signal input terminates, the audible warning-coordinated braking also interrupts or terminates the output of the vehicle speed comparison command. Depending on the application scenario, it automatically issues a horn warning and automatically decelerates appropriately. When the horn response automatically terminates, the audible warning-coordinated deceleration automatically terminates to ensure safer driving. Essentially, it uses audible warnings and automatic deceleration to proactively alert pedestrians, vehicles ahead, and the driver of the vehicle ahead, providing a dual warning function.

[0286] In autonomous driving, braking can be performed in a coordinated manner. For example, the controller can control the brake pump of the ESP or ABS system to output braking pressure to the terminal brake, and the pressurized oil can push the caliper to perform disc braking. Alternatively, the controller can control the brake motor to drive the lever mechanism to perform disc braking.

[0287] If the controller outputs two or three horn response commands consecutively within a short period of time, with pauses in between, and the horn sound is briefly interrupted, then the controller will coordinate with the audible warning to apply braking. During the pauses or interruptions in the sound, the controller will stop coordinating with the vehicle speed comparison and judgment. That is, when there is an audible response or an audible response signal is output, the braking will be executed; when there is no audible response or no audible response signal is output, the audible warning-coordinated braking will not be executed. In other words, the audible warning-coordinated braking of this invention is braking that occurs almost simultaneously with the audible response, only slightly earlier by a few milliseconds or microseconds. This is because mechanical and hydraulic mechanisms have a time delay when performing braking, while the horn response is based on the speed of electrical propagation.

[0288] In some embodiments, such as Figure 5 As shown, for autonomous vehicles, when the controller is prompted to automatically control the horn response in any predetermined scenario, the controller automatically detects the displacement of the brake pedal. If there is displacement of the brake pedal, foot-controlled braking is implemented; if the brake pedal is not pressed, or the displacement of the brake pedal is 0, the controller collaboratively evaluates the current vehicle speed: if the current vehicle speed is greater than the target value, a set of instructions to execute vehicle braking is output to the braking system; if the current vehicle speed is less than or equal to the target value, no set of instructions to execute vehicle braking is output to the braking system; and when the controller automatically controls the horn to stop responding, the vehicle speed judgment and comparison are stopped, thereby stopping the audible warning and coordinated braking.

[0289] In autonomous driving mode, if the driver actively uses foot-operated braking during audible warning-assisted braking, the controller will discontinue the automatic audible warning-assisted braking and instead prioritize foot-operated braking. That is, foot-operated braking has higher priority than audible warning-assisted braking in autonomous driving mode.

[0290] In some embodiments, such as Figure 6 As shown, when the controller is prompted to automatically control the horn response under any predetermined scenario, it automatically detects the current vehicle speed and compares it with the target value: if the current vehicle speed is greater than the target value, it automatically outputs a braking command set to the braking system, and the braking system applies braking to the vehicle with a first deceleration of a1; if the current vehicle speed is less than or equal to the target value, it does not coordinate to output a braking command set to the braking system; and when the controller automatically controls the horn to stop responding, it stops judging and comparing the vehicle speed.

[0291] When any defined scenario prompts the controller to automatically output a second deceleration a2 to the braking system for emergency braking, it automatically stops comparing and determining vehicle speed via audible warnings. The first deceleration a1 is set to 0.5 ≤ a1 ≤ 3 m / s². 2 The second deceleration a2 is taken as 5 m / s². 2 ≤a2;

[0292] In autonomous driving mode, when performing audible warning-assisted braking, in the event of a sudden emergency braking scenario (i.e., a limited scenario), the automatic emergency braking mode takes priority, while the mild braking mode of the audible warning-assisted braking in this embodiment of the invention takes secondary priority. That is, the automatic emergency braking response is executed first, and the audible warning-assisted braking is terminated. When the automatic emergency braking scenario disappears, and the termination or cancellation occurs, the statistical cycle restarts, i.e., a new round of audible warning-assisted braking cycle is performed, and the audible warning-assisted braking of this invention is implemented.

[0293] The braking deceleration of the automatic emergency braking system is much greater than that of this invention, and the braking distance is also much shorter. Automatic emergency braking aims to bring the vehicle to a complete stop or significantly reduce its speed, while this invention aims for slight braking, gradually reducing the speed, or reducing the vehicle speed to a target value (40 km / h), and does not aim to bring the vehicle to a complete stop or significantly reduce its speed. The automatic emergency braking system in autonomous driving mode and the audible warning-coordinated braking system of this invention can share the same braking actuator and braking system; that is, they share a single braking system. Alternatively, this invention can employ a completely independent braking system.

[0294] In this embodiment, the method for controlling vehicle braking via audible warning further includes the following steps:

[0295] When the terminal device generates an audible warning, the controller works together to detect the current vehicle speed and compare it with the target value:

[0296] If the current vehicle speed is greater than the target value, the controller outputs a braking signal to the braking system, and the braking system applies braking to the vehicle with the first deceleration.

[0297] If the current vehicle speed is less than or equal to the target value, the controller will not coordinate with the braking system to output a braking signal.

[0298] At the same time, when any second-limited scenario prompts the controller to automatically control the braking system and apply the brakes to the vehicle at the fifth deceleration, the controller automatically stops comparing and judging the vehicle speed in conjunction with the audible warning.

[0299] When the terminal device does not generate an audible warning response, the controller stops coordinating the determination and comparison of the current vehicle speed;

[0300] The sound is designed to warn vehicles and / or pedestrians ahead;

[0301] The second limited scenario is constructed as a non-emergency braking scenario that is unrelated to audible warnings and prompts the controller to automatically output the brakes.

[0302] In some embodiments, such as Figure 7 As shown, for autonomous vehicles, when the first controller automatically outputs a command set to the horn under any predetermined scenario, the horn responds, and the second controller coordinates to evaluate the current vehicle speed: if the current vehicle speed is greater than the target value, the second controller automatically outputs a braking command set to the braking system, and the braking system applies the brakes to the vehicle; if the current vehicle speed is less than or equal to the target value, the second controller does not coordinate to output a braking command set to the braking system; and when the first controller automatically stops outputting a command set to the horn, the horn stops responding, the second controller automatically stops coordinating to evaluate the current vehicle speed, and stops implementing audible warning-assisted braking.

[0303] Specifically, the voice control command is output by the first controller (control domain), while the braking command is output by the second controller (chassis domain). The two controllers work together, either directly or through the central controller. The first controller is the input, and the second controller is the responder. That is, when the first controller responds, the second controller follows; when the first controller stops responding, the second controller also stops following. This embodiment is mainly applicable to scenarios where vehicles have multiple controllers, each controlling a specific function, meaning different controllers have a collaborative function. For example, CAN communication or other methods can be used for information sharing and interaction.

[0304] In some embodiments, such as Figure 8As shown, for both manual and autonomous driving, when a switch to generate an audible warning is activated or when the controller automatically outputs a set of instructions to generate an audible warning based on a predetermined scenario, the terminal device generates an audible warning response. The controller then detects the current vehicle speed and compares it with a first target value.

[0305] If the current vehicle speed is less than or equal to the first target value, the controller will not coordinate with the braking system to output a signal to perform braking.

[0306] If the current vehicle speed is greater than the first target value and less than or equal to the second target value, the cooperative control braking system applies braking to at least one wheel of the vehicle with a third deceleration a3; if the current vehicle speed is greater than the second target value, the cooperative control braking system applies braking to at least one wheel of the vehicle with a fourth deceleration a4.

[0307] When the switch or controller stops automatically outputting the command set that generates an audible warning, the terminal device stops generating an audible warning response, and the controller stops cooperating in judging and comparing vehicle speed.

[0308] Different deceleration settings are applied to different vehicle speeds exceeding the target value. For example, the first target value can be set to 40 km / h, while the second target value is 80 km / h; the third deceleration a3 is set to 0.5 ≤ a3 < 2 m / s². 2 The fourth deceleration a4 takes the value 2 ≤ a4 ≤ 3 m / s². 2 In other words, the higher the speed exceeding the target value, the greater the deceleration, thereby reducing the level of driving danger. Of course, speeds exceeding 80 km / h can also be further categorized and set with even greater deceleration.

[0309] In some embodiments, such as Figure 9 As shown, when the horn switch is activated, the horn generates a warning response. If the response duration does not exceed the set value, the controller will assess the current vehicle speed: if the current vehicle speed is greater than the target value, a braking signal will be output to the braking system; if the current vehicle speed is less than or equal to the target value, a braking signal will not be output to the braking system. When the duration of the horn response exceeds the set value, or when the horn stops responding, the controller will stop assessing the vehicle speed and thus stop braking and decelerating the vehicle.

[0310] The duration setting can vary depending on the vehicle type and driving mode. For example, a car might have a T1 setting of 3 seconds; a heavy truck, 4 seconds; and a bus, 2 seconds. In this application's technical solution, the T1 setting ranges from 0 to 4 seconds. That is, T1 can be any value between 0 and 4. Of course, a value exceeding 4 can also be used as needed. In this application's technical solution, 3 seconds is preferred; if the duration exceeds 3 seconds, the audible warning and coordinated braking will stop.

[0311] For example, if the driver presses the horn and holds it for 6 seconds, and the current vehicle speed is 80 km / h, the controller will control the vehicle to brake and decelerate for the first 3 seconds. However, for the audible warning after 3 seconds to the 6th second, the controller will not control the vehicle to decelerate in coordination, because the driver has enough time to actively intervene with foot control. The horn will continue to respond for 6 seconds, and during these 6 seconds, the power will be cut off, that is, the controller will block the accelerator pedal signal or (and) block or reduce the engine power output signal.

[0312] In some embodiments, such as Figure 10 As shown, when the horn input signal is detected, the terminal device generates an audible warning response, and the controller coordinates to evaluate the current vehicle speed: if the current vehicle speed is greater than the target value, a braking signal is output to the braking system; if the current vehicle speed is less than or equal to the target value, no braking signal is output to the braking system.

[0313] And when the vehicle speed reduction value caused by continuous audible warning and coordinated braking exceeds a preset value, or when no audible warning input signal is detected, the coordinated speed judgment and comparison is stopped, that is, the audible warning and coordinated braking is stopped.

[0314] And when no audible alarm input signal is detected, the terminal device does not generate an audible alarm response.

[0315] The aforementioned speed reduction value refers to the difference between the vehicle speed before the start of coordinated braking and the current vehicle speed after coordinated braking.

[0316] The preset value can be set according to the driving mode, such as 10km / h, 20km / h, etc. The preferred setting is 10km / h. That is, if the vehicle speed decreases by more than 10km / h after a single audible warning-assisted braking, the audible warning-assisted braking stops, but the audible warning can continue. For example, when the driver presses the horn for 5 seconds, the controller detects the current vehicle speed as 100km / h. The controller then controls the vehicle to brake and decelerate. Within the first 2 seconds, the speed decreases to 90km / h. From the audible warning after 2 seconds to the 5th second, the controller controls the vehicle not to perform coordinated deceleration. Once the vehicle speed is maintained at 90km / h, coordinated braking stops. The vehicle speed will then be affected by factors such as ground resistance and wind resistance. The horn will continue to respond for 5 seconds, and during these 5 seconds, power is always cut off, meaning the controller blocks the accelerator pedal signal and / or blocks or reduces the engine power output signal. After these 5 seconds, the controller restores the accelerator pedal signal or restores the engine power output.

[0317] In some embodiments, the preset values ​​for the same vehicle can also be varied. Different preset values ​​for vehicle speed reduction can be set according to different speed ranges, as shown in Table 1 below. When the vehicle speed is between 40-60 km / h, the preset value can be set to 5 km / h; when the vehicle speed is between 60-80 km / h, the preset value can be set to 10 km / h; when the vehicle speed is between 80-120 km / h, the preset value can be set to 15 km / h; and when the vehicle speed is greater than 120 km / h, a larger preset value can be set.

[0318] Table 1

[0319]

[0320]

[0321] Drivers are likely to have a significant subjective feeling of a decrease in vehicle speed, and they also have ample time to manually control the vehicle with their feet. Moreover, the change in sensitivity or comfort caused by a decrease in speed has a more direct impact on driver sensitivity or comfort than the length of the 3-second delay. In other words, the driver's physical reaction to a rapid decrease in speed has a deeper level of sensitivity than the length of the horn response time.

[0322] In some embodiments, such as Figure 11 As shown, for autonomous driving scenarios, when the controller is prompted to automatically control the horn to respond continuously through any predetermined scenario, and the duration of the uninterrupted response does not exceed a set value, the controller automatically detects the current vehicle speed and compares it with the target value. If the current vehicle speed is greater than the target value, the controller automatically outputs a set of braking instructions to the braking system, and the braking system applies braking to at least one wheel of the vehicle.

[0323] If the current vehicle speed is less than or equal to the target value, the controller will not output braking commands to the braking system. Furthermore, if the duration of the horn's automatic response exceeds a set value or the horn does not respond, the controller will stop coordinating vehicle speed checks, i.e., stop audible warning-assisted braking. When the controller automatically stops outputting audible warning commands to the horn, the horn will not produce an audible warning response.

[0324] The duration can be set according to the driving mode, such as 5 seconds, 8 seconds, etc., and is preferably 3 seconds in this invention; if it exceeds 3 seconds, the sound warning and braking will stop.

[0325] In the autonomous driving technical solution of this application, the set value T1 is within the range of 0 < T1 ≤ 4 seconds. That is, T1 can be any value between 0 and 4. Of course, it can also be a value greater than 4 as needed. The preferred value in the technical solution of this application is 3 seconds; if it exceeds 3 seconds, the audible warning and coordinated braking will stop.

[0326] For example, when the vehicle is in the autonomous driving mode, the current scenario prompts the vehicle to automatically execute a horn warning for 4 seconds. At this time, the vehicle speed is 80 km / h. In the first 3 seconds, the controller controls the vehicle to automatically brake and decelerate. For the sound warning from more than 3 seconds to the 4th second, the controller controls the vehicle not to cooperate in braking and decelerating. At this time, the vehicle completely cuts off power (equivalent to completely lifting the accelerator pedal). Because within 3 seconds, people have enough time to perform active foot braking; the sound warning automatically alerts the vehicles and pedestrians ahead, and the automatic deceleration ensures a safe distance and reminds the driver to step on the brake actively when necessary. The effect is equivalent to actively reminding the pedestrians and vehicles ahead and the driver of the vehicle with sound warning and automatic deceleration, having a dual reminder effect.

[0327] In some embodiments, as Figure 12 shown, for the autonomous driving scenario, when any predetermined scenario prompts the controller to automatically control the horn response, the controller automatically cooperates to detect the current vehicle speed and compare it with the target value: If the current vehicle speed is greater than the target value, the controller automatically outputs a braking instruction set to the braking system, and the braking system brakes at least one wheel of the vehicle;

[0328] If the current vehicle speed is less than or equal to the target value, the controller does not cooperate to output a braking instruction set to the braking system; and when the vehicle speed reduction value during cooperative braking exceeds the preset value, or when the controller automatically stops controlling the horn response, the controller automatically stops cooperating to judge and compare the vehicle speed, and then automatically stops cooperative braking. When the controller automatically stops outputting the sound warning instruction set to the horn, the horn does not produce a sound warning response.

[0329] The preset value can be set according to the driving mode. For example, it can be set to 10 km / h, 20 km / h, etc. In the present invention, the value range of the preset value n is 0 < n ≤ 20 km / h; that is, any value between 0 - 20 km / h can be taken. In the technical solution of this application, 10 km / h is preferably selected. If the vehicle speed reduction during a single sound warning cooperative braking exceeds 10 km / h, the sound warning cooperative braking is stopped, but the sound warning can continue.

[0330] The preset value can be set according to different driving modes of different vehicles. For example, for heavy trucks or buses, it is set to 10 km / h, and for sedans, it can be set to 20 km / h, etc. In the embodiments of the present invention, taking a sedan as an example, 10 km / h is preferably selected. That is, if the vehicle speed reduction during the sound warning cooperative braking in the autonomous driving mode exceeds 10 km / h, the sound warning cooperative braking is stopped, but the sound warning will continue.

[0331] For example, when a vehicle is in autonomous driving mode, the current scenario prompts the vehicle to automatically sound a horn warning for 5 seconds. The controller detects the current vehicle speed as 100 km / h and automatically brakes to reduce speed. Within the first 2 seconds, the speed decreases to 90 km / h. From the 2nd to the 5th second of the audible warning, the vehicle speed remains at 90 km / h, influenced by factors such as road resistance and wind resistance. The horn continues to respond for 5 seconds, and during this time, power is continuously cut off; that is, the controller blocks the accelerator pedal signal and / or blocks or reduces the engine power output signal. After these 5 seconds, the controller restores the accelerator pedal signal or restores the engine power output.

[0332] The voice-controlled deceleration in the autonomous driving mode of this embodiment of the invention will not last too long, ≤3 seconds; the speed reduction will not be too large, ≤10km / h; and the braking deceleration 'a' will not be large, taking a value of 0.5≤a≤3m / s². 2 It is a short-term, slight braking, and the braking amplitude is not large.

[0333] In some embodiments, when the horn stops responding, the audible warning and deceleration cease. At this point, there is a slight delay in acceleration based on the current vehicle speed. That is, when the horn stops, acceleration does not immediately begin according to the accelerator pedal angle. Instead, if the controller determines that the current vehicle speed is greater than the target value, there is a time delay, for example, a pause of 0.5-1 seconds. During this delay, acceleration does not occur until after the 0.5-1 second delay, at which point the controller begins the acceleration response. If the controller determines that the current vehicle speed is less than or equal to the target value, there is no time delay, and the drive force output signal is directly restored.

[0334] The delay time T can take different values ​​depending on the vehicle type. For example, a set value of 0.5 seconds can be used for sedans; 1 second for heavy trucks; and 1.5 seconds for buses. The given value in this invention is 0 < T ≤ 2 seconds. That is, T can be any value between 0 and 2. Of course, a value greater than 2 can also be used as needed.

[0335] To ensure safe driving, especially when frequently honking the horn followed by frequent acceleration, which causes significant speed fluctuations, particularly when honking the horn repeatedly in a short period with pauses of 0.2-0.5 seconds in between, setting a delay reduces speed fluctuations, increasing driving smoothness and comfort. This effectively prevents repeated acceleration and deceleration, which can cause instability and loss of control for the driver.

[0336] It should be noted that, when the sound warning coordinated braking of the embodiments of the present invention is specifically executed, it can perform combined braking on the tires of the vehicle. For example, when the first axle (front wheels) of the vehicle is subjected to disc braking and / or regenerative braking, the second axle (rear wheels) can be subjected to drum braking or disc braking. When there are multiple axles, for example, the third axle can also be subjected to disc braking and / or regenerative braking or drum braking. Alternatively, the same disc braking (or drum braking) or regenerative braking can be applied to each axle or wheel. Or, a combination of the above-mentioned braking technologies can be applied to different axles or wheels.

[0337] The horn (audible warning) not only serves to warn vehicles or pedestrians ahead, but also actively slows down the vehicle. After slowing down, the driver has a longer reaction distance and more reaction time to perform maneuvers such as steering, braking, or stopping. The braking deceleration of this invention can reduce the existing vehicle speed by about 0-10 km / h. This time and the corresponding deceleration effect are sufficient to make the driver subjectively alert, so that they can then actively brake to slow down, or have more reaction time and distance to take other actions. For example, if the driver slows down by using the horn but the speed is still high and the main road ahead is still congested, then the driver can slow down by conventionally pressing the brake pedal.

[0338] The audible warning-assisted braking in this embodiment of the invention can be gradual, with the braking deceleration gradually increasing based on the duration of the audible switch, and then stabilizing at a certain value for continuous deceleration. This can be implemented using different program algorithms. Alternatively, it can be controlled by a switch, equivalent to a slight, continuous handbrake action: pressing the audible switch initiates braking, and releasing the switch stops the braking.

[0339] Preferred, a gradual approach, such as Figure 24 , Figure 25 and Figure 26 As shown, during coordinated braking, the braking deceleration can be varied via curve S1, curve S2, or curve S3. Specifically, from 0 to time T2, the deceleration increases from 0 to 'a' and then remains constant. The unit of deceleration is m / s². 2 The unit of time T2 is ms (milliseconds) or microseconds (μs). That is, the deceleration can increase from 0 to a within a few milliseconds or microseconds, and then stabilize at a. For example, when braking deceleration from 0 to 2, it increases linearly or non-linearly at the millisecond level, and then stabilizes at 2 until the horn stops responding. In this embodiment of the invention, the controller monitors and reads the coordinated deceleration in real time, and the data reading period is at the millisecond or microsecond level.

[0340] It should be noted that the higher the vehicle speed, the more frequently lane changes or honking occurs, especially at speeds below 80 km / h. When other vehicles are traveling at slower speeds, the high speed of one's own vehicle forces other vehicles to be overtaken, creating an obstructive effect. In this situation, the driver either changes lanes or frequently honks the horn to constantly warn the vehicles ahead. Therefore, the more frequent and / or prolonged honking, the more pronounced the synergistic braking effect of this invention, resulting in safer driving.

[0341] The horn warning operation of this invention is not only for sound warning and vehicle deceleration, but also equivalent to the driver lifting the accelerator pedal (power cut-off) and simultaneously transferring the right foot (or the foot pressing the accelerator pedal) to the brake pedal, resulting in a certain angular displacement of the brake pedal, which is equivalent to this effect. However, braking alone cannot achieve the effect of horn warning vehicles and pedestrians ahead. That is, vehicles or pedestrians ahead cannot perceive whether there is a vehicle behind them, or the intention of the vehicle behind them to pass.

[0342] In this process, reference Figure 21 and Figure 22 The driver's foot can remain on the accelerator pedal without frequently switching between the brake and accelerator pedals. This reduces the number of times the foot needs to be switched, lowers the driver's foot strain, reduces the likelihood of leg muscle cramps, and improves driving comfort. Frequent switching between the two pedals can easily cause leg muscle cramps, posing a certain driving safety hazard, especially with short, frequent switching. When the driver stops honking the horn, the controller stops outputting braking signals, instantly releasing the brakes from all wheels, and the controller then re-controls the vehicle's drive according to the accelerator pedal angle signal.

[0343] Braking safety requires two prerequisites: timely braking of one's own vehicle and the timely perception and evasive action of vehicles and moving objects ahead of the signals from vehicles behind. The horn's deceleration function primarily serves to remind the vehicle ahead to accelerate or steer, or not to change lanes, or to accelerate a lane change to avoid a collision. When both actions are simultaneous, both parties' participation maximizes the safety of both drivers. (See here for reference.) Figures 28 to 41 The various driving scenarios shown are different from those on different roads.

[0344] The sound-coordinated braking process will now be explained with specific examples, as follows:

[0345] like Figure 20 As shown, area A in the center of the vehicle's steering wheel is the horn switch area. Pressing down on area A is process C; releasing area A is process C1.

[0346] like Figure 21As shown, the solid line position of the accelerator pedal represents the current acceleration position, and the dashed line represents the starting position. The process of releasing the accelerator pedal from the current position to position 0 (dashed line position) is process D, and the process of pressing the accelerator pedal from position 0 to the solid line position is process D1.

[0347] like Figure 22 As shown, the solid line position of the brake pedal is the starting position, and the dashed line (travel ≤ 1 / 3 of the total travel) is the position where the brake is applied. The process of pressing the brake pedal from position 0 to the dashed line position is E. The process of releasing the brake pedal from the dashed line position to position 0 is E1.

[0348] When honking or braking is required, the driver typically needs to press the horn switch (A area) on the steering wheel while simultaneously releasing the accelerator pedal with their right (or left) foot and transferring it to the brake pedal, depressing it by a certain angle. This requires the use of both hands and feet, performing steps C + D + E. Conversely, after releasing the horn switch, the foot needs to release the brake pedal, transfer it to the accelerator pedal, and depress it by a certain angle to complete step C1 + D1 + E1. Relying solely on the driver's judgment and operation to complete this series of actions within a specific timeframe is complex and prone to distraction. At speeds exceeding 100 km / h, this distraction significantly increases the risk of danger.

[0349] In the audible warning-assisted braking embodiment of the present invention, when the speed exceeds the target value, especially when the vehicle speed is >80km / h, only manual operation of process C is required, easily achieving the combined effect of process C + process D + process E. When process C1 is implemented, the combined effect of process C1 + process D1 + process E1 is easily achieved, simplifying the operation. No foot movement is required; the foot only needs to remain in the original position, eliminating the need for foot pedal switching.

[0350] In terms of operation time: the time for a single execution of process C is ≤0.5 seconds, the time for a single execution of process D + process E is about 2 seconds (relatively comfortable operation), or even longer, while the time for pressing the horn twice consecutively is ≤1 second, and the total cycle time for two consecutive executions of process D + process E and process D1 + process E1 is about 7 seconds, or longer. Therefore, this improves operational efficiency, saves operation time, reduces effort and time, enhances driving safety, and avoids leg cramps caused by frequent foot switching, resulting in better comfort.

[0351] This invention can be implemented using a switch, such as a button similar to automatic start / stop or AUTOHOLD, for switching. Alternatively, it can be program-controlled, meaning the function option can be displayed on a touchscreen for manual selection. In other words, the normal mode does not have this function; turning on the switch or starting the program activates the mode, thus enabling the function. Another approach is to use a controller to control the mode selection, adding this mode in addition to the normal mode, where it can be selected from the menu. For manually driven vehicles, a switch is preferred as it is easier to implement, allowing the driver to easily turn the mode on and off as needed, similar to the existing automatic start / stop or AUTOHOLD buttons—essentially adding a button to control the mode's activation and deactivation. For vehicles in autonomous driving mode, a program is preferred to automatically control the switching between the normal and autonomous modes.

[0352] For noisy urban areas where honking is prohibited, this mode can be disabled or deactivated via a switch, or switched to normal mode via the controller. When using autonomous driving mode or driverless mode, the controller automatically detects no-honking traffic signs using the vehicle's visual and / or laser sensors. When a no-honking sign is detected, the controller automatically disables or deactivates this mode, or switches to normal mode. This mode can be used on roads where honking is not prohibited, such as highways, ring roads, intercity expressways, and outdoor driving. This mode can also be automatically turned off or on based on voice prompts from satellite (BeiDou or GPS) navigation.

[0353] When traveling at high speeds, the system warns pedestrians and surrounding vehicles while slightly reducing speed to improve safety. The braking system activates once after the horn is pressed for the first time. Upon the second horn press, the braking system readjusts the speed based on the initial deceleration and applies braking again, and so on. In other words, each horn press triggers the braking system to apply the brakes once. If the horn is pressed continuously without interruption, the controller will continuously apply the braking warning. However, when the speed is ≤40km / h, only the horn sounds as a warning without applying the brakes, and the brake lights will not illuminate.

[0354] like Figure 13As shown, when the driver presses switch 1, or when a predetermined scenario is triggered, the controller 3 automatically outputs a command to the horn 2. The controller 3 controls the horn to output an audible warning; simultaneously, it compares the current vehicle speed detected by sensor 4 with a target value. If the speed exceeds the target value, it outputs a command set to the braking system 6, which then applies disc braking to at least one wheel 5 of the vehicle using calipers 6-1. When the driver releases the switch, or the controller 3 automatically stops outputting commands to the horn, the controller stops comparing the current vehicle speed with the target value and simultaneously controls the horn 2 to stop outputting an audible warning. The braking system 6 can be a conventionally known braking system, such as an ESP or ABS braking system for vehicles, a disc brake system for two-wheeled vehicles, or a pneumatic lever caliper disc brake system for heavy trucks (buses, coaches, cargo trucks, etc.).

[0355] The following is a detailed explanation of the coordinated braking method under switch closure and horn response modes, using specific embodiments:

[0356] like Figure 14 As shown, when the switch is closed or the horn responds, the coordinate value is 1; when the switch is open or the horn does not respond, the coordinate value is 0.

[0357] Within the time interval 0-t1, for example, when t1 = 2s, if the driver presses the horn switch continuously for 2 seconds, or in automatic driving mode, the controller outputs a command, and the horn's continuous response time is 2s; the controller controls the braking system to cooperate in braking and deceleration, reducing the vehicle speed from 80km / h to 70km / h, a speed reduction of 10km / h, and a deceleration of 1.39m / s². 2 At this time, the controller blocks the accelerator pedal signal, or controls the engine to reduce or stop power output.

[0358] During the time interval t1-t2, the switch is turned off, the horn does not respond, and the coordinated braking stops; at this time, the controller resumes the signal output of the accelerator pedal or resumes the power output of the engine, and the vehicle speed gradually increases from 70 to 80 km / h.

[0359] During the time interval t2-t3, the switch is turned off, the horn does not respond, the vehicle remains in normal condition, and the speed is maintained at 80km / h.

[0360] During the time interval t3-t8, when the driver presses the horn switch or enters the automatic driving mode, the controller outputs a command, and the horn responds continuously; the time is divided into 5 segments:

[0361] Within the first second (t3-t4), the vehicle performs audible warning-assisted braking, reducing its speed from 80km / h to 75km / h by 5km / h, with a deceleration of 1.39m / s². 2 ;

[0362] During the time interval t4-t5, if the driver suddenly applies the brake pedal and causes displacement, or if the emergency braking command is triggered by a specific scenario, the horn response time is 1.5 seconds. The vehicle will then cease audible warnings and braking coordination, instead executing foot-operated braking or automatic emergency braking commands, reducing the vehicle speed from 50 km / h to 25 km / h, with a deceleration of 9.26 m / s². 2 ;

[0363] During the time interval t5-t6, when the driver fully releases the foot brake pedal or the automatic emergency command is automatically deactivated, the audible warning continues. The audible warning-assisted braking recalculation begins. Since the current vehicle speed is ≤40km / h, only the audible warning responds, without any coordinated deceleration. During the horn response time, the controller responds to the accelerator pedal signal or the engine power output. Therefore, the vehicle speed increases from 25km / h to 36km / h when the horn stops, but still remains ≤40km / h. Thus, during the time interval t5-t6, the audible warning is completely unrelated to the accelerator pedal or engine power output; no power cut-off or coordinated braking occurs, consistent with existing technology.

[0364] During the time interval t6-t7, the switch is turned off and the horn does not respond. At this time, the controller responds to the signal output of the accelerator pedal or the power output status of the engine, and the vehicle speed gradually increases from 36 to 80km / h.

[0365] During the time interval t7-t8, the vehicle speed is maintained at 80km / h.

[0366] like Figure 15 As shown, when the switch is closed or the horn responds, the coordinate value is 1; when the switch is open or the horn does not respond, the coordinate value is 0.

[0367] During the time interval 0-t10, when the driver presses the horn switch or enters the automatic driving mode, the controller outputs a command, and the horn's continuous response time is 4 seconds. Within the first 3 seconds (0-t9), the vehicle performs audible warning-assisted braking, reducing the vehicle speed from 9 km / h to 71 km / h, with a deceleration of 0.83 m / s². 2 During the time interval t9-t10, the horn responds, but the engine decelerates and stops. During the horn response time, the controller blocks the accelerator pedal signal or controls the engine to reduce or stop power output.

[0368] During the time interval t10-t11, the switch is turned off and the horn does not respond. At this time, the controller restores the signal output of the accelerator pedal or restores the power output of the engine, and the vehicle speed gradually increases from 71 to 80 km / h; during the time interval t11-t12, the vehicle speed is maintained at 80 km / h.

[0369] During the time interval t12-t14, when the driver presses the horn switch or enters the automatic driving mode, the controller outputs a command, and the horn response time is 3 seconds. Within the first 2 seconds (t12-t13), the vehicle performs audible warning-assisted braking, reducing the vehicle speed from 10 km / h to 70 km / h, with a deceleration of 1.39 m / s². 2 During the time interval t13-t14, the horn responds, but the brakes stop, and the vehicle speed remains at 70km / h. During the horn response time, the controller blocks the accelerator pedal signal or controls the engine to reduce or stop power output.

[0370] During the time interval t14-t15, the switch is turned off and the horn does not respond. At this time, the controller restores the signal output of the accelerator pedal or restores the power output of the engine, and the vehicle speed gradually increases from 70 to 80 km / h.

[0371] like Figure 16 Example explanation: When the switch is closed or the horn responds, the coordinate value is 1; when the switch is open or the horn does not respond, the coordinate value is 0; the delay time T is 0.5 seconds.

[0372] Within the time interval 0-t16, when the driver presses the horn switch or enters the automatic driving mode, the controller outputs a command, and the horn's continuous response time is 0.4 seconds; the vehicle performs audible warning-assisted braking, reducing the vehicle speed from 80 km / h to 77 km / h by 3 km / h, with a deceleration of 2.08 m / s². 2 During the time interval t16-t17 (e.g., 0.3 seconds), the horn stops responding and the coordinated braking decelerates to a stop. At this time, the controller detects that the current vehicle speed is greater than 40 km / h. Before restoring the output signal of the driving force, it evaluates whether the delay time exceeds the given value of 0.5 seconds. Since the delay time is less than 0.5 seconds, the controller blocks the output signal of the driving force.

[0373] During the time interval t17-t18, if the driver presses the horn switch or enters the automatic driving mode again, the controller will output a command again, with a horn response time of 0.4 seconds; the vehicle will then perform audible warning-assisted braking, reducing the speed from 77 km / h to 74 km / h by 3 km / h, with a deceleration of 2.08 m / s². 2 ;

[0374] During the time interval t18-t19 (e.g., 0.5 seconds), the horn stops responding and the coordinated braking decelerates to a stop. At this time, the controller detects that the current vehicle speed is greater than 40 km / h. Before restoring the output signal of the driving force, it evaluates whether the delay time exceeds the given value of 0.5 seconds. Since the delay time is equal to 0.5 seconds, the controller blocks the output signal of the driving force during the delay time.

[0375] During the time interval t19-t20, the horn still did not respond, and the duration had exceeded the delay time. Therefore, the controller started outputting the instruction set from t19. At this time, the controller resumed the output signal of the driving force, and the vehicle speed gradually increased from 74 to 80 km / h.

[0376] In addition, such as Figure 14 As shown, during the time interval t5-t6, the audible warning response is independent of the vehicle speed, which is the same as existing technology, since the current vehicle speed is ≤40km / h.

[0377] During the time interval t6-t7, the switch is turned off and the horn does not respond. At this time, the controller detects that the current vehicle speed is 36km / h, which is less than the target value. Therefore, there is no need to delay for 0.5 seconds. Starting from t6, the output signal of the driving force is directly restored, that is, the vehicle speed gradually increases from 36 to 80km / h.

[0378] like Figure 23 The graph shown below illustrates the relationship between current vehicle speed and driving hazard level. A detailed analysis follows:

[0379] In this embodiment, the example is taken where the current vehicle is 50 meters away from the vehicle or pedestrian in front.

[0380] Level A: This is a safety level, with a speed limit of ≤40km / h.

[0381] Within this area, vehicle speeds are low, providing drivers with ample reaction time for braking, as well as sufficient time to react and avoid obstacles from vehicles and / or pedestrians ahead. The safety level is very high, and the hazard level is very low. The hazard factor is approximately less than 1%.

[0382] Level B: The danger level has been raised to relatively dangerous, with a speed of 40km / h < vehicle speed ≤ 80km / h.

[0383] Within this area, while vehicle speeds are moderate and drivers can brake in time, vehicles and / or pedestrians ahead require ample reaction time to avoid them, increasing the risk level to a high level. The risk factor is approximately between 1% and 3%.

[0384] Level C: The danger level has been raised to very dangerous, with a speed of 80km / h < vehicle speed ≤ 120km / h.

[0385] Within this area, drivers require sufficient relative distance to have enough reaction time to brake, while vehicles and / or pedestrians ahead may not have, or even lack, sufficient reaction time to avoid them, making the risk level extremely high. The risk factor is approximately between 3% and 6%.

[0386] Level D (not shown in the diagram): The danger level is raised to extremely dangerous, 120km / h < vehicle speed.

[0387] Within this area, vehicle speeds are extremely high, and with a following distance of 50 meters, drivers do not have sufficient reaction time to brake, nor do they have sufficient reaction time to avoid obstacles from vehicles and / or pedestrians ahead. The danger level is the highest, with a risk factor of approximately 6%-10%.

[0388] Generally speaking, the higher the vehicle speed, the greater the distance the vehicle travels within the driver's reaction time, and the higher the risk level. Timely deceleration and warning of oncoming vehicles and / or pedestrians to take evasive action can effectively reduce the risk level. Therefore, the target speed used in this embodiment of the invention is set between 40 km / h and 80 km / h. This target speed covers the vast majority of vehicles traveling on intercity elevated roads, while on highways, a target speed between 80 km / h and 120 km / h is recommended. Furthermore, these settings can be pre-set by the program (default settings) or manually selected and changed by the driver. Different target speeds can be set for different vehicles and different speed ranges.

[0389] In some embodiments, when performing audible warning-assisted braking, the priority of this embodiment of the invention is: foot-operated brake pedal first, automatic emergency braking second, and audible warning-assisted braking of this invention last.

[0390] Table 2 below shows the recommended values ​​for audible warnings and braking deceleration for different speed ranges (taking four-wheeled cars as an example). Other vehicles can refer to this table.

[0391] Table 2

[0392]

[0393] Different settings can adjust the stiffness of the audible warning-assisted braking, thus forming different braking curves with varying stiffness, providing different modes. For example, in the comfort mode, the deceleration 'a' values ​​are 0.5, 1, and 1.5 for the three speed ranges mentioned above.

[0394] In the economy mode, the deceleration 'a' can be set to 0.8, 1.2, or 1.8; in the safety mode, the 'a' can be set to 0.95, 1.8, or 2.5, etc. These settings can be configured and selected by the user on the screen; the default mode is comfort mode.

[0395] The target speed can also be set, for example, to 60 km / h or 80 km / h. Different vehicles require different target speeds depending on their speed mode or driving mode. Preferably, for family cars, 7-seater commercial vehicles, SUVs, and buses, the target speed is 40 km / h; for long-distance buses and heavy trucks, the target speed is 60 km / h; and for two-wheeled electric vehicles or motorcycles, the target speed is 15 km / h. Recommended values ​​are shown in Table 3 below.

[0396] Table 3

[0397]

[0398] Horn response: 1. Most vehicles do not use a controller to control the horn response; instead, a switch directly controls the conduction. 2. Non-autonomous vehicles can also use a controller to control the horn response. 3. Autonomous vehicles use a controller to control the horn response.

[0399] It should be noted that the audible warning-assisted braking system of the present invention is preferably shared with the existing ESP or ABS system of a vehicle. When assisted braking is performed, the controller of the present invention can directly output commands to the existing ESP or ABS anti-lock braking system, so that the existing ESP or ABS system outputs braking pressure to the wheel wells for caliper disc braking. However, the braking force is relatively light, the vehicle deceleration is not significant, and the braking time is short. At the same time, the braking force of each wheel can be independently adjusted by the controller according to the vehicle speed, slip ratio, yaw angle, etc., so as to keep the overall vehicle speed uniform and prevent fishtailing, skidding, or other loss of control.

[0400] In some embodiments, the synergistic braking of the present invention operates in conjunction with the brake pedal, meaning the brake pedal undergoes a certain angular displacement under the action of the controller, while the driver's foot is not pressing the brake pedal. In other embodiments, when the synergistic braking of the present invention generates braking effect, the brake pedal remains unchanged and does not undergo angular displacement, while the driver's foot is not pressing the brake pedal; that is, the synergistic braking can operate in conjunction with the brake pedal, or it can generate braking effect without the angular displacement of the brake pedal.

[0401] In this embodiment of the invention, the current vehicle speed refers to the average speed of all wheels. For example, when a four-wheeled vehicle is turning, the speeds of the inner and outer wheels are different, and the vehicle speed is the average speed of the four wheels, not the speed of a single wheel. The vehicles of this invention include L, M, N, and O category vehicles as defined by national standards.

[0402] The above clarifies the principle that in the embodiments of the present invention, foot braking takes priority, followed by automatic emergency braking, and audible warning-assisted braking takes the least priority. Therefore, the audible warning-assisted braking method provided by the technical solution of the present invention differs from traditional automatic emergency braking in the following ways in terms of both deceleration and acceleration:

[0403] Difference 1: such as Figure 18 As shown, taking an initial velocity of 100 km / h as an example.

[0404] The audible warning-assisted deceleration of this invention reduces speed by only 10 km / h within time t22 (horn response time); while automatic emergency braking reduces speed by 90 km / h within time t21 (regardless of horn response); and t21 < t22. The degree of speed reduction differs significantly between the two; one is a slight deceleration, while the other is a significant deceleration. That is, the severity of speed fluctuations differs; the speed fluctuations of this invention are less than those of automatic emergency braking.

[0405] Difference 2: For example Figure 19 As shown, the sound warning and deceleration mechanism of this invention provides a braking deceleration of 0.5 ≤ a1 ≤ 3 m / s². 2 In contrast, the automatic emergency braking technology in the present technology has a braking deceleration of 5 ≤ a2 ≤ 15 m / s². 2 The braking deceleration of an F1 car is 20 m / s². 2 ≤a.

[0406] Therefore, the coordinated braking deceleration and the automatic emergency braking deceleration in the embodiments of the present invention are not in the same range, and the coordinated braking deceleration of the present invention is less than the automatic emergency braking deceleration.

[0407] like Figure 42 As shown, when the switch is closed or the horn responds, the coordinate value is 1; when the switch is open or the horn does not respond, the coordinate value is 0.

[0408] During the time interval 0-t25, when the driver presses the horn switch or enters the predetermined autonomous driving mode, the controller outputs a command, and the horn's continuous response time is 2 seconds. In the first second (0-t24), the vehicle performs audible warning-assisted braking, reducing the vehicle speed from 60km / h to 54km / h by 6km / h, with a deceleration a of 1.67m / s². 2 During the second second (t24-t25) of the time frame, the second limited scenario triggers the vehicle to activate the automatic braking mode. The implementation of this automatic braking is unrelated to the audible warning. Therefore, the controller stops using audible warnings to coordinate the current vehicle speed comparison and is discussed in three separate cases:

[0409] 1) The vehicle automatically brakes according to the deceleration a40 of curve S4. When the sound response stops, i.e., when time t25 ends, the current vehicle speed corresponding to curve S4 is 50 km / h, that is, a40 is 1.1 m / s. 2 And a40 < a(1.67m / s 2 When the time exceeds t25, the vehicle will automatically brake according to curve S4;

[0410] 2) The vehicle automatically brakes according to the deceleration a50 of curve S5. When the sound response stops, i.e., when time t25 ends, the current vehicle speed corresponding to curve S5 is 48 km / h, that is, a50 is 1.67 m / s. 2 And a50=a(1.67m / s 2 When the time exceeds t25, the vehicle will automatically brake according to curve S5;

[0411] 3) The vehicle automatically brakes according to the deceleration a60 of curve S6. When the sound response stops, i.e., when time t25 ends, the current vehicle speed corresponding to curve S6 is 42 km / h, that is, a60 is 3.3 m / s. 2 And a60>a(1.67m / s 2 And a60 > 3 m / s 2 That is, when a60 exceeds the maximum value of the sound warning coordinated braking deceleration of the present invention, when the time exceeds t25, the vehicle will automatically brake according to curve S6.

[0412] That is, regardless of the curve the vehicle follows when it applies automatic braking, during this period (t24-t25), the vehicle stops braking in coordination with audible warnings and instead applies automatic braking at the deceleration preset by the controller according to the second limited scenario, which is completely unrelated to audible warnings.

[0413] The deceleration of the three-segment curve (the fifth deceleration) is smaller than the deceleration of the automatic emergency braking, which is considered conventional automatic braking, and the fifth deceleration is <5m / s². 2 In other words, conventional automatic braking takes priority, while the audible warning-assisted braking of this invention takes secondary priority. Conventional automatic braking is unrelated to audible warnings; it will not initiate automatic braking in response to audible warnings, nor will it automatically stop braking when the audible warning stops. Furthermore, it cannot alert vehicles or pedestrians ahead to take evasive action; it is a unilateral braking behavior.

[0414] like Figure 17 As shown, some embodiments of the present invention employ a specific braking system, and the specific braking operation is as follows:

[0415] When the controller outputs a set of commands to the braking system to execute braking, the hydraulic disc brake system 6 is activated. On one hand, the third solenoid valve 6-6 is closed, the first solenoid valve 6-2 is closed, the second solenoid valve 6-5 is open, and the fourth solenoid valve 6-13 is open, with no angular displacement of the brake pedal 6-10. On the other hand, the M1 motor 6-12 drives the pump to draw brake fluid from the reservoir through the second solenoid valve 6-5, and pressurizes the caliper 6-1 through the fourth solenoid valve 6-13, causing the caliper 6-1 to brake the wheel 5.

[0416] When the continuous braking duration exceeds 3 seconds, or the vehicle speed decreases by more than 10 km / h due to the audible warning for coordinated braking, or the current vehicle speed is less than or equal to 40 km / h, or the controller issues a stop braking command set, the M1 motor stops rotating, the first solenoid valve 6-2 opens, the third solenoid valve 6-6 opens, and the second solenoid valve 6-13 closes. The brake fluid in the caliper flows back to the reservoir through the first solenoid valve 6-2 and the second solenoid valve 6-5, completing one braking cycle. After braking is complete, the first solenoid valve 6-2 and the second solenoid valve 6-5 remain closed, and the fourth solenoid valve 6-13 opens. The system returns to the initial state before braking, i.e., the first and second solenoid valves remain closed, the third and fourth solenoid valves remain open, and the motor M1 stops rotating.

[0417] Alternatively, when the driver presses the brake pedal and causes angular displacement, the third and fourth solenoid valves open, the first and second solenoid valves close, the motor M1 stops rotating, the brake pedal pressurizes the brake fluid through the booster, and pressurizes the caliper 6-1 through the master cylinder, the third solenoid valve, and the fourth solenoid valve, and the caliper applies disc brakes to the vehicle.

[0418] When the brake pedal displacement returns to 0, the brake fluid flows back to the reservoir through caliper 6-1, the fourth solenoid valve, the third solenoid valve, and the master cylinder, completing a normal braking operation by pressing the brake pedal once.

[0419] Alternatively, when the controller outputs the emergency braking mode, an audible warning indicates that the coordinated braking has stopped or is disabled by the controller. The third solenoid valve 6-6 is closed, the first solenoid valve 6-2 is closed, the second solenoid valve 6-5 is open, and the fourth solenoid valve 6-13 is open. The brake pedal 6-10 has no angular displacement. Motor M1 drives the pump to draw brake fluid from the reservoir through the second solenoid valve 6-5 and pressurizes the caliper 6-1 through the fourth solenoid valve 6-13. The caliper 6-1 brakes the wheel 5 at a deceleration a2, at 5 m / s². 2 ≤a2.

[0420] The accumulator temporarily stores the high-pressure brake fluid released by the caliper when the first solenoid valve opens, and at the same time can reduce pressure fluctuations in the pipeline.

[0421] When the controller outputs a set of braking commands to the braking system, motor M2 drives the booster to push the master cylinder 6-7 to generate oil pressure. This pressure is then applied directly to the caliper 6-1 via the third and fourth solenoid valves. The caliper 6-1 applies brakes to the wheels, while the first and second solenoid valves remain closed. Simultaneously, motor M1 stops. When braking is completed, motor M2 stops, booster 6-9 resets, and brake fluid flows back to reservoir 6-8 via the fourth and third solenoid valves and the master cylinder, completing one braking cycle. This demonstrates the use of an electromechanical booster for braking.

[0422] When the controller outputs a set of braking commands to the braking system, the regenerative braking system 7 is activated. Motor M3 transforms into a generator, and the wheels, via a reduction gear (not shown in the figure), drive motor M3 to generate electricity. The alternating current is then converted to direct current by the motor controller 7-2 to charge the battery, converting kinetic energy into electrical energy for storage and deceleration braking. Motor M3 can be directly connected to wheel 5, or it can be connected via a reduction gear.

[0423] When the continuous braking duration exceeds 3 seconds, or the vehicle speed decreases by more than 10 km / h due to the audible warning and coordinated braking, or the current vehicle speed is less than or equal to 40 km / h, or the controller issues a stop braking command set, motor M3 stops generating electricity, and the charging of the battery through motor M3 is cut off. Motor M3 is controlled by motor controller 7-2. For example, when motor M3 switches to drive mode, it drives wheel 5 to rotate and move through the reduction mechanism.

[0424] Alternatively, when the driver presses the brake pedal and generates angular displacement, motor M3 turns into a generator. The wheels drive motor M3 to generate electricity through the reduction mechanism, and the AC power is adjusted to DC power through motor controller 7-2 to charge the battery, so as to perform regenerative braking and deceleration, completing a normal regenerative braking operation when the brake pedal is pressed.

[0425] Alternatively, when the controller outputs the emergency braking mode, an audible warning indicates that the coordinated braking has stopped or has been disabled by the controller. The regenerative power generation system 7 applies braking to the wheels 5 at a deceleration a2, and at 5 m / s². 2 ≤a2.

[0426] When the controller outputs a braking command set to the braking system, motor M4 applies mechanical disc braking to wheel 5 via a reduction mechanism or lever mechanism. Motor M4 and wheel 5 can be directly connected, or connected via a reduction mechanism or lever mechanism. When the continuous braking time exceeds 3 seconds, or the vehicle speed decreases by more than 10 km / h due to an audible warning and coordinated braking, or the current vehicle speed is less than or equal to 40 km / h, or the controller issues a stop braking command set, motor M4 stops applying disc braking to wheel 5. Alternatively, when the driver presses the brake pedal and generates angular displacement, the controller controls motor M4 to drive the reduction mechanism or lever mechanism to apply disc braking to wheel 5. When the brake pedal displacement returns to 0, motor M4 stops applying disc braking to wheel 5, thus completing one conventional brake pedal press.

[0427] When the controller outputs a set of braking commands to the braking system, it simultaneously activates the hydraulic disc brake system 6 and the regenerative braking system 7 to brake and decelerate the wheel 5. Alternatively, it can simultaneously activate a combination of at least two of the following: the hydraulic disc brake system 6, the regenerative braking system 7, and the motor-driven brake-by-wire system 8, to brake the wheel 5.

[0428] Other vehicles, such as those in categories L, M, N, and O, use existing braking systems and can perform slight deceleration using the voice-controlled coordinated deceleration method and controller of the present invention.

[0429] like Figures 28-41 As shown, embodiments of the present invention provide various traffic scenarios in which the sound-coordinated braking technology solution can be applied, as detailed below:

[0430] Scene 1

[0431] refer to Figure 28 Vehicle 2 is located to the right (or left) of Vehicle 1, and is driving along the dotted line on the road surface. The arrow indicates the driving direction. Vehicle 1's speed exceeds the target value and is greater than that of Vehicle 2. At this time, the horn is pressed, or according to a predetermined scenario, the controller automatically outputs a set of horn response instructions to warn Vehicle 2, indicating that there are vehicles approaching from behind and that it should not cross the line, or follow the dotted line path shown in the diagram to return to the center of the lane. Vehicle 1 then decelerates in coordination to prevent Vehicle 2 from suddenly changing lanes into Vehicle 1's lane and increasing the danger level. The scenario of this invention can be implemented when a tendency for collision, scrape, or friction is predicted (even if there is no collision, scrape, or friction at present).

[0432] Scene 2

[0433] refer to Figure 29Vehicle 2 is located to the right (or left) of Vehicle 1, and Vehicle 2 is driving across the dashed line on the road, occupying two lanes. The arrow indicates the driving direction. Vehicle 1's speed exceeds the target value and is greater than that of Vehicle 2. At this time, the horn is pressed, or according to the predetermined scenario, the controller automatically controls the horn to respond, giving a warning to Vehicle 2, reminding Vehicle 2 that there are vehicles behind it and not to cross the line, or to return to the center of the lane according to the dashed line path shown in the figure, to give way to Vehicle 1. Meanwhile, Vehicle 1 will cooperate to decelerate to prevent Vehicle 2 from suddenly turning into Vehicle 1's lane and increasing the danger level.

[0434] Scene 3

[0435] refer to Figure 30 Vehicle 2 is located to the right (or left) of Vehicle 1, and Vehicle 2 is driving across the dashed line. The arrow indicates the driving direction. The angle between the longitudinal center axis of Vehicle 2 and the dashed line does not exceed 20 degrees. The speed of Vehicle 1 exceeds the target value and is greater than that of Vehicle 2. At this time, the horn is pressed, or according to the predetermined scenario, the controller automatically outputs the horn response instruction set to warn Vehicle 2, reminding Vehicle 2 that there is a vehicle behind it, not to cross the line, not to change lanes, or to return to the center of the lane according to the dashed line path shown in the figure, to give way to Vehicle 1. Vehicle 1 will cooperate to decelerate to prevent Vehicle 2 from continuing to turn into Vehicle 1's lane and increasing the danger level.

[0436] Scene 4

[0437] refer to Figure 31 Vehicle 2 is located to the right (or left) of Vehicle 1, and is driving across the dashed road line (arrow indicates driving direction). The angle between the longitudinal center plane of Vehicle 2 and the dashed line exceeds 20 degrees, indicating a large-angle lane change. Vehicle 1's speed exceeds the target value and is greater than Vehicle 2's. At this point, the horn is pressed, or according to a predetermined scenario, the controller automatically controls the horn to respond, warning Vehicle 2 of approaching vehicles and instructing it not to cross the line, not to continue changing lanes, or to stop and wait for Vehicle 1 to pass before continuing to change lanes, or to return to the center of the lane according to the dashed line path shown in Scenario 3, while Vehicle 1 decelerates accordingly. If Vehicle 2 forcibly changes lanes along the dashed line path shown in Scenario 4, Vehicle 1 sounds the horn as a warning, decelerates accordingly, and can apply the brakes as needed to avoid a collision with Vehicle 2.

[0438] Scene 5

[0439] refer to Figure 32Vehicle 2 is located to the right (or left) of Vehicle 1, and is driving close to the dashed line on the road surface. The arrow indicates the driving direction. Vehicle 1's speed exceeds the target value and is greater than that of Vehicle 2. Furthermore, from a top-down view, the vehicle bodies of Vehicle 1 and Vehicle 2 overlap. To prevent Vehicle 2 from continuing to change lanes to the left or from suddenly changing lanes, causing unnecessary scrapes or friction, Vehicle 1 should avoid driving parallel to Vehicle 2. At this time, Vehicle 1 sounds its horn, or according to a predetermined scenario, the controller automatically controls the horn to respond, warning Vehicle 2 that a vehicle is approaching from the left rear and is very close, urging it not to cross the line or to return to the center of the lane according to the dashed line shown in the diagram. Vehicle 1 simultaneously decelerates to prevent Vehicle 2 from crossing the white line to the left or suddenly changing lanes into Vehicle 1's lane, thus increasing the danger level. This invention can be implemented when a tendency for collision, scrape, or friction is predicted (even if there is no collision, scrape, or friction at present).

[0440] Scene 6

[0441] refer to Figure 33 Vehicle 2 is located to the right (or left) of Vehicle 1, and is driving across the dashed line, occupying two lanes. The arrow indicates the driving direction. Vehicle 1's speed exceeds the target value and is greater than Vehicle 2's. Furthermore, from a top-down view, Vehicle 1 and Vehicle 2 overlap. To prevent Vehicle 2 from continuing to change lanes to the left, or to prevent Vehicle 2 from suddenly changing lanes and causing unnecessary scrapes or friction, Vehicle 1 should avoid driving alongside Vehicle 2. At this time, the horn should be pressed, or, according to a predetermined scenario, the controller should automatically control the horn to respond, warning Vehicle 2 of approaching vehicles and instructing it not to cross the line, or to return to the center of the lane according to the dashed line shown in the diagram, giving way to Vehicle 1. Vehicle 1 should then cooperate by slowing down to prevent Vehicle 2 from suddenly turning into its lane, thus increasing the danger level.

[0442] Scene 7

[0443] refer to Figure 34 3 is a green belt. The presence of 3 makes vehicles 1 and 2 invisible to each other. Vehicle 2 is located to the left (or right) of vehicle 1. At this time, since there is a T-junction ahead, vehicle 2's speed is ≤40km / h and it intends to turn left into the main road. Vehicle 1's speed exceeds the target value. Due to the lack of understanding of the traffic conditions ahead, during the safe period, the horn is pressed, or according to the predetermined scenario, the controller automatically controls the horn to respond and issue a warning, while simultaneously coordinating deceleration to pass safely.

[0444] Scene 8

[0445] refer to Figure 35Vehicles 3, 4, 5, and 6 are parked in their parking spaces on the side of the road, but they block the view of vehicles 1 and 2 that are moving. Vehicles 1 and 2 cannot see each other. Vehicle 2 is located to the right (or left) of vehicle 1, and vehicle 1's speed exceeds the target value. At this time, if the traffic situation ahead is unclear, during a safe period, vehicle 1 will press its horn, or according to a predetermined scenario, the controller will automatically control the horn to respond and issue a warning, while simultaneously slowing down.

[0446] Scene 9

[0447] refer to Figure 36 Vehicle 2 is located to the right (or left) of Vehicle 1, and Vehicle 2 has a tendency to merge from the side road into the main road. Vehicle 1 can see Vehicle 2, and Vehicle 1's speed exceeds the target value and is greater than that of Vehicle 2. At this time, Vehicle 1 presses its horn, or according to the predetermined scenario, the controller automatically controls the horn to respond, which can warn Vehicle 2 that there is a vehicle coming from the main road behind it and that it does not have the conditions to merge into the main road at the moment. At the same time, Vehicle 1 slows down slightly to prevent Vehicle 2 from forcibly changing lanes and to pass safely.

[0448] Scene 10

[0449] refer to Figure 37 When vehicle 2 is located to the right (or left) of vehicle 1, and vehicle 2 changes lanes at a large angle (the angle between the longitudinal plane of symmetry and the road dashed line exceeds 30 degrees), or directly changes lanes across two lanes along the dashed line path shown in the diagram, or when the driver of vehicle 1 judges that vehicle 2 is likely to change lanes based on its speed, vehicle 1 will sound its horn to warn the driver. Alternatively, according to a predetermined scenario, the controller will automatically control the horn to respond and coordinate deceleration. Simultaneously, vehicle 1 can brake as needed by applying the brake pedal, or automatically apply emergency braking when a predetermined scenario is reached to avoid a collision with vehicle 2. This is because the driver of vehicle 1 judges that there is a tendency to collide. The scenario of this invention can be implemented when such a tendency to collide, scrape, or rub is predicted (even if there is no collision, scrape, or rub at present).

[0450] Scene 11

[0451] refer to Figure 38Vehicle 2 is located to the left front (or right front) of Vehicle 1, and its speed is greater than that of Vehicle 1. The distance between Vehicle 2 and Vehicle 1 is less than one vehicle length. The arrow indicates the driving direction. Vehicle 3 is traveling in the same lane in front of Vehicle 2, but its speed is less than that of Vehicle 2. At this time, Vehicle 2 does not slow down but forcibly changes lanes into Vehicle 1's lane, i.e., it drives along the path shown by the dotted line in the diagram. For safety reasons, Vehicle 1 will sound its horn to warn Vehicle 2, or, according to a predetermined scenario, the controller will automatically control the horn to respond, warning Vehicle 2 of oncoming traffic and advising it not to cross the line to continue changing lanes until conditions permit. Vehicle 1 will then assist in slowing down. Additionally, Vehicle 2 can brake using its foot on the brake pedal as needed to avoid a collision with Vehicle 2.

[0452] Scene 12

[0453] refer to Figure 39 Vehicle 3 is located to the left front (or right front) of Vehicle 1. Vehicle 2 is slowly turning at the intersection. Both Vehicle 3 and Vehicle 1 are traveling at a certain speed, and Vehicle 1 can see the front of Vehicle 2 slowly turning through Vehicle 3. Vehicle 1 anticipates that during the turning process, a portion of Vehicle 2 (part of its body) may cross the white dashed line on the ground, i.e., drive along the path shown by the dashed line in the diagram, thus affecting its own driving passage. At this time, for safety reasons, Vehicle 1 sounds its horn, or according to a predetermined scenario, the controller automatically controls the horn to respond, warning Vehicle 2 to vehicles approaching from behind not to cross the line and continue turning until conditions are suitable. Vehicle 1 also assists by slowing down. Simultaneously, if necessary, the driver can use the brake pedal to brake to avoid a collision with Vehicle 2.

[0454] Scene 13

[0455] refer to Figure 40 Pedestrian 2, or multiple pedestrians, cross the road. Pedestrian 2 is located on the right (or left) side of vehicle 1. At this time, vehicle 1 needs to sound the horn to warn, or according to the predetermined scenario, the controller will automatically control the horn to respond and decelerate in coordination. At the same time, vehicle 1 can brake in time by stepping on the brake pedal as needed, or implement automatic emergency braking when the limited scenario is reached, in order to avoid collision with pedestrians.

[0456] Scene 14

[0457] refer to Figure 41 One or more pedestrians do not use the sidewalk and ride electric bikes slowly on the main road. Pedestrian 2 is in front of vehicle 1. Vehicle 1 needs to sound the horn to warn the pedestrian, or according to the predetermined scenario, the controller will automatically control the horn to respond and slow down. At the same time, vehicle 1 can brake in time by stepping on the brake pedal to avoid collision with the pedestrian.

[0458] The invention's application scenarios also include complex scenarios combining at least two of the aforementioned 14 scenarios, as well as other scenarios equivalent to the aforementioned 14 scenarios. In the aforementioned 14 scenarios and any complex scenarios combining them, as well as other scenarios equivalent to the aforementioned 14 scenarios, the scenario where the driver presses the horn switch and the horn responds can all be set as predetermined scenarios of this invention.

[0459] like Figure 27 As shown, this embodiment of the invention also provides a controller, including an input module 101, an output module 104, and a processor 102. The input module, the output module, the memory 103, and the processor are connected via a bus. The memory is used to store information data transmitted by the other modules.

[0460] The input module is used to receive audible warning signals and to acquire the current vehicle speed signal;

[0461] The output module is used to output an audible warning signal to the terminal device and an action signal to the vehicle braking system, according to the processor's instruction set.

[0462] The processor, upon receiving an audible warning signal, outputs a set of instructions to the output module to generate an audible warning, and coordinates the comparison between the current vehicle speed and the target value.

[0463] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to execute vehicle braking.

[0464] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0465] When the processor does not receive a signal from the input module to generate an audible warning, the processor stops outputting the instruction set to generate an audible warning to the output module and stops coordinating the vehicle speed judgment and comparison; at the same time, the output module stops outputting the signal to generate an audible warning to the terminal device.

[0466] In some embodiments, the controller includes an input module, an output module, and a processor, which are connected via a bus.

[0467] The input module is used to receive the input signal of the sound warning, obtain the current vehicle speed signal, and obtain the displacement signal of the foot pressing the brake pedal;

[0468] The output module is used to output audible warning signals to the terminal device, signals to the vehicle braking system to execute vehicle braking, and foot control signals according to the processor's instruction set.

[0469] The processor, upon receiving an audible warning signal, outputs a set of instructions to the output module to generate an audible warning, prioritizing the judgment of the displacement signal from the foot pressing the brake pedal.

[0470] If the pedal displacement is greater than 0, the processor outputs the instruction set for implementing foot-controlled braking to the output module;

[0471] If the pedal displacement is 0, the processor further compares and judges the current vehicle speed with the target value:

[0472] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to execute vehicle braking.

[0473] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0474] When the processor does not receive a signal from the input module to generate an audible warning, the processor stops outputting the instruction set to generate an audible warning to the output module and stops coordinating the vehicle speed judgment and comparison; at the same time, the output module stops outputting the signal to generate an audible warning to the terminal device.

[0475] In some embodiments, the controller includes an input module, an output module, and a processor, which are connected via a bus.

[0476] The input module is used to receive audible warning input signals, obtain current vehicle speed signals, and obtain input signals for limited scenarios;

[0477] The output module is used to output an audible warning signal to the terminal device according to the processor's instruction set, coordinate with the vehicle braking system to output a signal to execute vehicle braking, and output an emergency braking signal.

[0478] The processor, upon receiving an audible warning signal, outputs a set of instructions to the output module to generate an audible warning, and coordinates the comparison between the current vehicle speed and the target value.

[0479] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to perform vehicle braking with the first deceleration.

[0480] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0481] When the processor receives the input signal of the defined scenario, the processor outputs a set of instructions to the output module to perform vehicle braking with a second deceleration; at the same time, the output module outputs an emergency braking signal to the braking system.

[0482] When the processor does not receive a signal from the input module to generate an audible warning, the processor stops outputting the instruction set to generate an audible warning to the output module and stops coordinating the vehicle speed judgment and comparison; at the same time, the output module stops outputting the signal to generate an audible warning to the terminal device.

[0483] In some embodiments, the controller includes an input module, an output module, and a processor, which are connected via a bus.

[0484] The input module is used to acquire input signals for a predetermined scenario and to acquire the current vehicle speed signal;

[0485] The output module is used to output an audible warning signal to the terminal device and a signal to the vehicle braking system to execute vehicle braking, according to the processor's instruction set.

[0486] The processor, upon receiving a signal from a predetermined scenario, outputs a set of instructions to the output module to generate an audible warning, and coordinates the comparison and judgment of the current vehicle speed and the target value.

[0487] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to execute vehicle braking.

[0488] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0489] When the processor does not receive the signal of the predetermined scenario acquired by the input module, the processor stops outputting the instruction set for generating an audible warning to the output module and stops coordinating the comparison of vehicle speed; at the same time, the output module stops outputting the signal for generating an audible warning to the terminal device.

[0490] The pre-defined scenario is a scenario that the controller presets to generate an audible alert.

[0491] In some embodiments, the controller includes an input module, an output module, and a processor, which are connected via a bus.

[0492] The input module is used to acquire the current vehicle speed signal, the input signal of the predetermined scenario, and the displacement signal of the foot pressing the brake pedal;

[0493] The output module is used to output an audible warning signal to the terminal device according to the processor's instruction set, coordinate with the vehicle braking system to output a signal to execute vehicle braking, and output a foot control braking signal.

[0494] The processor, upon receiving an input signal from a predetermined scenario, outputs a set of instructions to the output module to generate an audible alert.

[0495] Furthermore, priority is given to judging the displacement signal of the foot pressing the brake pedal:

[0496] If the pedal displacement is greater than 0, the processor outputs the instruction set for foot-controlled braking to the output module; if the pedal displacement is 0, the processor further compares and judges the current vehicle speed with the target value.

[0497] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to execute vehicle braking.

[0498] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0499] When the processor does not receive the signal of the predetermined scenario acquired by the input module, the processor stops outputting the instruction set for generating an audible warning to the output module and stops coordinating the judgment and comparison of vehicle speed; at the same time, the output module stops outputting the signal for generating an audible warning to the terminal device.

[0500] In some embodiments, the controller includes an input module, an output module, and a processor, which are connected via a bus.

[0501] The input module is used to acquire input signals from predetermined scenarios and limited scenarios, as well as the current vehicle speed signal;

[0502] The output module is used to output audible warning signals to the terminal device according to the processor's instruction set, coordinate with the vehicle braking system to output signals to execute vehicle braking, and output emergency braking signals.

[0503] The processor, upon receiving an input signal from a predetermined scenario, outputs a set of instructions to the output module to generate an audible warning, and coordinates the comparison and judgment of the current vehicle speed and the target value.

[0504] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to perform vehicle braking with the first deceleration.

[0505] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0506] When the processor receives the input signal of the limited scenario, the processor outputs the instruction set to the output module to perform vehicle braking with the second deceleration, and stops coordinating the judgment and comparison of the current vehicle speed and the target value; at the same time, the output module outputs an emergency braking signal to the braking system.

[0507] When the processor does not receive the signal of the predetermined scenario acquired by the input module, the processor stops outputting the instruction set for generating an audible warning to the output module and stops coordinating the comparison of vehicle speed; at the same time, the output module stops outputting the signal for generating an audible warning to the terminal device.

[0508] The predetermined scenario is a scenario preset by the controller that can generate an audible alarm;

[0509] The limited scenario is a scenario preset by the controller that can generate emergency braking.

[0510] In some embodiments, the controller includes an input module, an output module, and a processor, which are connected via a bus.

[0511] The input module is used to acquire input signals for a predetermined scenario and to acquire the current vehicle speed signal;

[0512] The output module is used to output an audible warning signal to the terminal device and a signal to the vehicle braking system to execute vehicle braking, according to the processor's instruction set.

[0513] The processor, upon receiving a signal from a predetermined scenario, outputs a set of instructions to the output module to generate an audible warning, and coordinates the comparison and judgment of the current vehicle speed and the target value.

[0514] If the current vehicle speed is less than or equal to the first target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0515] If the current vehicle speed is greater than the first target value and less than or equal to the second target value, the processor will work together to output a set of instructions to the output module to implement braking with a third deceleration a3;

[0516] If the current vehicle speed is greater than the second target value, the processor will work with the output module to output a set of instructions to apply braking with the fourth deceleration a4;

[0517] When the processor does not receive the signal of the predetermined scenario acquired by the input module, the processor stops outputting the instruction set for generating an audible warning to the output module and stops coordinating the comparison of vehicle speed; at the same time, the output module stops outputting the signal for generating an audible warning to the terminal device.

[0518] The pre-defined scenario is a scenario that the controller presets to generate an audible alert.

[0519] In some embodiments, the controller includes an input module, an output module, and a processor, which are connected via a bus.

[0520] The input module is used to acquire the signal that generates the audible warning, the signal of the duration of the sound, and the current vehicle speed signal;

[0521] The output module is used to coordinate with the processor's instruction set to output signals to the vehicle braking system to execute vehicle braking.

[0522] The processor, upon receiving an input signal that generates an audible warning and a signal indicating the duration of the audible response, prioritizes comparing the duration with a set value. If the duration does not exceed the set value, it also collaboratively compares the current vehicle speed with the target value.

[0523] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to execute vehicle braking.

[0524] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0525] When the duration of the audible warning exceeds the set value, or when the processor does not receive the input signal that generated the audible warning, the collaborative comparison between the current vehicle speed and the target value will stop.

[0526] In some embodiments, the controller includes an input module, an output module, and a processor, which are connected via a bus.

[0527] The input module is used to acquire the signal that generates the audible warning and the current vehicle speed signal; the output module is configured to output the signal to execute vehicle braking to the vehicle braking system in coordination with the processor's instruction set.

[0528] The processor, upon receiving an input signal that generates an audible warning, coordinates a comparison between the current vehicle speed and the target value.

[0529] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to execute vehicle braking.

[0530] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0531] In addition, the processor compares the vehicle speed reduction value of the coordinated braking with a preset value. When the vehicle speed reduction value exceeds the preset value, the coordinated braking is stopped and the vehicle speed is judged and compared.

[0532] When the processor does not receive an input signal to generate an audible warning, it stops coordinating the comparison between the current vehicle speed and the target value.

[0533] In some embodiments, the controller includes an input module, an output module, and a processor, which are connected via a bus.

[0534] The input module is used to acquire signals from the predetermined scenario and the current vehicle speed signal;

[0535] The output module is used to output a signal that generates an audible warning to the terminal device and a signal that executes vehicle braking to the vehicle braking system, according to the processor's instruction set.

[0536] The processor, upon receiving input signals from a predetermined scenario, outputs a signal to the output module to generate an audible warning; and coordinates the comparison and judgment of the current vehicle speed and the target value.

[0537] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to execute vehicle braking.

[0538] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0539] At the same time, the processor will continuously output the duration of the audible warning to the output module and compare it with the set value. When the duration exceeds the set value, the processor will stop coordinating the judgment and comparison of the current vehicle speed.

[0540] When the processor does not receive the input signal for the predetermined scenario, it stops outputting the signal that generates an audible warning to the output module; it also stops coordinating the judgment and comparison of the current vehicle speed and the target value, and at the same time, the output module stops outputting the signal that generates an audible warning to the terminal device.

[0541] In some embodiments, the controller includes an input module, an output module, and a processor, which are connected via a bus.

[0542] The input module is used to acquire signals from the predetermined scenario and the current vehicle speed signal;

[0543] The output module is used to output a signal that generates an audible warning to the terminal device and a signal that executes vehicle braking to the braking system, according to the processor's instruction set.

[0544] The processor, upon receiving an input signal from a predetermined scenario, outputs a set of instructions to the output module to generate an audible warning, and coordinates the comparison and judgment of the current vehicle speed and the target value.

[0545] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to execute vehicle braking.

[0546] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0547] In addition, the processor compares the vehicle speed reduction value of the coordinated braking with a preset value. When the vehicle speed reduction value exceeds the preset value, the coordinated braking is stopped and the vehicle speed is judged and compared.

[0548] When the processor does not receive the signal of the predetermined scenario acquired by the input module, the processor stops outputting the instruction set for generating an audible warning to the output module and stops coordinating the judgment and comparison of vehicle speed; at the same time, the output module stops outputting the signal for generating an audible warning to the terminal device.

[0549] In some embodiments, the controller further includes a driver module;

[0550] The input module is also used to acquire signals from the driver module; the output module is also used to output signals to the driver module according to the processor's instruction set.

[0551] After the output module stops sending the signal that generates an audible warning to the terminal device, the processor determines the current vehicle speed and the target value:

[0552] If the current vehicle speed is greater than the target value, the processor will output the instruction set for restoring driving force to the output module after a delay time T; if the delay time is less than or equal to T, the processor will not output the instruction set for restoring driving force to the output module, and the output module will not output a signal to the drive module.

[0553] If the current vehicle speed is less than or equal to the target value, the processor outputs a set of instructions to the output module to restore driving force, and the output module outputs a signal to the drive module.

[0554] In some embodiments, the integrated controller includes an input module, an output module, a first processor, a second processor, and the input module, the output module, the first processor, and the second processor are connected via a bus.

[0555] The input module acquires the input signal of the predetermined scenario and the current vehicle speed signal;

[0556] The output module is configured to output an audible warning signal to the terminal device according to the instruction set of the first processor, and to output a signal to the vehicle braking system to execute vehicle braking according to the instruction set of the second processor.

[0557] When the first processor receives the signal of the predetermined scene acquired by the input module, it outputs a set of instructions to generate an audible warning to the output module. At the same time, the second processor works together to compare and judge the current vehicle speed with the target value.

[0558] If the current vehicle speed is greater than the target value, the second processor will work together to output a set of instructions to the output module to execute vehicle braking.

[0559] If the current vehicle speed is less than or equal to the target value, the second processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0560] When the first processor does not receive the signal of the predetermined scene acquired by the input module, the first processor stops outputting the instruction set for generating an audible warning to the output module, and the output module stops outputting the signal for generating an audible warning to the terminal device; at the same time, the second processor stops cooperating in judging and comparing vehicle speed.

[0561] The pre-defined scenario is a scenario that the controller presets to generate an audible alert.

[0562] In some embodiments, the controller includes an input module, an output module, and a processor, which are connected via a bus.

[0563] The input module is used to receive the input signal of the sound warning, obtain the current vehicle speed signal, and obtain the input signal of the second limited scenario;

[0564] The output module is used to output an audible warning signal to the terminal device according to the processor's instruction set, coordinate with the vehicle braking system to output a signal to execute vehicle braking, and output an automatic braking signal.

[0565] The processor, upon receiving an audible warning signal, outputs a set of instructions to the output module to generate an audible warning, and coordinates the comparison between the current vehicle speed and the target value.

[0566] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to perform vehicle braking with the first deceleration.

[0567] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0568] When the processor receives the input signal of the second defined scenario, the processor outputs a set of instructions to the output module to perform vehicle braking at the fifth deceleration; at the same time, the output module outputs an automatic braking signal to the braking system.

[0569] When the processor does not receive a signal from the input module to generate an audible warning, the processor stops outputting the instruction set to generate an audible warning to the output module and stops coordinating the vehicle speed judgment and comparison; at the same time, the output module stops outputting the signal to generate an audible warning to the terminal device.

[0570] The second limited scenario is a non-emergency braking scenario that is preset by the controller, unrelated to audible warnings, and capable of generating automatic braking.

[0571] In some embodiments, the controller includes an input module, an output module, and a processor, which are connected via a bus.

[0572] The input module is used to acquire input signals from the predetermined scenario and the second limited scenario, as well as the current vehicle speed signal;

[0573] The output module is used to output an audible warning signal to the terminal device according to the processor's instruction set, coordinate with the vehicle braking system to output a signal to execute vehicle braking, and output an automatic braking signal.

[0574] The processor, upon receiving an input signal from a predetermined scenario, outputs a set of instructions to the output module to generate an audible warning, and coordinates the comparison and judgment of the current vehicle speed and the target value.

[0575] If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to perform vehicle braking with the first deceleration.

[0576] If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking;

[0577] When the processor receives the input signal of the second limited scenario, the processor outputs the instruction set to the output module to perform vehicle braking at the fifth deceleration, and stops coordinating the judgment and comparison of the current vehicle speed and the target value; at the same time, the output module outputs the automatic braking signal to the braking system.

[0578] When the processor does not receive the signal of the predetermined scenario acquired by the input module, the processor stops outputting the instruction set for generating an audible warning to the output module and stops coordinating the comparison of vehicle speed; at the same time, the output module stops outputting the signal for generating an audible warning to the terminal device.

[0579] The predetermined scenario is a scenario preset by the controller that can generate an audible alarm;

[0580] The second limited scenario is a non-emergency braking scenario that is preset by the controller, unrelated to audible warnings, and capable of generating automatic braking.

[0581] This invention also provides a vehicle auxiliary deceleration system, comprising:

[0582] switch,

[0583] Vehicle braking system,

[0584] At least one wheel equipped with a braking system,

[0585] A terminal device capable of generating audible alerts.

[0586] A sensor used for real-time monitoring of vehicle speed;

[0587] And a controller, such as any of the above, capable of receiving audible warning signals and outputting a set of commands to the braking system.

[0588] When the switch is closed, or when the controller automatically closes the switch in any predetermined scenario, the terminal device outputs an audible warning response, and at the same time the controller controls the braking system to apply or stop applying the brakes to the vehicle; when the switch is open, or when the controller automatically opens the switch, the terminal device stops outputting the audible warning response, and at the same time the controller controls the braking system to stop applying the brakes to the vehicle.

[0589] This invention also provides a vehicle equipped with the aforementioned vehicle auxiliary deceleration system. When the vehicle is in motion, the vehicle auxiliary deceleration system can, when issuing an audible warning to vehicles and / or pedestrians ahead, coordinate with the onboard controller to perform corresponding vehicle deceleration operations.

[0590] This invention also provides a computer-readable storage medium storing computer-readable instructions, which, when invoked and executed by a processor, implement any of the aforementioned sound warning coordinated braking methods. All or part of the technical solution of this application can be embodied in the form of a software product, which is stored in a storage medium for storing computer software instructions used in the aforementioned methods.

[0591] The storage media include various media that can store program code, such as USB flash drives, portable hard drives, read-only memory, and random access memory.

[0592] This invention also provides a computer program that, when executed by a processor, implements any of the above-described sound warning coordinated braking methods.

[0593] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program. A computer program includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the flow or function according to the embodiments of this application is generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can store or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state drive), etc.

[0594] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for assisting vehicle deceleration through audible warnings, characterized in that, Includes the following steps: When the terminal device generates an audible warning, the controller works together to detect the vehicle's current speed and compare it with the target value: If the current vehicle speed is greater than the target value, the controller will output a braking signal to the braking system, and the braking system will apply the brakes to at least one wheel of the vehicle. If the current vehicle speed is less than or equal to the target value, the controller will not output a braking signal to the braking system. When the terminal device stops generating an audible warning response, the controller stops coordinating the determination and comparison of the current vehicle speed. The sound is configured to warn vehicles and / or pedestrians ahead; When the duration of a single audible warning response from the terminal device exceeds a set value, the controller stops coordinating the vehicle speed determination and comparison. And / or when the vehicle speed reduction value after a single coordinated braking action by the braking system exceeds a preset value, the controller stops coordinated braking and performs speed comparison. If the current vehicle speed is greater than the target value after the terminal device stops generating an audible warning: After a delay time T, the output signal of the driving force is restored. When the delay time is less than or equal to the given delay time T, the output signal of the driving force is blocked. If the current vehicle speed is less than or equal to the target value, the output signal for restoring driving force is released without delay. During coordinated braking, the controller disables the output signal of the driving force, and the brake lights respond; when coordinated braking stops, the output signal of the driving force is restored, and the brake lights stop responding.

2. The method for assisting vehicle deceleration through sound warning coordination control according to claim 1, characterized in that, When the terminal device generates an audible warning response, the controller first detects the displacement of the brake pedal: If the brake pedal displacement is greater than 0, continue to apply foot control. If the foot pedal displacement is 0, the controller performs a coordinated detection of the current vehicle speed and compares it with the target value: If the current vehicle speed is greater than the target value, the controller outputs a braking signal to the braking system, and the braking system applies braking to the vehicle with the first deceleration. If the current vehicle speed is less than or equal to the target value, the controller will not output a braking signal to the braking system. At the same time, when the controller is prompted to automatically control the braking system to perform emergency braking on the vehicle with a second deceleration through any limited scenario, the controller will automatically stop comparing and judging the vehicle speed in conjunction with the sound warning. The defined scenario is constructed to cause the controller to automatically output emergency braking.

3. The method for assisting vehicle deceleration through sound warning coordination control according to claim 2, characterized in that, The controller performs collaborative detection of the current vehicle speed and compares it with the first target value and the second target value: If the current vehicle speed is less than or equal to the first target value, the controller will not coordinate with the braking system to output a signal to perform braking. If the current vehicle speed is greater than the first target value and less than or equal to the second target value, the cooperative control braking system applies braking to at least one wheel of the vehicle with a third deceleration. If the current vehicle speed is greater than the second target value, the cooperative control braking system applies braking to at least one wheel of the vehicle with a fourth deceleration.

4. The method for assisting vehicle deceleration through sound warning coordination control according to claim 3, characterized in that, When an audible warning is issued and the current vehicle speed is greater than the target value, the controller disables the drive force output signal; when the audible warning stops responding or the current vehicle speed is less than or equal to the target value, the drive force output signal is restored.

5. The method for assisting vehicle deceleration through sound warning coordination control according to claim 1, characterized in that, When the first controller automatically outputs an audible warning command set to the terminal device under any predetermined scenario, the terminal device responds with an audible warning, and the second controller works in conjunction to determine and compare the current vehicle speed. If the current vehicle speed is greater than the target value, the second controller automatically coordinates to output a set of braking commands to the braking system, and the braking system applies braking to the vehicle. If the current vehicle speed is less than or equal to the target value, the second controller will not coordinate with the braking system to output a set of instructions to execute braking. And when the first controller automatically stops outputting the set of instructions for sound warning to the terminal device, the terminal device stops generating sound warning responses, and the second controller automatically stops cooperating in judging and comparing the current vehicle speed; The first controller and the second controller are connected by communication. The predetermined scenario is configured as a scenario preset by the first controller that can generate an audible warning.

6. The method for assisting vehicle deceleration through sound warning coordination control according to claim 2, characterized in that, The target speed is 40 km / h, the first deceleration a is 0.5 ≤ a ≤ 3 m / s2, and the terminal device is a horn.

7. The method for assisting vehicle deceleration through sound warning coordination control according to claim 1, characterized in that, When the controller automatically outputs a set of commands for sound alerts to the terminal device in any predetermined scenario, the terminal device generates a sound alert response. When the controller automatically stops outputting the set of commands for sound alerts to the terminal device, the terminal device stops generating sound alert responses; The predetermined scenario is configured as a scenario preset by the controller that can automatically generate an audible warning.

8. A method for controlling vehicle braking via audible warning, characterized in that, Includes the following steps: When the terminal device generates an audible warning, the controller works together to detect the current vehicle speed and compare it with the target value: If the current vehicle speed is greater than the target value, the controller outputs a braking signal to the braking system, and the braking system applies braking to the vehicle with the first deceleration. If the current vehicle speed is less than or equal to the target value, the controller will not coordinate with the braking system to output a braking signal. At the same time, when the controller is prompted to automatically control the braking system to perform emergency braking on the vehicle with a second deceleration through any limited scenario, the controller will automatically stop comparing and judging the vehicle speed in conjunction with the sound warning. When the terminal device does not generate an audible warning response, the controller stops coordinating the determination and comparison of the current vehicle speed; The sound is configured to warn vehicles and / or pedestrians ahead; The defined scenario is constructed to trigger the controller to automatically output emergency braking; when the duration of a single audible warning response from the terminal device exceeds a set value, the controller stops coordinating the comparison and judgment of vehicle speed. And / or when the vehicle speed reduction value after a single coordinated braking action by the braking system exceeds a preset value, the controller stops coordinated braking and performs speed comparison. If the current vehicle speed is greater than the target value after the terminal device stops generating an audible warning: After a delay time T, the output signal of the driving force is restored. When the delay time is less than or equal to the given delay time T, the output signal of the driving force is blocked. If the current vehicle speed is less than or equal to the target value, the output signal for restoring driving force is released without delay. During coordinated braking, the controller disables the output signal of the driving force, and the brake lights respond; when coordinated braking stops, the output signal of the driving force is restored, and the brake lights stop responding. The first deceleration a1 is 0.5 ≤ a1 ≤ 3 m / s2, the second deceleration a2 is 5 m / s2 ≤ a2, the target speed is 40 km / h, and the terminal device is a horn.

9. A method for assisting vehicle deceleration through audible warnings, characterized in that, Includes the following steps: When the terminal device generates an audible warning, the controller detects the current vehicle speed and compares it with the first target value: If the current vehicle speed is less than or equal to the first target value, the controller will not coordinate with the braking system to output a braking signal. If the current vehicle speed is greater than the first target value and less than or equal to the second target value, the controller coordinates with the braking system to apply braking to at least one wheel of the vehicle with a third deceleration. If the current vehicle speed is greater than the second target value, the controller coordinates with the braking system to apply braking to at least one wheel of the vehicle with a fourth deceleration. When the terminal device stops generating an audible warning response, the controller stops coordinating the determination and comparison of the current vehicle speed. The sound is configured to warn vehicles and / or pedestrians ahead; When the duration of a single audible warning response from the terminal device exceeds a set value, the controller stops coordinating the vehicle speed determination and comparison. And / or when the vehicle speed reduction value after a single coordinated braking action by the braking system exceeds a preset value, the controller stops coordinated braking and performs speed comparison. If the current vehicle speed is greater than the target value after the terminal device stops generating an audible warning: After a delay time T, the output signal of the driving force is restored. When the delay time is less than or equal to the given delay time T, the output signal of the driving force is blocked. If the current vehicle speed is less than or equal to the target value, the output signal for restoring driving force is released without delay. During coordinated braking, the controller disables the output signal of the driving force, and the brake lights respond; when coordinated braking stops, the output signal of the driving force is restored, and the brake lights stop responding. The first target speed is 40 km / h, the second target speed is 80 km / h, the third deceleration a3 is 0.5 ≤ a3 < 2 m / s², the fourth deceleration a4 is 2 ≤ a4 ≤ 3 m / s², and the terminal device is a horn.

10. A method for controlling vehicle braking via audible warning, characterized in that, Includes the following steps: When the terminal device generates an audible warning, the controller works together to detect the current vehicle speed and compare it with the target value: If the current vehicle speed is greater than the target value, the controller outputs a braking signal to the braking system, and the braking system applies braking to the vehicle with the first deceleration. If the current vehicle speed is less than or equal to the target value, the controller will not coordinate with the braking system to output a braking signal. At the same time, when any second-limited scenario prompts the controller to automatically control the braking system and apply the brakes to the vehicle at the fifth deceleration, the controller automatically stops comparing and judging the vehicle speed in conjunction with the audible warning. When the terminal device does not generate an audible warning response, the controller stops coordinating the determination and comparison of the current vehicle speed; The sound is configured to warn vehicles and / or pedestrians ahead; The second defined scenario is constructed as a non-emergency braking scenario that, unrelated to audible warnings, prompts the controller to automatically output the brakes. When the duration of a single audible warning response from the terminal device exceeds a set value, the controller stops coordinating the vehicle speed determination and comparison. And / or when the vehicle speed reduction value after a single coordinated braking action by the braking system exceeds a preset value, the controller stops coordinated braking and performs speed comparison. If the current vehicle speed is greater than the target value after the terminal device stops generating an audible warning: After a delay time T, the output signal of the driving force is restored. When the delay time is less than or equal to the given delay time T, the output signal of the driving force is blocked. If the current vehicle speed is less than or equal to the target value, the output signal for restoring driving force is released without delay. During coordinated braking, the controller disables the output signal of the driving force, and the brake lights respond; when coordinated braking stops, the output signal of the driving force is restored, and the brake lights stop responding.

11. A controller characterized by comprising: The method described in any one of claims 1 to 10 includes an input module, an output module, and a processor, wherein the input module, the output module, and the processor are connected via a bus. The input module is used to receive the input signal of the sound warning and to obtain the current vehicle speed signal; The output module is used to output an audible warning signal to the terminal device and an execution vehicle braking signal to the vehicle braking system according to the processor's instruction set. The processor is configured to, upon receiving an audible warning signal, output a set of instructions to the output module to generate an audible warning, and to collaboratively compare and determine the current vehicle speed with the target value. If the current vehicle speed is greater than the target value, the processor will work with the output module to output a set of instructions to execute vehicle braking. If the current vehicle speed is less than or equal to the target value, the processor will not coordinate with the output module to output the instruction set for executing vehicle braking; When the processor does not receive a signal from the input module to generate an audible warning, the processor stops outputting the instruction set for generating an audible warning to the output module and stops coordinating the vehicle speed judgment and comparison; at the same time, the output module stops outputting the signal for generating an audible warning to the terminal device.

12. A controller as described in any one of claims 11, characterized in that, It also includes a driver module; The input module is also used to acquire signals from the driver module; the output module is also used to output signals to the driver module according to the processor's instruction set. After the output module stops sending the signal that generates an audible warning to the terminal device, the processor determines the current vehicle speed and the target value: If the current vehicle speed is greater than the target value, the processor will output the instruction set for restoring driving force to the output module after a delay time T; if the delay time is less than or equal to T, the processor will not output the instruction set for restoring driving force to the output module, and the output module will not output a signal to the drive module. If the current vehicle speed is less than or equal to the target value, the processor outputs a set of instructions to the output module to restore driving force, and the output module outputs a signal to the drive module.

13. An integrated controller characterized by, The method described in any one of claims 1 to 10 includes an input module, an output module, a first processor, and a second processor, wherein the input module, the output module, the first processor, and the second processor are connected via a bus. The input module acquires the input signal of the predetermined scenario and the current vehicle speed signal; The output module is configured to output an audible warning signal to the terminal device according to the instruction set of the first processor, and to output a signal to the vehicle braking system to execute vehicle braking according to the instruction set of the second processor. When the first processor receives a signal from the predetermined scene acquired by the input module, it outputs a set of instructions to generate an audible warning to the output module. Simultaneously, the second processor coordinates to compare and determine the current vehicle speed with the target value. If the current vehicle speed is greater than the target value, the second processor will work together to output a set of instructions to the output module to execute vehicle braking. If the current vehicle speed is less than or equal to the target value, the second processor will not coordinate with the output module to output the instruction set for executing vehicle braking; When the first processor does not receive the signal of the predetermined scene acquired by the input module, the first processor stops outputting the instruction set for generating an audible warning to the output module, and the output module stops outputting the signal for generating an audible warning to the terminal device; at the same time, the second processor stops cooperating in judging and comparing vehicle speed. The predetermined scenario is a scenario preset by the controller that can generate an audible warning.

14. A vehicle auxiliary deceleration system, characterized in that, include: switch, Vehicle braking system, At least one wheel equipped with a braking system, A terminal device capable of generating audible alerts. A sensor used for real-time monitoring of vehicle speed; And a controller as described in any one of claims 11 to 13 that receives audible warning signals and outputs a set of commands to the braking system. When the switch is closed, or when the controller automatically closes the switch in any predetermined scenario, the terminal device outputs an audible warning response, and at the same time the controller controls the braking system to apply or stop applying the brakes to the vehicle; when the switch is open, or when the controller automatically opens the switch, the terminal device stops outputting the audible warning response, and at the same time the controller controls the braking system to stop applying the brakes to the vehicle.

15. A vehicle, characterized in that, Equipped with the vehicle auxiliary deceleration system as described in claim 14, when the vehicle is in motion, the vehicle auxiliary deceleration system can, with the aid of the onboard controller, coordinate to perform the corresponding vehicle deceleration operation when issuing an audible warning to vehicles and / or pedestrians ahead.

16. A computer-readable storage medium, characterized in that, computer readable instructions, which when invoked and executed by a processor implement the method of any one of claims 1 to 10.

17. A computer program product, characterised in that, including the computer program, the computer program, when executed by a processor, implements the method of any one of claims 1 to 10.

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