Vehicle collision avoidance control method, controller, vehicle, and medium

Abstract

The application discloses a vehicle anti-collision control method, a controller, a vehicle and a medium, and relates to the technical field of vehicle control, in particular to a vehicle anti-collision control method, a controller, a vehicle and a medium.The method comprises the following steps: acquiring first collision information when a vehicle is running, wherein the first collision information comprises a first collision direction, a first collision time and a first running speed; when the first collision time is less than or equal to a first time threshold, acquiring at least two preset control curves corresponding to the first collision direction, and determining a first anti-collision control curve from all the preset control curves according to the first running speed; and controlling the vehicle to execute a first anti-collision strategy according to the first anti-collision control curve.The application can not only reduce or avoid front and rear collision accidents at the same time, but also can accelerate or brake by using different first anti-collision control curves according to different first collision information when the vehicle is running, so that the comfort of passengers in the vehicle is improved, the safety of the vehicle is ensured, and the user experience is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle anti-collision technology, and in particular to a vehicle anti-collision control method, a controller, a vehicle and a medium. BACKGROUND

[0002] At present, with the rapid economic development, the living standards of residents are improved, and the number of cars is increasing, while the rate of collision accidents is also high, which seriously affects economic development and social stability.

[0003] In the prior art, there are some anti-collision systems designed to reduce collision accidents, but the anti-collision systems in the prior art usually only consider the collision situation in front of the vehicle, and cannot reduce or avoid rear collision accidents; at the same time, the anti-collision systems in the prior art often take the same anti-collision measures for different degrees of collision, so that the process of triggering the anti-collision measures under different vehicle parameters (such as different vehicle speed states) brings poor experience to the passengers in the vehicle. SUMMARY

[0004] The embodiments of the present application provide a vehicle anti-collision control method, a controller, a vehicle and a medium to solve the problem that the anti-collision system in the prior art often takes the same anti-collision measures for different degrees of collision, which brings poor experience to the passengers in the vehicle.

[0005] A vehicle anti-collision control method, comprising:

[0006] obtaining first collision information when the vehicle is driving, wherein the first collision information includes a first collision direction, a first collision time and a first driving speed;

[0007] when the first collision time is less than or equal to a first time threshold, obtaining at least two preset control curves corresponding to the first collision direction, and determining a first anti-collision control curve from all the preset control curves according to the first driving speed;

[0008] controlling the vehicle to execute a first anti-collision strategy according to the first anti-collision control curve.

[0009] A controller for executing the above-mentioned vehicle anti-collision control method.

[0010] A vehicle comprising a control system and the above-mentioned controller, wherein the control system comprises a vehicle braking system and a driving motor, both of which are in communication connection with the controller.

[0011] A computer-readable storage medium storing a computer program, wherein the computer program is executed by a processor to implement the above-mentioned vehicle anti-collision control method.

[0012] The vehicle anti-collision control method, controller, vehicle and medium described above, the vehicle anti-collision control method comprises: obtaining first collision information when the vehicle is running, the first collision information comprising a first collision direction, a first collision time and a first running speed; when the first collision time is less than or equal to a first time threshold, obtaining at least two preset control curves corresponding to the first collision direction, and determining a first anti-collision control curve from all the preset control curves according to the first running speed; and controlling the vehicle to execute a first anti-collision strategy according to the first anti-collision control curve.

[0013] The vehicle anti-collision control method of the present application can determine a first anti-collision control curve from at least two preset control curves corresponding to the first collision direction according to the current first running speed of the vehicle when the first collision time is less than the first time threshold. In this way, the first anti-collision strategy in the present application actually needs to be determined according to the first collision direction (both the front direction of the vehicle and the rear direction of the vehicle are considered), the first collision time and the first running speed. In this way, not only can the front and rear collision accidents be reduced or avoided at the same time, but also different first anti-collision control curves can be selected corresponding to different first collision information, and then the vehicle is controlled to execute different first anti-collision strategies according to the first anti-collision control curve. In this way, different first anti-collision control curves can be used to accelerate or brake for different first collision information when the vehicle is running, the execution of the first anti-collision strategy with appropriate strength and weakness is realized, the comfort of the passengers in the vehicle is improved, the possibility of the passengers falling down is reduced, the safety of the vehicle is ensured, and the user experience is improved. BRIEF DESCRIPTION OF DRAWINGS

[0014] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the description of the embodiments of the present application. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0015] Figure 1 is a flow chart of the vehicle anti-collision control method in an embodiment of the present application;

[0016] Figure 2 is a structural schematic diagram of the vehicle in an embodiment of the present application;

[0017] Figure 3 is a schematic diagram of the preset control curve in an embodiment of the present application;

[0018] Figure 4 is a schematic diagram of the braking control curve in an embodiment of the present application;

[0019] Figure 5 is a schematic diagram of an acceleration control curve in an embodiment of the present application;

[0020] Figure 6 is a schematic diagram of a braking control curve in another embodiment of the present application;

[0021] Figure 7 is a schematic diagram of an acceleration control curve in another embodiment of the present application;

[0022] Figure 8 is a schematic diagram of a controller in an embodiment of the present application.

[0023] The reference signs in the description are as follows:

[0024] 1, controller; 11, collision mitigation unit; 12, vehicle CAN; 13, electronic brake control unit; 14, drive motor control unit; 2, preset sensing module; 21, first sensing unit; 211, forward camera module; 212, forward sound wave radar; 22, second sensing unit; 221, rear camera module; 222, rear sound wave radar; 3, preset warning device; 31, alarm light; 32, preset display screen; 33, preset sound device; 4, control system; 41, vehicle braking system; 42, drive motor. DETAILED DESCRIPTION

[0025] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some of the embodiments of the present application, but not all the embodiments of the present application. Based on the embodiments in the present application, all the other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of protection of the present application.

[0026] In an embodiment, as shown in Figure 1 and Figure 2 , a vehicle anti-collision control method is provided, comprising the following steps:

[0027] S10: obtaining first collision information when the vehicle is running, wherein the first collision information comprises a first collision direction, a first collision time (time to collision: TTC) and a first running speed; wherein the vehicle running data refers to various running parameters of the vehicle in the running process, such as speed, acceleration, surrounding obstacle information, etc.; further, the step S10, i.e. the first collision information when the vehicle is running, comprises: obtaining the vehicle running data through a preset perception module 2, and determining the first collision information according to the vehicle running data; the preset perception module 2 comprises a first perception unit 21 arranged in front of the vehicle and a second perception unit 22 arranged behind the vehicle; the vehicle running data comprises image information and radar information obtained by the first perception unit 21 and the second perception unit 22. As shown in Figure 2 the first perception unit 21 in the preset perception module 2 comprises but is not limited to a front-facing camera module 211 (such as a front-facing camera, used to collect image information in front of the vehicle) and a front-facing acoustic radar 212 (used to collect radar information in front of the vehicle, such as the sound wave returned after encountering an obstacle) arranged in front of the vehicle (near the vehicle head); the second perception unit 22 in the preset perception module 2 comprises but is not limited to a rear-facing camera module 221 (such as a rear-facing camera, used to collect image information behind the vehicle) and a rear-facing acoustic radar 222 (used to collect radar information behind the vehicle, such as the sound wave returned after encountering an obstacle) arranged behind the vehicle (near the vehicle tail); the image information and radar information obtained by the first perception unit 21 and the second perception unit 22; further, the image information and radar information are analyzed by the collision mitigation unit 11 in the controller 1 to determine that the collision threat comes from the front or rear of the vehicle, and the first collision information is obtained; at this time, the first collision direction in the first collision information is used to represent which direction the collision threat comes from (such as the front of the vehicle or the rear of the vehicle), the first collision time is used to represent how long the collision will occur after, and the first running speed refers to the current running speed of the vehicle, Figure 2 the collision mitigation unit 11 in the controller 1 can obtain the first running speed of the vehicle through the whole vehicle CAN (controller 1 area network, Controller Area Network) 12 network.

[0028] S20: when the first collision time is less than or equal to a first time threshold, obtaining at least two preset control curves corresponding to the first collision direction, and determining a first anti-collision control curve from all the preset control curves according to the first running speed; wherein the first time threshold can be set according to requirements, such as 2-4 seconds, preferably 3.8 seconds; in this embodiment, Figure 2The collision mitigation unit 11 shown in FIG. 1 processes the image information and radar information transmitted by the preset perception module 2, determines the first collision information corresponding to the vehicle that needs to be prevented from collision, and then takes different levels of anti-collision measures according to the first collision time. For example, as shown in Figure 2 The collision mitigation unit 11 shown in FIG. 1 determines that the first collision time is less than or equal to the first time threshold, and then, as shown in Figures 3 to 5 different first driving speeds of the vehicle, instructs the electronic brake control unit 13 or the drive motor control unit 14 through the vehicle CAN 12 network to control the control system 4 (including the vehicle brake system 41 which can be controlled by the electronic brake control unit 13 and the drive motor 42 which can be controlled by the drive motor control unit 14, and the drive motor 42 can refer to the drive motor 42 in the vehicle power system), and then executes the first anti-collision strategy mentioned below through the control system 4 to adapt to different needs of the change in vehicle speed. Therefore, in this embodiment, a plurality of preset control curves (including the brake control curve shown in Figure 4 and the acceleration control curve shown in Figure 5 ) in parallel relationship are designed, and different preset control curves (i.e. first anti-collision control curves) are executed according to different vehicle working conditions (different first driving speeds are used to obtain different preset control speeds as the first anti-collision control curve when the first collision time is less than or equal to the first time threshold), which can significantly improve the comfort of passengers in the vehicle and effectively avoid the braking or acceleration force exceeding the current needs, causing the passengers to fall down because of the sudden braking or acceleration.

[0029] In an embodiment, after the step S10, i.e. after the first collision information of the vehicle driving is obtained, the collision warning operation is executed by the preset warning device 3 when the first collision time is less than or equal to the second time threshold and greater than the first time threshold; and the first time threshold is less than the second time threshold. The second time threshold can be set according to the needs, for example, 0.5-1 second more than the first time threshold, for example, when the first time threshold is 3.8 seconds, the second time threshold is 4.4 seconds. In this embodiment, as shown in Figure 2 The collision mitigation unit 11 shown in FIG. 1 determines the first collision information corresponding to the vehicle that needs to be prevented from collision, and if the first collision time is less than or equal to the second time threshold and greater than the first time threshold, it means that the first collision time of the collision threat encountered by the vehicle is long enough, at which time the driver can be directly warned and the collision can be avoided by the driver's own operation. Therefore, the collision mitigation unit 11 instructs the preset warning device 3 to perform the collision warning operation through the vehicle CAN 12 network.

[0030] Further, the collision warning operation performed by the preset warning device 3 comprises: causing the warning light 31 installed on the vehicle to light up according to the light warning parameter associated with the collision warning operation; that is, in this embodiment, the warning can be performed by the light of the warning light 31 in the preset warning device 3, and the light warning parameter associated with the collision warning operation can be set according to requirements. The light warning parameter can be different light colors, flashing frequencies, brightnesses, etc.

[0031] Further, the collision warning operation performed by the preset warning device 3 comprises: causing the preset display screen 32 installed on the vehicle to display warning information including the first collision information; that is, in this embodiment, the warning information can be displayed on the display interface of the preset display screen 32 in the preset warning device 3 to perform the warning, and the warning information can include all or part of the first collision information, but can also include other information. Again, the display mode of the warning information can be set according to user requirements.

[0032] Further, the collision warning operation performed by the preset warning device 3 comprises: causing the preset sound device 33 installed on the vehicle to play a warning sound according to the sound warning parameter associated with the collision warning operation. That is, in this embodiment, the warning can be performed by the warning sound played by the preset sound device 33 in the preset warning device 3, wherein the warning sound can be a prompt tone broadcast by a human voice, or a siren sound; the sound warning parameter associated with the collision warning operation can be set according to requirements, and the sound warning parameter includes but is not limited to the playing content, tone, and volume of the sound.

[0033] S30: controlling the vehicle to perform a first anti-collision strategy according to the first anti-collision control curve. In this embodiment, the vehicle control system 4 (including but not limited to the vehicle braking system 41 or the power system with the driving motor 42) can be used to control the vehicle to perform the first anti-collision strategy according to the first anti-collision control curve, which can significantly improve the comfort of passengers in the vehicle, effectively avoid the situation that the braking or acceleration force exceeds the current needs, and cause the passengers to fall down due to the excessive braking or acceleration, thereby improving the reliability of the anti-collision strategy in relieving the collision.

[0034] The vehicle anti-collision control method in the above-mentioned embodiments of the present application, when the first collision time is less than the first time threshold, a first anti-collision control curve is determined from at least two preset control curves corresponding to the first collision direction according to the current first driving speed of the vehicle. In this way, the first anti-collision strategy in the present application actually needs to be determined according to the first collision direction (both the front direction of the vehicle and the rear direction of the vehicle are considered), the first collision time and the first driving speed. In this way, not only can the front and rear collision accidents be reduced or avoided at the same time, but also different first anti-collision control curves can be selected when corresponding to different first collision information, and then the vehicle can be controlled to execute different first anti-collision strategies according to the first anti-collision control curve. In this way, different first anti-collision control curves can be used to accelerate or brake for different first collision information when the vehicle is driving, the execution of the first anti-collision strategy with appropriate strength and weakness is realized, the comfort of the passengers in the vehicle is improved, the possibility of the passengers falling down is reduced, the safety of the vehicle is ensured, and the user experience is improved. The vehicle anti-collision control method of the present application is suitable for various types of vehicles such as city buses, trucks, special vehicles and special vehicles. The specific scheme of the present application can be transformed according to the characteristics of the use conditions of the selected vehicle type, has high flexibility and is widely applicable.

[0035] Understandably, in an embodiment, the first anti-collision control curve includes at least two control segments arranged in sequence and continuously according to control time; each control segment corresponds to an acceleration; and the step S30, i.e., the controlling the vehicle to execute the first anti-collision strategy according to the first anti-collision control curve, includes: controlling the vehicle to drive with the acceleration corresponding to each control segment in sequence according to the control time. That is, in this embodiment, the control time length corresponding to each control segment can be equal or unequal, for example, Figure 3 A1, A2, A3 and B shown in FIG. 1 are different four control segments arranged in sequence and continuously according to control time. Figure 3 In the embodiment shown in FIG. 1, if the vehicle drives according to the first anti-collision control curve, it first drives with the acceleration corresponding to the A1 control segment from 0 time, drives with the acceleration corresponding to the A2 control segment after entering the A2 control segment from the A1 control segment, drives with the acceleration corresponding to the A3 control segment after entering the A2 control segment from the A2 control segment, and drives with the acceleration corresponding to the B control segment after entering the B control segment from the A3 control segment. The duration of the B control segment is T, and the above-mentioned T value is not limited, so the T value can refer to the time from entering the B control segment to receiving a stop instruction or the time point when the vehicle stops running.

[0036] Understandably, in an embodiment, as shown in Figure 3 The first anti-collision control curve includes at least two first control segments arranged in sequence and continuously according to control time.Figure 3 A1, A2, A3 shown in FIG. 1 are three different first control segments and a second control segment (B) arranged in sequence according to control time; Figure 3 B shown in FIG. 1 is the second control segment; the control time length of each first control segment can be set to be unequal or equal (for example, in Figure 3 In FIG. 1, the control time length is Δt, and the control time lengths of the first control segments are equal, that is, Δt = t1-0 = t2-t1 = t3-t2; it can be understood that the control time length Δt can refer to the braking time length Δt1 or the acceleration time length Δt2 mentioned below); each first control segment corresponds to a first acceleration (for example, Figure 3 A1, A2, A3 in FIG. 1 correspond to different first accelerations); in sequence according to control time, the first accelerations corresponding to the first control segments decrease in turn (for example, Figure 3 The different first accelerations corresponding to A1, A2, A3 in FIG. 1 gradually decrease); the second control segment corresponds to a second acceleration, and the second acceleration is less than all the first accelerations ( Figure 3 The second acceleration corresponding to B in FIG. 1 is less than the first acceleration corresponding to A3); that is, if Figure 3 As shown in FIG. 1, if it is a first anti-collision control curve, in the process of controlling the vehicle to execute the first anti-collision strategy according to the first anti-collision control curve, before receiving the suspension instruction, the vehicle will first decelerate according to the first first acceleration corresponding to A1 segment ( Figure 3 The first accelerations shown in FIG. 1 are all less than zero); and the duration is the control time length Δt, then in turn according to the second first acceleration and the third first acceleration corresponding to A2 and A3 segments, and the duration is also the control time length Δt. Then, after the vehicle runs for three control time lengths Δt corresponding to 0-t3 segment, it will decelerate according to the second acceleration corresponding to B segment ( Figure 4 The second acceleration shown in FIG. 1 is less than zero); and the duration is T, which is not limited, and can continue until the suspension instruction is received or the vehicle stops running. It can be understood that the braking control curve and the acceleration braking curve mentioned below can be the first anti-collision control curve, so each braking control curve or acceleration braking curve has the above characteristics.

[0037] In an embodiment, the first collision direction includes a front direction of the vehicle; the preset control curve includes at least two braking control curves corresponding to the front direction of the vehicle; each braking control curve corresponds to a first speed range; that is, when it is predicted that a collision will occur in front of the vehicle, such as Figure 4As shown, a11 (first braking control curve), a12 (second braking control curve), and a13 (third braking control curve) are three braking control curves, wherein each braking control curve includes at least two first control segments ( Figure 4 There are three first control segments, corresponding to the 0-t11 segment, the t11-t12 segment and the t12-t13 segment) and one second control segment (corresponding to the T1 segment); the control durations corresponding to the first control segments can be set to be unequal or equal (in Figure 4 In the embodiment, the control durations corresponding to the first control segments are equal, and the control duration Δt refers to the first braking duration Δt11, Δt11=t11-0=t12-t11=t13-t12); wherein, corresponding to the same first braking duration, the acceleration corresponding to each braking control curve (the acceleration at this time is a negative value) will be different, for example, in the case corresponding to Figure 4 In the braking time range of 0-t11, a11>a12>a13; similarly, in the case of Figure 4 The braking time range of t11-t12 (or corresponding to Figure 4 The braking duration range of t12-t13, or corresponding to Figure 4 Within the braking duration range of T1, a11>a12>a13 are all established.

[0038] Furthermore, in step S20, obtaining at least two preset control curves corresponding to the first collision orientation and determining a first collision avoidance control curve from all the preset control curves according to the first driving speed includes:

[0039] When the first collision orientation is the vehicle's front orientation, the first speed range of all the braking control curves corresponding to the vehicle's front orientation is obtained; that is, each braking control curve corresponds to a first speed range, and the first speed range is set according to demand. However, when corresponding to the same braking duration, since the acceleration corresponding to each braking control curve will be different, the greater the absolute value of the acceleration corresponding to the braking control curve, the greater the speed value in the corresponding first speed range will also be; that is, when the threat comes from the front of the vehicle, the vehicle needs to be slowed down to reduce the severity of the impact, and the greater the current first driving speed, the greater the absolute value of the acceleration required for the vehicle to decelerate will also be, so that deceleration can be achieved as quickly as possible. In a specific embodiment, Figure 2The first speed range corresponding to the first brake control curve a11 in the first speed range table is greater than 10 Km / h and less than or equal to 25 Km / h; the first speed range corresponding to the second brake control curve a12 is greater than 25 Km / h and less than or equal to 45 Km / h; and the first speed range corresponding to the third brake control curve a13 is greater than 45 Km / h and less than a first preset speed threshold (the first preset speed threshold is set to a value greater than 45 Km / h according to requirements).

[0040] The first speed range to which the first driving speed belongs is determined, and the brake control curve corresponding to the determined first speed range is determined as the first anti-collision control curve. Understandably, in the embodiment, in the first speed range table shown in Figure 2 The collision mitigation unit 11 shown in first determines which of the three first speed ranges corresponding to the first brake control curve a11, the second brake control curve a12 and the third brake control curve a13 the first driving speed belongs to. Understandably, in the above specific first speed range, if the first driving speed does not belong to any of the first speed ranges, for example, the first driving speed is less than or equal to 10 Km / h, at this time, it is considered that the vehicle speed is already low enough, and it has less space for deceleration by braking, so it is not necessary to control the vehicle to execute the first anti-collision control strategy through the first anti-collision control curve in the present application, but can drive the vehicle to perform an avoidance operation according to other image information or radar information (determining where in the surroundings of the vehicle there is an avoidance space without obstacles) perceived by the preset perception module 2, such as shifting towards the avoidance space without obstacles. For example, the first driving speed is greater than the first preset speed threshold, at this time, it is considered that the vehicle speed is too high, and it is also impossible to control the vehicle to execute the first anti-collision control strategy through the first anti-collision control curve in the present application, but needs to control the vehicle brake system 41 to directly output the maximum brake torque for emergency braking. Understandably, in this embodiment, in the first speed range table shown in Figure 6 After the collision mitigation unit 11 determines the first speed range to which the first driving speed belongs and determines the brake control curve corresponding to the determined first speed range as the first anti-collision control curve, the collision mitigation unit 11 instructs the electronic brake control unit 13 to control the vehicle brake system 41 through the vehicle CAN 12 network, and then executes the first anti-collision strategy through the vehicle brake system 41 to reduce the vehicle speed and avoid a collision in front of the vehicle.

[0041] Further, when the first collision direction is the front direction of the vehicle, the first anti-collision control curve is the brake control curve corresponding to the front direction of the vehicle; as Figure 4 The change trend of each brake control curve from 0 time to t14 time can refer to the embodiment shown in Figure 6 The change trend of each brake control curve from 0 time to t14 time can refer to the embodiment shown in Figure 6In an embodiment, the brake control curve further comprises at least one third control section sequentially and continuously arranged after the second control section Figure 6 The third control section shown in the embodiment comprises three sections, i.e., t14-t15, t15-t16 and the time period after t16; the control time length of each third control section can be set to be unequal or equal, and in the embodiment, the control time length of each third control section is set to be unequal Figure 6 In the embodiment, the control time length Δt of each third control section refers to the second brake time length Δt12, wherein Δt12 can be t15-t14, t16-t15 or the difference between the time point when the vehicle receives the suspension instruction and t16; wherein, the acceleration (negative value) corresponding to each brake control curve will be different when corresponding to the same second brake time length, and in the embodiment, the acceleration corresponding to each brake control curve is different when corresponding to the same second brake time length Figure 6 In the embodiment, the acceleration a11>a12>a13 corresponding to each third control section is true within the brake time length range (i.e., the second brake time length) of each third control section. Further, each third control section corresponds to a third acceleration; in sequence of control time, the absolute value of the third acceleration corresponding to each third control section gradually decreases; and the absolute value of the second acceleration is greater than the absolute value of all third accelerations. That is, as shown in the embodiment, in order to avoid the discomfort of passengers during emergency braking, a process of gradually reducing the absolute value of acceleration corresponding to the third control section can be added in the brake control curve, so that Figure 6 Figure 5 As shown in the embodiment, each brake control curve presents a "V" shape in which the absolute value of acceleration first decreases and then increases.

[0042] In an embodiment, the first collision direction comprises a rear direction of the vehicle; the preset control curve comprises at least two acceleration control curves corresponding to the rear direction of the vehicle; each acceleration control curve corresponds to a second speed range; that is, when a collision is predicted to occur at the rear of the vehicle, as shown in the embodiment, a21 (first acceleration control curve), a22 (second acceleration control curve) and a23 (third acceleration control curve) are three acceleration control curves, wherein each acceleration control curve comprises at least two first control sections (0-t21, t21-t22 and t22-t23) and a second control section (T2) sequentially and continuously arranged in sequence of control time (acceleration time) Figure 4 Figure 5 In the embodiment, the first control section comprises three sections, i.e., 0-t21, t21-t22 and t22-t23; the control time length of each first control section can be set to be unequal or equal (i.e., in the embodiment, the control time length of each first control section is set to be unequal Figure 5 ​​In the embodiment, the control durations corresponding to the first control sections are equal, and the control duration Δt refers to the first acceleration duration Δt21, Δt21=t21-0=t22-t21=t23-t22); wherein, corresponding to the same first acceleration duration, the acceleration corresponding to each acceleration control curve (the acceleration at this time is a positive value) will be different, for example, in the case corresponding to Figure 5 In the acceleration time range of 0-t21, a23>a22>a21; similarly, in the case of Figure 5 The acceleration time range of t21-t22 (or corresponding to Figure 5 The acceleration time range of t22-t23, or corresponding to Figure 5 Within the acceleration time range of T2, a23>a22>a21 all hold true.

[0043] Furthermore, in step S20, obtaining at least two preset control curves corresponding to the first collision orientation and determining a first collision avoidance control curve from all the preset control curves according to the first driving speed includes:

[0044] When the first collision orientation is the rear orientation of the vehicle, the second speed range of all the acceleration control curves corresponding to the rear orientation of the vehicle is obtained; that is, each acceleration control curve corresponds to a second speed range, and the second speed range is set according to demand, but when corresponding to the same acceleration duration, since the acceleration corresponding to each acceleration control curve will be different, the greater the absolute value of the acceleration corresponding to the acceleration control curve, the greater the speed value in the corresponding second speed range will also be; that is, when the threat comes from behind the vehicle, the vehicle needs to be accelerated to achieve the purpose of reducing the impact intensity, and the smaller the current first driving speed, the greater the absolute value of the acceleration required for vehicle acceleration (that is, the acceleration) will be, so that the acceleration can be completed as quickly as possible. In a specific embodiment, Figure 2 The second speed range corresponding to the first acceleration control curve a23 is greater than 10Km / h and less than or equal to 25Km / h; the second speed range corresponding to the second acceleration control curve a22 is greater than 25Km / h and less than or equal to 45Km / h; the second speed range corresponding to the third acceleration control curve a21 is greater than 45Km / h and less than the second preset speed threshold (the second preset speed threshold is set to a value greater than 45Km / h according to demand).

[0045] Determine the second speed range to which the first driving speed belongs, and determine the acceleration control curve corresponding to the determined second speed range as the first anti-collision control curve. Figure 2The collision mitigation unit 11 shown in FIG1 first determines to which of the three second speed ranges corresponding to the first acceleration control curve a21, the second acceleration control curve a22, and the third acceleration control curve a23 the first driving speed belongs. It is understood that within the aforementioned specific second speed ranges, if the first driving speed does not fall within any of the second speed ranges, for example, if the first driving speed is less than or equal to 10 km / h, the vehicle is deemed too slow and requires maximum acceleration to avoid danger from behind. In this case, the first collision avoidance control curve of the present invention cannot be used to control the vehicle to execute the first collision avoidance control strategy. Instead, the drive motor 42 of the power system must be controlled to directly output maximum torque for acceleration. For another example, if the first driving speed exceeds a second predetermined speed threshold, the vehicle is deemed too fast. Continued acceleration could easily lead to other traffic accidents. Therefore, the first collision avoidance control curve of the present invention is not required to control the vehicle to execute the first collision avoidance control strategy. Instead, the vehicle can be driven to perform an evasive maneuver, such as moving toward the obstacle-free avoidance space, based on other image information or radar information sensed by the preset sensing module 2 (determining where there is an obstacle-free avoidance space around the vehicle). It is understandable that in this embodiment, Figure 7 The collision mitigation unit 11 shown in the figure determines the second speed range to which the first driving speed belongs, and determines the acceleration control curve corresponding to the determined second speed range as the first anti-collision control curve. Then, the collision mitigation unit 11 instructs the drive motor control unit 14 to control the drive motor 42 through the vehicle CAN12 network, and then executes the first anti-collision strategy through the drive motor 42 to increase the vehicle speed and avoid rear collision of the vehicle.

[0046] Furthermore, when the first collision orientation is the rear orientation of the vehicle, the first collision avoidance control curve is an acceleration control curve corresponding to the rear orientation of the vehicle; Figure 5 As shown, the change trend of each acceleration control curve after time t26 can be referred to Figure 7 The embodiment is shown in FIG. 1 , which will not be described in detail here, but Figure 7 In the embodiment of the present invention, the acceleration control curve further includes at least one fourth control segment ( Figure 7 There are three fourth control segments shown in FIG, corresponding to the 0-t24 segment, the t24-t25 segment, and the t25-t26 segment respectively); each of the fourth control segments corresponds to a fourth acceleration; the control durations corresponding to the fourth control segments can be set to be unequal or equal. Figure 7In the embodiment, the control duration Δt corresponding to each fourth control section is a second acceleration duration Δt22, wherein Δt22 can be t24-0, t25-t24, and t26-t25; wherein the acceleration corresponding to each acceleration control curve is different when corresponding to the same section of the second acceleration duration, and Figure 7 In the embodiment, the acceleration a23>a22>a21 corresponding to different acceleration control curves is established within the acceleration duration range corresponding to each fourth control section (i.e., the second acceleration duration). Further, each fourth control section corresponds to a fourth acceleration; the fourth acceleration corresponding to each fourth control section gradually increases in sequence of control time. The absolute value of the second acceleration is greater than the absolute value of all fourth accelerations. In the embodiment, as shown in Figure 7 the initial acceleration stage of the first anti-collision curve (i.e., before t26), in order to avoid the discomfort of passengers when accelerating rapidly, a process of gradually increasing the absolute value of the acceleration corresponding to the fourth control section in the acceleration control curve can be added, so that Figure 3 each acceleration control curve shown in the embodiment presents an "A" shape in which the absolute value of the acceleration first increases and then decreases.

[0047] In an embodiment, as shown in Figure 3 the first anti-collision control curve includes at least two first control sections (A1, A2, and A3 shown in Figure 3 ) and a second control section (B shown in Figure 3 ) arranged in sequence and continuously according to control time; the control duration corresponding to each first control section can be set to be unequal or equal (for example, in Figure 3 , the control duration is Δt, and the control duration corresponding to each first control section is equal, i.e., Δt=t1-0=t2-t1=t3-t2; it can be understood that the control duration Δt can be the brake duration Δt1 or the acceleration duration Δt2 mentioned later); each first control section corresponds to a first acceleration (for example, Figure 3 A1, A2, and A3 in Figure 3 correspond to different first accelerations); the first acceleration corresponding to each first control section decreases in sequence according to control time (for example, Figure 3 the different first accelerations corresponding to A1, A2, and A3 in Figure 3 gradually decrease); wherein the control duration Δt can be set according to requirements, such as 0.2 seconds, at which time, in Figure 3 the first acceleration gradually decreases in gradient within the continuous three 0.2 seconds starting from 0 shown in Figure 3 . The second control section corresponds to a second acceleration, and the second acceleration is less than all the first accelerations Figure 3The second acceleration corresponding to segment B in the equation is less than the first acceleration corresponding to segment A3); that is, if Figure 3 The first anti-collision control curve is shown in FIG. 1 . When the vehicle is controlled to execute the first anti-collision strategy according to the first anti-collision control curve, before receiving the termination instruction, it will first decelerate according to the first first acceleration corresponding to the A1 segment, and its duration is the control duration Δt. Then, it will decelerate according to the second and third first accelerations corresponding to the A2 and A3 segments, and their durations are also the control duration Δt. After that, after the vehicle runs three control durations Δt corresponding to the 0-t3 segments, it will decelerate according to the second acceleration corresponding to the B segment ( Figure 2 The second acceleration shown in is less than zero), and its duration is T. The above-mentioned T value is not limited, and thus it can continue until a termination command is received or the vehicle stops running. The above-mentioned step-by-step braking or acceleration method can avoid frequent changes in the acceleration corresponding to the preset control curve, which may cause the mechanical structure of the vehicle braking system 41 or the power system to fail to respond effectively. Therefore, the present invention can match the characteristics of the vehicle braking system 41 or the power system having the drive motor 42, and can avoid the failure of the preset control curve to be effectively executed.

[0048] Furthermore, the step S30, i.e., controlling the vehicle to execute the first anti-collision strategy according to the first anti-collision control curve, includes: controlling the vehicle to travel in sequence with the first acceleration corresponding to each first control section and the second acceleration corresponding to the second control section in the order of control time. Specifically, the first anti-collision control curve is first sent to the control system 4 corresponding to the first collision orientation, so that the control system 4 can control the vehicle to execute the first anti-collision strategy according to the first anti-collision control curve through the control system 4 of the entire vehicle (the control system 4 includes but is not limited to the vehicle braking system 41 or the power system with the drive motor 42) before receiving the termination instruction. Specifically, when the vehicle collides with the front, Figure 4 The collision mitigation unit 11 shown in FIG instructs the electronic brake control unit 13 to send the first anti-collision control curve to the vehicle brake system 41 through the vehicle CAN 12 network, and then before receiving the termination instruction, the vehicle brake system 41 is controlled to control the time (i.e. Figure 6 and Figure 3 The braking time t1 shown in FIG is sequentially followed by the first acceleration corresponding to each of the first control sections (eg Figure 3 The first acceleration corresponding to the preset control curves A1, A2, and A3, at this time the first acceleration is a negative value) and the second acceleration corresponding to the second control section (for example Figure 2The second acceleration corresponding to the preset control curve B (the second acceleration is a negative value at this time) controls the vehicle to reduce the speed and avoid a front collision.

[0049] In the event of a rear-end collision, Figure 5 The collision mitigation unit 11 shown in FIG instructs the drive motor control unit 14 to send the first anti-collision control curve to the drive motor 42 through the vehicle CAN 12 network, and then, before receiving the abort instruction, the drive motor 42 is controlled to control the time (i.e. Figure 7 and Figures 4 to 7 The vehicle is controlled to travel in sequence with the first acceleration corresponding to each of the first control sections (the first acceleration is a positive value at this time) and the second acceleration corresponding to the second control section (the second acceleration is a positive value at this time) to increase the vehicle speed and avoid a rear collision of the vehicle.

[0050] It is understandable that in the present invention, Figure 2 When the vehicle is controlled according to any first anti-collision control curve corresponding to , the specific control process can be clarified by referring to the above content and will not be repeated here.

[0051] In one embodiment, after sending the first anti-collision control curve to the control system 4 corresponding to the first collision orientation, the method further includes:

[0052] Acquire new vehicle driving data in real time and determine the second collision information based on the new vehicle driving data. The second collision information includes the second driving speed. The new vehicle driving data refers to various new driving parameters of the vehicle during driving after the first collision avoidance strategy is executed, such as speed, acceleration, and surrounding obstacle information. The second driving speed refers to the latest current driving speed of the vehicle. Figure 2 The collision mitigation unit 11 can obtain the second driving speed of the vehicle through the vehicle CAN12 network.

[0053] When the second driving speed reaches zero, the vehicle is controlled to stop executing the first collision avoidance strategy. That is, in this embodiment, as long as the vehicle's current second driving speed reaches zero, it indicates that the vehicle has stopped and therefore no longer needs to execute the first collision avoidance strategy. At this point, the abort instruction can be sent to the control system 4, causing the control system 4 to cease executing the first collision avoidance strategy according to the abort instruction.

[0054] In one embodiment, after sending the first anti-collision control curve to the control system 4 corresponding to the first collision orientation, the method further includes:

[0055] Real-time acquisition of new vehicle driving data, and determining second collision information according to the new vehicle driving data, the second collision information including a second collision time; wherein the new vehicle driving data refers to various new driving parameters such as speed, acceleration, surrounding obstacle information, etc. during the driving process of the vehicle after the execution of the first anti-collision strategy. The first sensing unit 21 and the second sensing unit 22 in the preset sensing module 2 acquire image information and radar information; the collision mitigation unit 11 analyzes the above-mentioned image information and radar information, determines the time when the latest collision threat will occur, and further obtains the second collision time, which is used to represent how long the latest known collision will occur after. The second collision time can be set according to requirements, such as 2-4 seconds, preferably 3 seconds.

[0056] When the second collision time is greater than the first time threshold and less than or equal to the second time threshold, the collision warning operation is performed by the preset warning device 3, and the vehicle is controlled to stop executing the first anti-collision strategy. In this embodiment, when the second collision time is greater than the first time threshold and less than or equal to the second time threshold, the collision warning operation is performed by the preset warning device 3, and the vehicle is controlled to stop executing the first anti-collision strategy. Figure 2 After the collision mitigation unit 11 shown in the figure determines the second collision information corresponding to the vehicle that needs to be prevented from colliding, if the second collision time is less than or equal to the second time threshold and greater than the first time threshold, it means that the second collision time of the collision threat encountered by the vehicle is long enough, at this time, the driver can be directly warned, and the collision can be avoided by the driver's own operation, therefore, at this time, there is no need to continue to execute the first anti-collision strategy; the collision mitigation unit 11 will instruct the preset warning device 3 to perform the collision warning operation through the vehicle CAN 12 network, and send the suspension instruction to the control system 4, so that the control system 4 stops executing the first anti-collision strategy according to the suspension instruction.

[0057] In an embodiment, after the first anti-collision control curve is sent to the control system 4 corresponding to the first collision direction, it further includes:

[0058] According to the first collision time, a first collision danger level of the vehicle is determined; Understandably, after the first anti-collision control curve is sent to the control system 4 corresponding to the first collision direction, the first collision time obtained in advance is less than or equal to the first time threshold; At this time, at least two ranges can be set again within the range of less than or equal to the first time threshold to determine the first collision danger level of the vehicle; For example, a third time threshold is first preset, the third time threshold is less than the first time threshold, and the third time threshold can be set according to requirements, for example, 0.5-1 seconds less than the first time threshold, for example, when the first time threshold is 3.8 seconds, the second time threshold is 4.4 seconds, and the third time threshold is 3 seconds; At this time, when the first collision time is less than or equal to the first time threshold and greater than the third time threshold, it is considered that the first collision danger level is moderate collision (when the first collision time is less than or equal to the second time threshold and greater than the first time threshold, it is considered that the collision is light, at this time only the collision warning operation needs to be performed through the preset warning device 3), and when the first collision time is less than or equal to the third time threshold, it is considered that the first collision danger level is severe collision.

[0059] Real-time new vehicle driving data is obtained, and second collision information is determined according to the new vehicle driving data, the second collision information including a second collision direction, a second collision time and a second driving speed; wherein the new vehicle driving data refers to various new driving parameters such as speed, acceleration, surrounding obstacle information, etc. during the driving process of the vehicle after the first anti-collision strategy is executed, and the second driving speed refers to the current latest driving speed of the vehicle, Figure 2 The collision relief unit 11 in the above embodiment can obtain the second driving speed of the vehicle through the vehicle CAN 12 network. The first sensing unit 21 and the second sensing unit 22 in the preset sensing module 2 obtain image information and radar information; the collision relief unit 11 analyzes the above-mentioned image information and radar information to determine the latest collision threat, the second collision time and the second collision direction, the second collision time being used to represent how long the latest known collision will occur after, and the second collision direction being used to represent which direction of the vehicle (such as the front of the vehicle or the rear of the vehicle) the collision threat comes from.

[0060] In a case that the second collision time is less than or equal to the first time threshold, a second collision danger level of the vehicle is determined according to the second collision time; it can be understood that in the process of executing the first anti-collision strategy, a new collision threat can occur, and the severity of the new collision threat can be greater than the collision threat corresponding to the execution of the first anti-collision strategy at the beginning. Therefore, in the process of executing the first anti-collision strategy, it is necessary to determine whether there is a new collision threat in real time and determine a second collision danger level corresponding thereto. Specifically, in a case that the second collision time is less than or equal to the first time threshold, a second collision danger level of the vehicle is determined according to the second collision time, that is, in a case that the second collision time is less than or equal to the second time threshold and greater than the first time threshold, referring to the above, the latest collision threat is only a mild collision. However, it has been determined in the above description that the first collision danger level of the vehicle determined according to the first collision time is at least a severe collision or a severe collision. Therefore, the collision danger level corresponding to the case that the second collision time is less than or equal to the second time threshold and greater than the first time threshold will not be greater than the first collision danger level, and thus it is not necessary to consider it. Only in a case that the second collision time is less than or equal to the first time threshold, a second collision danger level of the vehicle is determined according to the second collision time. Further, the collision severity of the first collision danger level and the second collision danger level is determined, and the process of determining the second collision danger level can refer to the process of determining the first collision danger level of the vehicle according to the first collision time, which will not be described herein again.

[0061] In a case that the second collision danger level is greater than the first collision danger level, the execution of the first anti-collision strategy is stopped according to the suspension instruction; that is, in a case that the second collision danger level is greater than the first collision danger level, it indicates that the severity of the new collision threat currently suffered by the vehicle is greater than the collision threat corresponding to the execution of the first anti-collision strategy at the beginning. Therefore, at this time, the suspension instruction needs to be generated to stop the control system 4 from executing the first anti-collision strategy, so as to facilitate the execution of the subsequent steps. It can be understood that in a case that the second collision danger level is less than or equal to the first collision danger level, it indicates that the severity of the new collision threat currently suffered by the vehicle will not be greater than the collision threat corresponding to the execution of the first anti-collision strategy at the beginning. Therefore, at this time, the first anti-collision strategy can be continued to be executed.

[0062] At least two preset control curves corresponding to the second collision position are obtained, a second anti-collision control curve is obtained from all the preset control curves according to the second driving speed, and the vehicle is controlled to execute a second anti-collision strategy according to the second anti-collision control curve. That is, after the control system 4 stops executing the first anti-collision strategy according to the suspension instruction, the second anti-collision control curve can be determined according to the second collision position and the second driving speed included in the newly obtained second collision information, and then the vehicle is controlled to execute the second anti-collision strategy according to the second anti-collision control curve, so as to better ensure the safety of the vehicle. The execution of the second anti-collision strategy can refer to the process of controlling the vehicle to execute the first anti-collision strategy according to the first anti-collision control curve, which will not be described here.

[0063] It should be understood that the size of the serial number of each step in the above embodiment does not mean the order of execution, and the execution order of each process should be determined according to its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present application.

[0064] In an embodiment, as shown in Figure 8 The present application also provides a controller 1 for executing the above vehicle anti-collision control method. The controller 1 comprises a collision mitigation unit 11, a vehicle CAN 12, an electronic brake control unit 13 and a drive motor control unit 14.

[0065] The specific limitations of the controller 1 and its units and modules can be referred to the limitations of the vehicle anti-collision control method described above, which will not be described here. Each module in the above controller 1 can be realized by software, hardware and their combination. As shown in Figure 2 The controller comprises a processor, a memory, a network interface and a database connected by a system bus. Each module of the controller 1 can be embedded in or independent of the processor in hardware form, or stored in the memory in software form so as to be called and executed by the processor to perform the operations corresponding to each module. The processor is used to provide computing and control capabilities. The memory comprises a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for the operating system and the computer program in the non-volatile storage medium to run. The database is used to store the data used by the vehicle anti-collision control method in the above embodiment. The network interface is used to communicate with the external terminal through the network connection. The computer program is executed by the processor to realize a vehicle anti-collision control method.

[0066] The present application also provides a vehicle, as shown in Figure 2As shown, it includes a control system 4 and the controller 1 mentioned above. The control system 4 includes a vehicle braking system 41 and a drive motor 42, both of which are in communication with the controller 1. Furthermore, the vehicle also includes a preset perception module 2; the preset perception module 2 includes a first perception unit 21 set in front of the vehicle and a second perception unit 22 set in the rear of the vehicle; the vehicle driving data includes image information and radar information obtained by the first perception unit 21 and the second perception unit 22. Figure 2 As shown, the first perception unit 21 in the preset perception module 2 includes but is not limited to a forward camera module 211 (such as a forward camera, used to collect image information in front of the vehicle) and a forward acoustic wave radar 212 (used to collect radar information in front of the vehicle, such as sound waves returned after encountering an obstacle) arranged in front of the vehicle (near the front of the vehicle); the second perception unit 22 in the preset perception module 2 includes but is not limited to a backward camera module 221 (such as a backward camera, used to collect image information behind the vehicle) and a backward acoustic wave radar 222 (used to collect radar information behind the vehicle) arranged in the rear of the vehicle (near the rear of the vehicle). Radar information, such as sound waves returned after encountering an obstacle); image information and radar information obtained by the first sensing unit 21 and the second sensing unit 22; then, the collision mitigation unit 11 in the controller 1 analyzes the above image information and radar information to determine whether the collision threat comes from the front or rear of the vehicle, and then obtains the above first collision information; at this time, the first collision direction in the first collision information is used to indicate which direction of the vehicle the collision threat comes from (such as the front or rear of the vehicle), and the first collision time is used to indicate how long it will take for the collision to occur; the first driving speed refers to the current driving speed of the vehicle, ​ The collision mitigation unit 11 can obtain the first driving speed of the vehicle through the vehicle CAN12 network.

[0067] Furthermore, the illustrated vehicle also includes a preset warning device 3, comprising a preset display screen 32, the display interface of which is configured to display warning information for warning purposes; a preset sounding device 33, configured to play an alarm sound for warning purposes; and an alarm light 31, which illuminates according to light warning parameters associated with the collision warning operation. For more specific definitions of the vehicle, controller 1, and other modules, please refer to the above-described definitions of the vehicle collision avoidance control method and will not be further elaborated here.

[0068] In one embodiment, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the vehicle anti-collision control method described above is implemented.

[0069] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer readable storage medium, and when executed, can include the processes of the above-mentioned embodiment methods. Any reference to memory, storage, database or other medium used in the embodiments provided by the present application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration but not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0070] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the division of the above-mentioned functional units and modules is exemplified, and in actual application, the above-mentioned functions can be completed by different functional units and modules according to needs, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above.

[0071] The above-mentioned embodiments are only used to illustrate the technical solutions of the present application, but not limit it. Although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part of the technical features. The modification or replacement does not make the essence of the corresponding technical solution deviate from the spirit and scope of the technical solutions of the embodiments of the present application, and should be included in the protection scope of the present application.

Claims

1. A vehicle anti-collision control method, characterized in that: include: Acquiring first collision information when the vehicle is traveling, the first collision information including a first collision direction, a first collision time, and a first traveling speed; When the first collision time is less than or equal to a first duration threshold, obtaining at least two preset control curves corresponding to the first collision orientation, and determining a first collision avoidance control curve from all the preset control curves according to the first driving speed; controlling the vehicle to execute a first collision avoidance strategy according to the first collision avoidance control curve; The first collision orientation includes a vehicle front orientation; The preset control curve includes at least two braking control curves corresponding to the front direction of the vehicle; each of the braking control curves corresponds to a first speed range; The acquiring of at least two preset control curves corresponding to the first collision orientation and determining a first collision avoidance control curve from all the preset control curves according to the first driving speed includes: When the first collision orientation is the front orientation of the vehicle, obtaining the first speed range of all the braking control curves corresponding to the front orientation of the vehicle; The first speed range to which the first driving speed belongs is determined, and the braking control curve corresponding to the determined first speed range is determined as a first anti-collision control curve.

2. The vehicle anti-collision control method according to claim 1, wherein: The first collision orientation includes a rear orientation of the vehicle; the preset control curve includes at least two acceleration control curves corresponding to the rear orientation of the vehicle; each of the acceleration control curves corresponds to a second speed range; The acquiring of at least two preset control curves corresponding to the first collision orientation and determining a first collision avoidance control curve from all the preset control curves according to the first driving speed includes: When the first collision orientation is the rear orientation of the vehicle, obtaining the second speed range of all the acceleration control curves corresponding to the rear orientation of the vehicle; The second speed range to which the first driving speed belongs is determined, and the acceleration control curve corresponding to the determined second speed range is determined as a first anti-collision control curve.

3. The vehicle anti-collision control method according to any one of claims 1 to 2, characterized in that: The first anti-collision control curve includes at least two control segments arranged sequentially according to control time; Each of the control segments corresponds to an acceleration; The controlling the vehicle to execute a first collision avoidance strategy according to the first collision avoidance control curve includes: The vehicle is controlled to travel in sequence with the acceleration corresponding to each of the control sections in the order of control time.

4. The vehicle anti-collision control method according to claim 3, characterized in that: The first anti-collision control curve includes at least two first control segments and one second control segment sequentially arranged according to control time; each first control segment corresponds to a first acceleration; the first accelerations corresponding to the first control segments decrease sequentially in order of control time; the second control segment corresponds to a second acceleration, and the second acceleration is less than all the first accelerations; The controlling the vehicle to execute a first collision avoidance strategy according to the first collision avoidance control curve includes: The vehicle is controlled to travel in sequence using the first acceleration corresponding to each of the first control sections and the second acceleration corresponding to the second control section in order of control time.

5. The vehicle anti-collision control method according to claim 4, characterized in that: When the first collision orientation is the front orientation of the vehicle, the first collision avoidance control curve is a braking control curve corresponding to the front orientation of the vehicle; the braking control curve also includes at least one third control segment arranged sequentially after the second control segment; each of the third control segments corresponds to a third acceleration; in order of control time, the absolute value of the third acceleration corresponding to each of the third control segments gradually decreases; the absolute value of the second acceleration is greater than the absolute values ​​of all the third accelerations.

6. The vehicle anti-collision control method according to claim 4, characterized in that: When the first collision orientation is the rear orientation of the vehicle, the first collision avoidance control curve is an acceleration control curve corresponding to the rear orientation of the vehicle; the acceleration control curve also includes at least one fourth control segment arranged sequentially and continuously before all the first control segments; each of the fourth control segments corresponds to a fourth acceleration; and in order of control time, the fourth acceleration corresponding to each of the fourth control segments gradually increases.

7. The vehicle anti-collision control method according to claim 3, characterized in that: After controlling the vehicle to execute the first collision avoidance strategy according to the first collision avoidance control curve, the method further includes: acquiring new vehicle driving data in real time, and determining second collision information based on the new vehicle driving data, wherein the second collision information includes a second driving speed; When the second driving speed is zero, the vehicle is controlled to stop executing the first collision avoidance strategy.

8. The vehicle anti-collision control method according to claim 3, characterized in that: After controlling the vehicle to execute the first collision avoidance strategy according to the first collision avoidance control curve, the method further includes: acquiring new vehicle travel data in real time, and determining second collision information based on the new vehicle travel data, wherein the second collision information includes a second collision time; When the second collision time is greater than the first time threshold and less than or equal to the second time threshold, a collision warning operation is performed through a preset warning device, and the vehicle is controlled to stop executing the first collision avoidance strategy.

9. The vehicle anti-collision control method according to claim 3, characterized in that: After controlling the vehicle to execute the first collision avoidance strategy according to the first collision avoidance control curve, the method further includes: determining a first collision risk level of the vehicle according to the first collision time; acquiring new vehicle driving data in real time, and determining second collision information based on the new vehicle driving data, wherein the second collision information includes a second collision direction, a second collision time, and a second driving speed; When the second collision time is less than or equal to the first time threshold, determining a second collision risk level of the vehicle according to the second collision time; When the second collision risk level is greater than the first collision risk level, controlling the vehicle to stop executing the first collision avoidance strategy; At least two preset control curves corresponding to the second collision orientation are obtained, a second anti-collision control curve is determined from all the preset control curves according to the second driving speed, and the vehicle is controlled to execute a second anti-collision strategy according to the second anti-collision control curve.

10. A controller, characterized in that: The controller is used to execute the vehicle collision avoidance control method according to any one of claims 1 to 9.

11. A vehicle, characterized in that: The vehicle comprises a control system and a controller as claimed in claim 10, wherein the control system comprises a vehicle braking system and a drive motor both of which are communicatively connected to the controller.

12. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the vehicle collision avoidance control method according to any one of claims 1 to 9 is implemented.

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