Vehicle high-speed braking method, device, equipment and storage medium

Abstract

The present invention belongs to the technical field of automobile braking, and discloses a vehicle high-speed braking method, device, equipment and storage medium; the method comprises: obtaining the driving parameters of the vehicle, and when judging that the vehicle has a front collision risk based on the driving parameters of the vehicle, performing a first-stage deceleration of the vehicle based on ACC deceleration braking until the driving speed of the vehicle is decelerated to a reference speed; when the speed of the vehicle is the reference speed, performing a second-stage deceleration of the vehicle based on AEB emergency braking until the braking of the vehicle is completed; the present invention decelerates the vehicle through adaptive cruise control when there is a collision risk during high-speed driving, and decelerates through emergency braking until the vehicle stops if there is still a collision risk after deceleration, and decelerates in time when there is a collision risk at high speed by combining the two stages of adaptive cruise deceleration and emergency braking deceleration, thereby avoiding the safety risks brought by emergency braking during high-speed driving and effectively avoiding the danger of vehicle collision.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile braking, and in particular to a vehicle high-speed braking method, device, equipment and storage medium. Background Art

[0002] With the increase in the number of vehicles, driving safety has gradually become the focus of people's attention. During the driving process, the braking system of the vehicle provides important safety protection for the vehicle.

[0003] In high-speed scenarios, the Autonomous Emergency Braking (AEB) function cannot completely avoid collisions. This is mainly because the brake actuator sets a certain speed reduction limit based on functional safety considerations. After the AEB brake reaches the set speed reduction, it will no longer respond to deceleration. If the speed reduction limit is released, emergency braking at high speeds may cause rollover or loss of control, seriously threatening the lives and property of drivers and passengers. Summary of the invention

[0004] The main purpose of the present invention is to provide a vehicle high-speed braking method, device, equipment and storage medium, aiming to solve the technical problems of the prior art that the braking effect is poor and collision cannot be avoided well in order to avoid rollover caused by emergency braking when driving at high speed.

[0005] To achieve the above object, the present invention provides a vehicle high-speed braking method, the method comprising the following steps:

[0006] Acquiring driving parameters of the vehicle, and determining whether the vehicle has a front collision risk based on the driving parameters of the vehicle;

[0007] When there is a risk of a front collision with the vehicle, the vehicle is decelerated in the first stage based on ACC deceleration braking until the vehicle's travel speed is decelerated to a reference speed;

[0008] When the speed of the own vehicle is the reference speed, the own vehicle is decelerated in the second stage based on the AEB emergency braking until the braking of the own vehicle is completed.

[0009] Optionally, the obtaining of the vehicle driving parameters and judging whether the vehicle has a front collision risk based on the vehicle driving parameters include:

[0010] When the vehicle speed meets the speed threshold, obtaining the vehicle driving parameters, wherein the vehicle driving parameters include the vehicle position and the vehicle driving speed;

[0011] Acquiring driving parameters of the preceding vehicle, wherein the driving parameters of the preceding vehicle include the position of the preceding vehicle and the driving speed of the preceding vehicle;

[0012] Obtaining a longitudinal relative distance according to the position of the vehicle and the position of the preceding vehicle;

[0013] Obtaining an estimated collision time according to the driving speed of the vehicle, the driving speed of the preceding vehicle, and the longitudinal relative distance;

[0014] The estimated collision time is compared with a preset reference time to obtain a comparison result, and whether the vehicle has a front collision risk is determined based on the comparison result.

[0015] Optionally, when there is a risk of a front collision with the vehicle, performing a first-stage deceleration on the vehicle based on ACC deceleration braking until the driving speed of the vehicle is decelerated to a reference speed includes:

[0016] When there is a risk of frontal collision with the vehicle, the maximum deceleration limit is determined based on ACC deceleration braking;

[0017] The vehicle is decelerated according to the maximum limit deceleration until the travel speed of the vehicle is reduced to a reference speed.

[0018] Optionally, after decelerating the vehicle according to the maximum limit deceleration, the method further includes:

[0019] Acquire the real-time first-stage driving parameters of the vehicle when the vehicle is decelerated according to the maximum limit deceleration;

[0020] Determining whether the vehicle has a risk of collision with the vehicle ahead according to the real-time first-stage driving parameters;

[0021] If it is determined according to the real-time first-stage driving parameters that the vehicle is at risk of colliding with the vehicle in front, decelerating the vehicle in the first stage based on the maximum limit deceleration;

[0022] If it is determined that there is no risk of collision with the vehicle in front based on the real-time first-stage driving parameters, the first-stage deceleration is exited.

[0023] Optionally, when the speed of the self-vehicle is the reference speed, performing a second-stage deceleration on the self-vehicle based on AEB emergency braking until the self-vehicle braking is completed includes:

[0024] When the vehicle speed is a reference speed, determining an emergency limit deceleration based on AEB emergency braking;

[0025] Performing a second-stage deceleration on the vehicle according to the reference speed and the emergency limit deceleration until the vehicle braking is completed;

[0026] The second stage deceleration of the vehicle based on AEB emergency braking until the braking of the vehicle is completed also includes:

[0027] Get the start time and current time of the historical second stage deceleration;

[0028] Obtaining a time difference according to the start time and the current time;

[0029] When the time difference does not meet the time threshold, stop entering the second stage deceleration and continue the first stage deceleration;

[0030] When the time difference meets the time threshold, the vehicle is decelerated in the second stage based on the AEB emergency braking until the vehicle braking is completed.

[0031] Optionally, after performing the second-stage deceleration on the vehicle according to the reference speed and the emergency limit deceleration, the method further includes:

[0032] Acquire real-time second-stage driving parameters of the ego vehicle when the ego vehicle is subjected to second-stage deceleration according to the reference speed and the emergency limit deceleration, the real-time second-stage driving parameters comprising a second-stage ego vehicle longitudinal speed, a second-stage ego vehicle longitudinal acceleration, and a second-stage ego vehicle position;

[0033] Acquire the real-time second-stage driving parameters of the leading vehicle when the self-vehicle is subjected to the second-stage deceleration according to the reference speed and the emergency limit deceleration, wherein the real-time second-stage driving parameters of the leading vehicle include the second-stage leading vehicle longitudinal speed, the second-stage leading vehicle longitudinal acceleration, and the second-stage leading vehicle position;

[0034] Obtaining a second-stage relative distance according to the second-stage self-vehicle position and the second-stage preceding vehicle position;

[0035] Obtaining a second-stage estimated collision time according to the second-stage own-vehicle longitudinal speed, the second-stage own-vehicle longitudinal acceleration, the second-stage front vehicle longitudinal speed, the second-stage front vehicle longitudinal acceleration, and the second-stage relative distance;

[0036] Determine whether there is a collision risk based on the second stage time;

[0037] When there is no risk of collision, exit the second stage of deceleration;

[0038] When there is a risk of collision, the vehicle is decelerated in the second stage according to the reference speed and the emergency limit deceleration until the vehicle is braked.

[0039] Optionally, when there is no collision risk, exiting the second stage deceleration includes:

[0040] When there is no collision risk, verifying the collision risk to obtain a verification result;

[0041] When the verification result is successful, exit the second stage deceleration;

[0042] When the verification result is failure, the vehicle is decelerated in the second stage according to the reference speed and the emergency limit deceleration until the vehicle is braked.

[0043] In addition, to achieve the above-mentioned purpose, the present invention also proposes a vehicle high-speed braking device, the vehicle high-speed braking device comprising:

[0044] A parameter acquisition module, used to acquire the driving parameters of the vehicle, and determine whether the vehicle has a front collision risk based on the driving parameters of the vehicle;

[0045] A first-stage braking module is used to decelerate the vehicle in the first stage based on ACC deceleration braking when there is a risk of front collision with the vehicle, until the driving speed of the vehicle is decelerated to a reference speed;

[0046] The second stage braking module is used to perform a second stage deceleration on the self-vehicle based on AEB emergency braking when the speed of the self-vehicle is a reference speed until the self-vehicle braking is completed.

[0047] In addition, to achieve the above-mentioned purpose, the present invention also proposes a vehicle high-speed braking device, which includes: a memory, a processor, and a vehicle high-speed braking program stored in the memory and executable on the processor, and the vehicle high-speed braking program is configured to implement the steps of the vehicle high-speed braking method described above.

[0048] In addition, to achieve the above-mentioned purpose, the present invention also proposes a storage medium, on which a vehicle high-speed braking program is stored. When the vehicle high-speed braking program is executed by a processor, the steps of the vehicle high-speed braking method described above are implemented.

[0049] The present invention determines whether there is a collision risk by continuously detecting the driving parameters of the vehicle during high-speed driving. When there is a collision risk at high speed, the vehicle is first decelerated by the adaptive cruise control function. After decelerating to a certain speed, if there is still a collision risk, the emergency braking function is used to decelerate until the vehicle stops. By combining the two stages of adaptive cruise deceleration and emergency braking deceleration, the vehicle is decelerated in time when there is a collision risk at high speed, thereby avoiding the safety risks caused by emergency braking during high-speed driving and effectively avoiding the danger of vehicle collision. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1 It is a structural schematic diagram of a vehicle high-speed braking device in a hardware operating environment involved in an embodiment of the present invention;

[0051] Figure 2A schematic flow chart of a first embodiment of a vehicle high-speed braking method according to the present invention;

[0052] Figure 3 A schematic diagram of the combination of ACC braking and AEB braking according to an embodiment of a vehicle high-speed braking method of the present invention;

[0053] Figure 4 A schematic flow chart of a second embodiment of a vehicle high-speed braking method according to the present invention;

[0054] Figure 5 It is a structural block diagram of the first embodiment of the vehicle high-speed braking device of the present invention.

[0055] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0056] It should be understood that the specific embodiments described herein are only used to explain the present invention, and are not used to limit the present invention.

[0057] Reference Figure 1 , Figure 1 A schematic diagram of the structure of a vehicle high-speed braking device in the hardware operating environment involved in an embodiment of the present invention.

[0058] like Figure 1 As shown, the vehicle high-speed braking device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Among them, the communication bus 1002 is used to realize the connection and communication between these components. The user interface 1003 may include a display screen (Display), an input unit such as a keyboard (Keyboard), and the optional user interface 1003 may also include a standard wired interface and a wireless interface. The network interface 1004 may optionally include a standard wired interface and a wireless interface (such as a wireless fidelity (Wireless-Fidelity, Wi-Fi) interface). The memory 1005 may be a high-speed random access memory (Random Access Memory, RAM), or a stable non-volatile memory (Non-Volatile Memory, NVM), such as a disk storage. The memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0059] Those skilled in the art will understand that Figure 1 The structure shown in the figure does not constitute a limitation on the vehicle high-speed braking device, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0060] like Figure 1 As shown, the memory 1005 as a storage medium may include an operating system, a network communication module, a user interface module, and a vehicle high-speed braking program.

[0061] exist Figure 1 In the vehicle high-speed braking device shown, the network interface 1004 is mainly used for data communication with the network server; the user interface 1003 is mainly used for data interaction with the user; the processor 1001 and the memory 1005 in the vehicle high-speed braking device of the present invention can be set in the vehicle high-speed braking device, and the vehicle high-speed braking device calls the vehicle high-speed braking program stored in the memory 1005 through the processor 1001, and executes the vehicle high-speed braking method provided by the embodiment of the present invention.

[0062] The embodiment of the present invention provides a vehicle high-speed braking method, referring to Figure 2 , Figure 2 It is a flow chart of the first embodiment of the vehicle high-speed braking method of the present invention.

[0063] In this embodiment, the vehicle high-speed braking method includes the following steps:

[0064] Step S10: Acquire the driving parameters of the vehicle, and determine whether the vehicle has a front collision risk based on the driving parameters of the vehicle.

[0065] It is understandable that the vehicle's driving parameters may include the vehicle's position (latitude and longitude), the vehicle's speed, and the vehicle's acceleration.

[0066] It should be understood that the front vehicle collision risk may be a probability of a collision between the vehicle and the front vehicle as determined by comparing the vehicle with the front vehicle.

[0067] It should be noted that, judging whether the own vehicle has a risk of front collision based on the own vehicle driving parameters may be that, when the own vehicle driving speed meets the speed threshold, the own vehicle driving parameters are obtained, the own vehicle driving parameters including the own vehicle position and the own vehicle driving speed; the front vehicle driving parameters are obtained, the front vehicle driving parameters including the front vehicle position and the front vehicle driving speed; the longitudinal relative distance is obtained according to the own vehicle position and the front vehicle position; the estimated collision time is obtained according to the own vehicle driving speed, the front vehicle driving speed and the longitudinal relative distance; the estimated collision time is compared with a preset reference time to obtain a comparison result, and judging whether the own vehicle has a risk of front collision according to the comparison result.

[0068] Among them, it is understandable that the collision risk of the vehicle in front is compared with the vehicle in front of the own vehicle. At the same time, it is necessary to obtain the driving parameters of the vehicle in front. The estimated collision time between the own vehicle and the vehicle in front is calculated based on the driving parameters of the own vehicle and the driving parameters of the front vehicle. If the estimated collision time is very long, the collision probability is small and the collision risk is low; if the estimated collision time is short, the collision probability is large and the collision risk is high.

[0069] It should be noted that the estimated collision time can be obtained according to the driving speed of the vehicle, the driving speed of the preceding vehicle and the longitudinal relative distance by referring to the following formula:

[0070]

[0071] TTC represents the estimated collision time between the ego vehicle and the front vehicle in the first stage, S represents the longitudinal relative distance between the ego vehicle and the front vehicle, and V obj Indicates the speed of the vehicle ahead, V ego Indicates the vehicle's speed.

[0072] It should be understood that the preset reference time is a pre-set time for defining the collision between the vehicle and the front vehicle, which may be 3 seconds, 15 seconds, etc., and may also be adjusted according to actual conditions, and this embodiment does not make any prior limitation on this.

[0073] It should be noted that the executor of this embodiment is a vehicle high-speed braking device, wherein the vehicle high-speed braking device has functions such as data processing, data communication and program running. The vehicle high-speed braking device can be an integrated controller, a control computer and other devices, and of course it can also be other devices with similar functions, and this embodiment does not limit this.

[0074] Step S20: When there is a risk of a front collision with the vehicle, the vehicle is decelerated in the first stage based on ACC deceleration braking until the driving speed of the vehicle is decelerated to a reference speed.

[0075] It is understandable that ACC, or adaptive cruise control, is an intelligent automatic control system. When the distance to the vehicle in front is too small, the adaptive cruise control unit can brake the wheels appropriately and reduce the engine output power by cooperating with the anti-lock braking system and the engine control system, so as to maintain a safe distance from the vehicle in front. When ACC controls the vehicle braking, the braking deceleration is usually limited to a level that does not affect driving comfort. When a greater deceleration is required, the ACC control unit will send out sound and light signals to notify the driver to take the initiative to brake.

[0076] It should be understood that the deceleration rate of ACC is relatively slow. Simply put, it takes a long time to reduce the speed from speed A to speed B. There is a risk of collision when the vehicle is driving at high speed. In order to avoid safety accidents caused by emergency braking, deceleration through ACC can well control the driving speed of the vehicle and ensure driving safety.

[0077] It should be noted that the first stage of deceleration can be understood as the deceleration stage of slowing down the vehicle from a higher speed to a reference speed when the vehicle is traveling at high speed. During the first stage of deceleration, it can be continuously judged whether there is a collision risk with the vehicle. If there is a collision risk, the vehicle will continue to decelerate. If there is no collision risk during the continuous judgment process, the braking control will be directly exited.

[0078] It should be further explained that after exiting the first stage of deceleration, the vehicle's speed will continue to be detected. If the risk of collision is detected again, the first stage of deceleration can be entered again.

[0079] It should be noted that when there is a risk of a front collision with the vehicle, the first stage of deceleration of the vehicle is performed based on ACC deceleration braking until the driving speed of the vehicle is decelerated to a reference speed, including: when there is a risk of a front collision with the vehicle, a maximum limit deceleration is determined based on ACC deceleration braking; and the vehicle is decelerated according to the maximum limit deceleration until the driving speed of the vehicle is decelerated to a reference speed.

[0080] Among them, it is understandable that the maximum braking speed can be set in advance for ACC deceleration braking and AEB braking, or a braking speed range can be set. The braking speed can be determined according to the estimated collision time. The maximum limit deceleration of ACC braking can be -3m / a2, -5m / a2, or a deceleration range of 3m / a2-0. At the same time, the specific maximum time limit speed is not limited and can be adjusted according to actual conditions.

[0081] It should be further explained that, after decelerating the vehicle according to the maximum limit deceleration, the method further includes: obtaining the real-time first-stage driving parameters of the vehicle when decelerating the vehicle according to the maximum limit deceleration; judging whether the vehicle has a risk of collision with the vehicle in front according to the real-time first-stage driving parameters; if the vehicle is judged to have a risk of collision with the vehicle in front according to the real-time first-stage driving parameters, performing the first-stage deceleration on the vehicle based on the maximum limit deceleration; if the vehicle is judged to have no risk of collision with the vehicle in front according to the real-time first-stage driving parameters, exiting the first-stage deceleration.

[0082] Among them, it can be understood that the real-time first-stage driving parameters can be understood as the driving parameters of the vehicle obtained in real time while performing the first-stage deceleration. Based on the real-time driving parameters, while decelerating in the first stage, it is continuously judged whether there is still a risk of collision between the vehicle and the vehicle in front. If the risk continues to exist, the first-stage deceleration is continuously performed until it decelerates to the reference speed. If it is detected that there is no collision risk in the middle, the first-stage deceleration is exited.

[0083] It should be noted that the first stage of deceleration is initiated when the vehicle is traveling at high speed and there is a risk of collision. The first stage of deceleration can be exited and re-entered at any time based on the risk of collision.

[0084] Step S30: When the speed of the own vehicle is the reference speed, the own vehicle is decelerated in the second stage based on the AEB emergency braking until the own vehicle braking is completed.

[0085] It should be understood that the reference speed may be pre-set, and emergency braking with a greater deceleration may be performed based on the reference speed. The reference speed may be adjusted according to actual conditions, and this embodiment does not limit this.

[0086] It should be noted that based on AEB emergency braking, the vehicle is decelerated from the reference speed. During the deceleration process, the collision risk between the vehicle and the vehicle in front must be continuously evaluated. If the risk of collision continues to exist, the vehicle is decelerated until the speed of the vehicle is 0 and stops. If there is no collision risk between the vehicle and the vehicle in front during the second stage of deceleration, the second stage of deceleration is exited.

[0087] It should be noted that when the vehicle is driving at high speed, the braking process of the first stage ACC braking and the second stage AEB braking can be referred to Figure 3 .

[0088] This embodiment determines whether there is a collision risk by continuously detecting the driving parameters of the vehicle during high-speed driving. When there is a collision risk at high speed, the vehicle is first decelerated by the adaptive cruise control function. After the speed is reduced to a certain speed, if there is still a collision risk, the emergency braking function is used to decelerate until the vehicle stops. By combining the two stages of adaptive cruise deceleration and emergency braking deceleration, the vehicle is decelerated in time when there is a collision risk at high speed, thereby avoiding the safety risks caused by emergency braking during high-speed driving and effectively avoiding the danger of vehicle collision.

[0089] refer to Figure 4 , Figure 4 It is a flow chart of the second embodiment of the vehicle high-speed braking method of the present invention.

[0090] Based on the first embodiment, the vehicle high-speed braking method of this embodiment further includes, in step S30:

[0091] Step S31: when the vehicle speed is a reference speed, determining an emergency limit deceleration based on AEB emergency braking.

[0092] It is understandable that when the vehicle speed is the reference speed, it can be understood that the vehicle enters a low-speed driving state. In the low-speed state, AEB emergency braking can be used to decelerate and brake quickly at a lower speed.

[0093] It should be understood that AEB, the full name of which is Automatic Emergency Braking System, is an active safety technology for automobiles. It can monitor the driving status of the vehicle in front of it at all times through radar and cameras. Once it detects obstacles in front of the vehicle or is too close to other vehicles or pedestrians, and there is a risk of rear-end collision, the system will actively perform emergency braking to avoid or reduce the occurrence of rear-end collisions, thereby improving driving safety.

[0094] It should be noted that the maximum braking speed for AEB braking can be set in advance, or a braking speed range can be set. The braking speed can be determined based on the estimated collision time. The maximum limit deceleration of AEB braking can be -10m / a2, -12m / a2, or a deceleration range of 10m / a2-0. At the same time, the specific maximum time limit speed is not limited and can be adjusted according to actual conditions.

[0095] It should be noted that the second stage deceleration of the self-vehicle based on AEB emergency braking until the braking of the self-vehicle is completed also includes: obtaining the start time and current time of the historical second stage deceleration, and obtaining a time difference according to the start time and the current time; when the time difference does not meet the time threshold, stopping entering the second stage deceleration and continuing the first stage deceleration; when the time difference meets the time threshold, the second stage deceleration of the self-vehicle based on AEB emergency braking until the braking of the self-vehicle is completed.

[0096] Among them, it should be noted that the first stage of deceleration can be repeatedly entered when the risk of collision is detected while driving at high speed, but the second stage of deceleration cannot be repeatedly entered. Repeated and frequent braking at a high deceleration rate at a low speed will not only damage the vehicle's braking system, but also easily affect normal driving due to frequent braking, creating a driving safety hazard.

[0097] It is understandable that the start time of the historical second stage deceleration can be understood as the end time point of the last second stage braking, and the time difference of the last second stage braking can be obtained by subtracting the end time point from the current time. The time threshold can be a preset minimum time difference between two second stage brakings, such as 20 seconds, 25 seconds, etc., and can also be adjusted according to actual conditions, which is not limited in this embodiment.

[0098] Among them, it should be emphasized that if the 20-second requirement is not met, but it is detected that there is still a risk of collision between the vehicle and the vehicle in front, the first stage of braking cannot be exited, nor can the second stage of braking be entered directly. The first stage of braking should be maintained to continue to reduce the vehicle speed until the time interval meets the time threshold, and then the second stage of braking is entered.

[0099] Step S32: performing a second-stage deceleration on the vehicle according to the reference speed and the emergency limit deceleration until the vehicle is braked.

[0100] It should be understood that the second stage deceleration can be understood as AEB deceleration of the vehicle starting from the reference speed, and while the vehicle is in the second stage deceleration, it can continue to judge whether there is a collision risk. If there is a collision risk, the vehicle will continue to decelerate until it stops. If there is no collision risk during the continuous judgment process, the braking control will be directly exited.

[0101] In a specific implementation, the second stage deceleration of the vehicle according to the reference speed and the emergency speed limit can refer to the following formula:

[0102]

[0103] Among them, TETC represents the estimated collision time between the ego vehicle and the front vehicle in the second stage, S represents the longitudinal relative distance between the ego vehicle and the front vehicle, and V obj Indicates the speed of the front vehicle, V ego represents the speed of the vehicle, A obj Indicates the acceleration of the front vehicle, A ego Indicates the vehicle's acceleration.

[0104] It should be noted that, after performing the second stage deceleration on the vehicle according to the reference speed and the emergency limit deceleration, the method further includes:

[0105] Acquire the real-time second-stage driving parameters of the own vehicle when the second-stage deceleration is performed on the own vehicle according to the reference speed and the emergency limit deceleration, the real-time second-stage driving parameters including the second-stage self-vehicle longitudinal speed, the second-stage self-vehicle longitudinal acceleration and the second-stage self-vehicle position; acquire the real-time second-stage driving parameters of the front vehicle when the second-stage deceleration is performed on the own vehicle according to the reference speed and the emergency limit deceleration, the real-time second-stage driving parameters of the front vehicle include the second-stage front vehicle longitudinal speed, the second-stage front vehicle longitudinal acceleration and the second-stage front vehicle position; obtain the second-stage relative distance according to the second-stage self-vehicle position and the second-stage front vehicle position;

[0106] The second-stage estimated collision time is obtained according to the second-stage self-vehicle longitudinal speed, the second-stage self-vehicle longitudinal acceleration, the second-stage front vehicle longitudinal speed, the second-stage front vehicle longitudinal acceleration and the second-stage relative distance; whether there is a collision risk is determined according to the second-stage time; when there is no collision risk, the second-stage deceleration is exited; when there is a collision risk, the second-stage deceleration is performed on the self-vehicle according to the reference speed and the emergency limit deceleration until the self-vehicle braking is completed.

[0107] Among them, it is understandable that when the vehicle enters the second stage of deceleration, it still continues to judge whether there is a collision risk of the vehicle. In the second stage, the collision risk is also evaluated by calculating the estimated collision time between the vehicle and the vehicle in front. The shorter the estimated collision time, the higher the collision risk.

[0108] It should be further explained that when there is no collision risk, exiting the second stage deceleration includes: when there is no collision risk, verifying the collision risk and obtaining a verification result; when the verification result is successful, exiting the second stage deceleration; when the verification result is a failure, performing the second stage deceleration on the self-vehicle according to the reference speed and the emergency limit deceleration until the self-vehicle braking is completed.

[0109] It is understandable that, in the second deceleration stage, if no collision risk is detected, the detected driving parameters of the vehicle and the preceding vehicle may be further verified by recalculating whether there is a collision risk.

[0110] Among them, it should be understood that after verifying that there is no risk of collision, exiting the second deceleration stage can more accurately control the braking function of the vehicle, and can also avoid re-entering the second stage due to data collection errors or data analysis failures, resulting in failure to brake in time and causing collision risks.

[0111] This embodiment determines whether to enter the second stage braking again based on the second stage braking interval time when the vehicle brakes to the reference speed through ACC and there is still a collision risk, so as to avoid the driving safety hazard caused by frequent braking with a large deceleration. At the same time, it continuously determines whether there is still a collision risk during the second stage braking. When there is a continuous collision risk, the vehicle deceleration is controlled based on the second stage braking until the vehicle stops. If there is no collision risk in the middle, the second stage braking is exited after the collision risk is verified, so that the braking effect of the vehicle can be controlled more accurately and safely.

[0112] Reference Figure 5 , Figure 5 It is a structural block diagram of the first embodiment of the vehicle high-speed braking device of the present invention.

[0113] like Figure 5 As shown, the vehicle high-speed braking device proposed in the embodiment of the present invention includes:

[0114] A parameter acquisition module 10 is used to acquire the driving parameters of the vehicle and determine whether the vehicle has a front collision risk based on the driving parameters of the vehicle;

[0115] The first stage braking module 20 is used to decelerate the vehicle in the first stage based on ACC deceleration braking when there is a risk of front collision of the vehicle, until the driving speed of the vehicle is decelerated to a reference speed;

[0116] The second stage braking module 30 is used to perform a second stage deceleration on the self-vehicle based on AEB emergency braking when the speed of the self-vehicle is the reference speed, until the self-vehicle braking is completed.

[0117] This embodiment determines whether there is a collision risk by continuously detecting the driving parameters of the vehicle during high-speed driving. When there is a collision risk at high speed, the vehicle is first decelerated by the adaptive cruise control function. After the speed is reduced to a certain speed, if there is still a collision risk, the emergency braking function is used to decelerate until the vehicle stops. By combining the two stages of adaptive cruise deceleration and emergency braking deceleration, the vehicle is decelerated in time when there is a collision risk at high speed, thereby avoiding the safety risks caused by emergency braking during high-speed driving and effectively avoiding the danger of vehicle collision.

[0118] In one embodiment, the parameter acquisition module 10 is further used to acquire the vehicle driving parameters when the vehicle driving speed meets the speed threshold, wherein the vehicle driving parameters include the vehicle position and the vehicle driving speed;

[0119] Acquiring driving parameters of the preceding vehicle, wherein the driving parameters of the preceding vehicle include the position of the preceding vehicle and the driving speed of the preceding vehicle;

[0120] Obtaining a longitudinal relative distance according to the position of the vehicle and the position of the preceding vehicle;

[0121] Obtaining an estimated collision time according to the driving speed of the vehicle, the driving speed of the preceding vehicle, and the longitudinal relative distance;

[0122] The estimated collision time is compared with a preset reference time to obtain a comparison result, and whether the vehicle has a front collision risk is determined based on the comparison result.

[0123] In one embodiment, the first-stage braking module 20 is further configured to determine a maximum limit deceleration based on ACC deceleration braking when there is a risk of a front collision with the vehicle;

[0124] The vehicle is decelerated according to the maximum limit deceleration until the travel speed of the vehicle is reduced to a reference speed.

[0125] In one embodiment, the first-stage braking module 20 is further used to obtain the real-time first-stage driving parameters of the vehicle when the vehicle is decelerated according to the maximum limit deceleration;

[0126] Determining whether the vehicle has a risk of collision with the vehicle ahead according to the real-time first-stage driving parameters;

[0127] If it is determined according to the real-time first-stage driving parameters that the vehicle is at risk of colliding with the vehicle in front, decelerating the vehicle in the first stage based on the maximum limit deceleration;

[0128] If it is determined that there is no risk of collision with the vehicle in front based on the real-time first-stage driving parameters, the first-stage deceleration is exited.

[0129] In one embodiment, the second stage braking module 30 is further configured to determine an emergency limit deceleration based on AEB emergency braking when the vehicle speed is a reference speed;

[0130] Performing a second-stage deceleration on the vehicle according to the reference speed and the emergency limit deceleration until the vehicle braking is completed;

[0131] The second stage deceleration of the vehicle based on AEB emergency braking until the braking of the vehicle is completed also includes:

[0132] Get the start time and current time of the historical second stage deceleration;

[0133] Obtaining a time difference according to the start time and the current time;

[0134] When the time difference does not meet the time threshold, stop entering the second stage deceleration and continue the first stage deceleration;

[0135] When the time difference meets the time threshold, the vehicle is decelerated in the second stage based on the AEB emergency braking until the vehicle braking is completed.

[0136] In one embodiment, the second-stage braking module 30 is further used to obtain real-time second-stage driving parameters of the vehicle when the vehicle is decelerated in the second stage according to the reference speed and the emergency limit deceleration, wherein the real-time second-stage driving parameters include the second-stage longitudinal speed of the vehicle, the second-stage longitudinal acceleration of the vehicle, and the second-stage position of the vehicle;

[0137] Acquire the real-time second-stage driving parameters of the leading vehicle when the self-vehicle is subjected to the second-stage deceleration according to the reference speed and the emergency limit deceleration, wherein the real-time second-stage driving parameters of the leading vehicle include the second-stage leading vehicle longitudinal speed, the second-stage leading vehicle longitudinal acceleration, and the second-stage leading vehicle position;

[0138] Obtaining a second-stage relative distance according to the second-stage self-vehicle position and the second-stage preceding vehicle position;

[0139] Obtaining a second-stage estimated collision time according to the second-stage own-vehicle longitudinal speed, the second-stage own-vehicle longitudinal acceleration, the second-stage front vehicle longitudinal speed, the second-stage front vehicle longitudinal acceleration, and the second-stage relative distance;

[0140] Determine whether there is a collision risk based on the second stage time;

[0141] When there is no risk of collision, exit the second stage of deceleration;

[0142] When there is a risk of collision, the vehicle is decelerated in the second stage according to the reference speed and the emergency limit deceleration until the vehicle is braked.

[0143] In one embodiment, the second stage braking module 30 is further used to verify the collision risk when there is no collision risk, and obtain a verification result;

[0144] When the verification result is successful, exit the second stage deceleration;

[0145] When the verification result is failure, the vehicle is decelerated in the second stage according to the reference speed and the emergency limit deceleration until the vehicle is braked.

[0146] In addition, to achieve the above-mentioned purpose, the present invention also proposes a vehicle high-speed braking device, which includes: a memory, a processor, and a vehicle high-speed braking program stored in the memory and executable on the processor, and the vehicle high-speed braking program is configured to implement the steps of the vehicle high-speed braking method described above.

[0147] Since the vehicle high-speed braking device adopts all the technical solutions of all the above-mentioned embodiments, it has at least all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be described one by one here.

[0148] In addition, an embodiment of the present invention further proposes a storage medium, on which a vehicle high-speed braking program is stored. When the vehicle high-speed braking program is executed by a processor, the steps of the vehicle high-speed braking method described above are implemented.

[0149] Since the storage medium adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought by the technical solutions of the above embodiments, which will not be described one by one here.

[0150] It should be understood that the above is only an example and does not constitute any limitation on the technical solution of the present invention. In specific applications, technicians in this field can make settings as needed, and the present invention does not limit this.

[0151] It should be noted that the workflow described above is merely illustrative and does not limit the scope of protection of the present invention. In practical applications, technicians in this field can select part or all of them according to actual needs to achieve the purpose of the present embodiment, and no limitation is made here.

[0152] In addition, for technical details that are not described in detail in this embodiment, reference can be made to the vehicle high-speed braking method provided in any embodiment of the present invention, and will not be repeated here.

[0153] In addition, it should be noted that, in this article, the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or system including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or system. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the existence of other identical elements in the process, method, article or system including the element.

[0154] It should be understood that, although the various steps in the flowchart in the embodiment of the present application are displayed in sequence according to the indication of the arrows, these steps are not necessarily performed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps does not have a strict order restriction, and it can be performed in other orders. Moreover, at least a portion of the steps in the figure may include a plurality of sub-steps or a plurality of stages, and these sub-steps or stages are not necessarily performed at the same time, but can be performed at different times, and their execution order is not necessarily performed in sequence, but can be performed in turn or alternately with other steps or at least a portion of the sub-steps or stages of other steps.

[0155] The serial numbers of the above embodiments of the present invention are only for description and do not represent the advantages or disadvantages of the embodiments.

[0156] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as a read-only memory (ROM) / RAM, a magnetic disk, or an optical disk), and includes a number of instructions for a terminal device (which can be a mobile phone, a computer, a server, or a network device, etc.) to execute the methods described in each embodiment of the present invention.

[0157] The above are only preferred embodiments of the present invention, and are not intended to limit the patent scope of the present invention. Any equivalent structure or equivalent process transformation made using the contents of the present invention specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present invention.

Claims

1. A vehicle high-speed braking method, characterized in that: The vehicle high-speed braking method comprises: Acquiring driving parameters of the vehicle, and determining whether the vehicle has a front collision risk based on the driving parameters of the vehicle; When there is a risk of a front collision with the vehicle, the vehicle is decelerated in the first stage based on ACC deceleration braking until the vehicle speed is decelerated to a reference speed; When the driving speed of the self-vehicle is the reference speed, the self-vehicle is decelerated in the second stage based on the AEB emergency braking until the self-vehicle braking is completed; When there is a risk of a front collision with the vehicle, the vehicle is decelerated in the first stage based on ACC deceleration braking until the vehicle speed is decelerated to a reference speed, including: When there is a risk of frontal collision with the vehicle, the maximum deceleration limit is determined based on ACC deceleration braking; decelerating the vehicle according to the maximum limit deceleration until the vehicle speed decelerates to a reference speed; After decelerating the vehicle according to the maximum limit deceleration, the method further includes: Acquire the real-time first-stage driving parameters of the vehicle when the vehicle is decelerated according to the maximum limit deceleration; Determining whether the vehicle has a risk of collision with the vehicle ahead according to the real-time first-stage driving parameters; If it is determined according to the real-time first-stage driving parameters that the vehicle is at risk of colliding with the vehicle in front, decelerating the vehicle in the first stage based on the maximum limit deceleration; If it is determined according to the real-time first-stage driving parameters that the vehicle does not have a risk of collision with the vehicle in front, then exit the first-stage deceleration; After the vehicle is decelerated in the second stage according to the reference speed and the emergency limit deceleration, the method further includes: Acquire the real-time second-stage driving parameters of the vehicle, wherein the real-time second-stage driving parameters include the second-stage longitudinal speed of the vehicle, the second-stage longitudinal acceleration of the vehicle, and the second-stage position of the vehicle; Acquiring real-time second-stage driving parameters of the preceding vehicle, wherein the real-time second-stage driving parameters of the preceding vehicle include a second-stage preceding vehicle longitudinal speed, a second-stage preceding vehicle longitudinal acceleration, and a second-stage preceding vehicle position; Obtaining a second-stage relative distance according to the second-stage self-vehicle position and the second-stage preceding vehicle position; Obtaining a second-stage estimated collision time according to the second-stage own-vehicle longitudinal speed, the second-stage own-vehicle longitudinal acceleration, the second-stage front vehicle longitudinal speed, the second-stage front vehicle longitudinal acceleration, and the second-stage relative distance; Determining whether there is a collision risk based on the estimated collision time in the second stage; When there is no risk of collision, exit the second stage of deceleration; When there is a risk of collision, the vehicle is decelerated in the second stage according to the reference speed and the emergency limit deceleration until the vehicle is braked.

2. The vehicle high-speed braking method according to claim 1, characterized in that: The obtaining of the vehicle driving parameters and judging whether the vehicle has a front collision risk based on the vehicle driving parameters include: When the vehicle speed meets the speed threshold, obtaining the vehicle driving parameters, wherein the vehicle driving parameters include the vehicle position and the vehicle driving speed; Acquiring driving parameters of the preceding vehicle, wherein the driving parameters of the preceding vehicle include the position of the preceding vehicle and the driving speed of the preceding vehicle; Obtaining a longitudinal relative distance according to the position of the vehicle and the position of the preceding vehicle; Obtaining an estimated collision time according to the driving speed of the vehicle, the driving speed of the preceding vehicle, and the longitudinal relative distance; The estimated collision time is compared with a preset reference time to obtain a comparison result, and whether the vehicle has a front collision risk is determined based on the comparison result.

3. The vehicle high-speed braking method according to claim 1, characterized in that: When the driving speed of the self-vehicle is the reference speed, the self-vehicle is decelerated in the second stage based on the AEB emergency braking until the self-vehicle braking is completed, including: When the vehicle travels at a reference speed, determining an emergency limit deceleration based on AEB emergency braking; Performing a second-stage deceleration on the vehicle according to the reference speed and the emergency limit deceleration until the vehicle braking is completed; The second stage deceleration of the vehicle based on AEB emergency braking until the braking of the vehicle is completed also includes: Obtain the start time and current time of the historical second stage deceleration, and obtain the time difference according to the start time and the current time; When the time difference does not meet the time threshold, stop entering the second stage deceleration and continue the first stage deceleration; When the time difference meets the time threshold, the vehicle is decelerated in the second stage based on the AEB emergency braking until the vehicle braking is completed.

4. The vehicle high-speed braking method according to claim 1, characterized in that: When there is no collision risk, exiting the second stage of deceleration includes: When there is no collision risk, verifying the collision risk to obtain a verification result; When the verification result is successful, exit the second stage deceleration; When the verification result is failure, the vehicle is decelerated in the second stage according to the reference speed and the emergency limit deceleration until the vehicle is braked.

5. A vehicle high-speed braking device, characterized in that: The vehicle high-speed braking device comprises: A parameter acquisition module, used to acquire the driving parameters of the vehicle, and determine whether the vehicle has a front collision risk based on the driving parameters of the vehicle; The first stage braking module is used to decelerate the vehicle in the first stage based on ACC deceleration braking when there is a risk of front collision of the vehicle, until the vehicle speed is decelerated to a reference speed; A second-stage braking module is used to perform a second-stage deceleration of the self-vehicle based on AEB emergency braking when the travel speed of the self-vehicle is a reference speed, until the self-vehicle braking is completed; The first-stage braking module is further used to determine the maximum limit deceleration based on ACC deceleration braking when the vehicle is at risk of front collision; decelerate the vehicle according to the maximum limit deceleration until the vehicle speed is decelerated to a reference speed; obtain the real-time first-stage driving parameters of the vehicle when the vehicle is decelerated according to the maximum limit deceleration; determine whether the vehicle has a risk of collision with the vehicle in front according to the real-time first-stage driving parameters; if the vehicle is determined to have a risk of collision with the vehicle in front according to the real-time first-stage driving parameters, perform the first-stage deceleration on the vehicle based on the maximum limit deceleration; if the vehicle is determined to have no risk of collision with the vehicle in front according to the real-time first-stage driving parameters, exit the first-stage deceleration; The second-stage braking module is further used to obtain the real-time second-stage driving parameters of the self-vehicle when the second-stage deceleration is performed on the self-vehicle according to the reference speed and the emergency limit deceleration, and the real-time second-stage driving parameters include the second-stage self-vehicle longitudinal speed, the second-stage self-vehicle longitudinal acceleration and the second-stage self-vehicle position; obtain the real-time second-stage driving parameters of the front vehicle when the second-stage deceleration is performed on the self-vehicle according to the reference speed and the emergency limit deceleration, and the real-time second-stage driving parameters of the front vehicle include the second-stage front vehicle longitudinal speed, the second-stage front vehicle longitudinal acceleration and the second-stage front vehicle position; obtain the second-stage relative distance according to the second-stage self-vehicle position and the second-stage front vehicle position; obtain the second-stage estimated collision time according to the second-stage self-vehicle longitudinal speed, the second-stage self-vehicle longitudinal acceleration, the second-stage front vehicle longitudinal speed, the second-stage front vehicle longitudinal acceleration and the second-stage relative distance; determine whether there is a collision risk according to the second-stage estimated collision time; when there is no collision risk, exit the second-stage deceleration; when there is a collision risk, perform the second-stage deceleration on the self-vehicle according to the reference speed and the emergency limit deceleration until the self-vehicle braking is completed.

6. A vehicle high-speed braking device, characterized in that: The device comprises: a memory, a processor, and a vehicle high-speed braking program stored in the memory and executable on the processor, wherein the vehicle high-speed braking program is configured to implement the vehicle high-speed braking method according to any one of claims 1 to 4.

7. A storage medium, characterized in that: The storage medium stores a vehicle high-speed braking program, and when the vehicle high-speed braking program is executed by the processor, the vehicle high-speed braking method according to any one of claims 1 to 4 is implemented.

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