Automatic driving safety braking control method and device

Abstract

The invention relates to a control method and device for safe braking in automatic driving. The control method comprises the steps that target information having a collision risk with a current vehicle is obtained; determining a target intrusion amount and a vehicle speed difference between a target and a current vehicle according to the target information; selecting a corresponding vehicle control area according to the target intrusion amount and the vehicle speed difference, and obtaining a control strategy corresponding to the vehicle control area; and controlling the current vehicle to slow down and brake according to the control strategy. According to the method, the problem that the safety of passengers cannot be guaranteed due to the fact that the actual deceleration process and working condition adaptability is poor and the deceleration is unstable because the detailed calculation method of the deceleration is not described in the automatic driving technology in the prior art is solved.

Description

Technical Field

[0001] The present invention relates to the field of autonomous driving technology, and in particular to a control method and device for autonomous driving safety braking. Background Art

[0002] With the widespread application of intelligent driving assistance technology (ADAS), people pay more and more attention to the reliability and safety of this technology. When the driving assistance system fails due to an accident, the driver needs a certain reaction time to intervene and control the car. At this time, if the car loses control, swerves or collides randomly, it will cause great safety hazards. Therefore, it is necessary to establish a device to prevent the car from losing control after the system fails.

[0003] In the related art, the conditions for triggering a safe stop are monitored to determine whether the system has potential failures, and after the safe stop is triggered, the lateral and longitudinal directions are continuously controlled to protect the safety of the passengers on the vehicle. However, the related art does not describe the detailed calculation method of the deceleration, resulting in poor adaptability of the actual deceleration process to the working conditions, unstable deceleration, and failure to ensure the safety of the passengers. Summary of the invention

[0004] One of the purposes of the present invention is to provide a control method and device for safe braking of automatic driving, so as to solve the problem that the automatic driving technology in the prior art does not describe the detailed calculation method of deceleration, resulting in poor adaptability of the actual deceleration process to the working conditions and unstable deceleration, thereby failing to ensure the safety of passengers.

[0005] In order to achieve the above object, the technical solution adopted by the present invention is as follows: A control method for safe braking of an automatic driving system comprises the following steps: Obtain information about targets that have a risk of collision with the current vehicle; Determining a target intrusion amount and a speed difference between the target and the current vehicle according to the target information; Selecting a corresponding vehicle control area according to the target intrusion amount and the vehicle speed difference, and acquiring a control strategy corresponding to the vehicle control area; and The current vehicle is controlled to decelerate and stop according to the control strategy.

[0006] According to the above technical means, since the target information is obtained, the target intrusion amount and the speed difference between the target and the current vehicle can be calculated according to the target information, and the vehicle control area where the target is located can be determined according to these target information, so as to implement the corresponding deceleration and braking control according to the vehicle control area to avoid vehicle instability caused by too rapid vehicle deceleration process, or to avoid the phenomenon that the vehicle cannot eliminate the risk of collision due to too slow vehicle deceleration process. Since the deceleration of each control area is within an interval limit, the actual deceleration process is adapted to the working conditions, and the safety of passengers is guaranteed while ensuring stable deceleration.

[0007] Further, the obtaining of target information having a collision risk with the current vehicle includes: Obtain target information predicted by the current vehicle sensor that has a collision risk with the current vehicle; wherein the target information includes: the longitudinal speed, longitudinal acceleration, and longitudinal relative distance of the nearest target on the path of the current vehicle.

[0008] According to the above technical means, it is possible to obtain in detail information such as the longitudinal speed, longitudinal acceleration, longitudinal relative distance, etc. of the target that has a collision risk with the current vehicle.

[0009] Further, determining the target intrusion amount and the speed difference between the target and the current vehicle according to the target information includes: Obtain the current vehicle speed, preset safety time interval and preset safety distance; Calculating the target intrusion amount according to the current vehicle speed, the preset safety time headway, the preset safety distance, and the longitudinal relative distance; The vehicle speed difference is calculated according to the longitudinal relative distance and the current vehicle speed.

[0010] According to the above technical means, the target intrusion amount and the speed difference between the target and the current vehicle can be accurately calculated by combining the information obtained in real time such as longitudinal speed, longitudinal acceleration, longitudinal relative distance and current vehicle speed with preset information such as preset safety time interval and preset safety distance.

[0011] Further, selecting a corresponding vehicle control area according to the target intrusion amount and the vehicle speed difference includes: sequentially determining whether the target intrusion amount and the vehicle speed difference both satisfy the selection conditions of each vehicle control area; If the target intrusion amount and the vehicle speed difference both satisfy a selection condition of a certain vehicle control area, the vehicle control area that satisfies the condition is selected.

[0012] According to the above technical means, since the selection conditions of each vehicle control area are set, the vehicle control area where the target is located can be determined according to the target intrusion amount and the speed difference between the target and the vehicle, so that the corresponding deceleration control plan can be implemented according to the vehicle control area where the target is located.

[0013] Furthermore, the vehicle control area includes: one or a combination of a dangerous collision zone, a first deceleration transition zone, a second deceleration transition zone, a first to-be-stabilized zone, a second to-be-stabilized zone, a stable following zone, a first acceleration transition zone, a second acceleration transition zone, and a safe acceleration zone.

[0014] Based on the above technical means, the longitudinal planning is divided into 9 areas. Different deceleration planning methods are used in each area. A large deceleration can be planned in the emergency area, which is safer. The deceleration planned in each area has an interval limit, which can make the deceleration smoother. No deceleration is planned in the non-emergency area, which can allow the vehicle to glide, avoid sudden stops, and reduce the risk of rear-end collisions.

[0015] Furthermore, the selection conditions of each vehicle control area are: Dangerous collision zone: the vehicle speed difference is greater than the calibrated vehicle speed pressure threshold, and the intrusion amount is greater than the calibrated intrusion amount safety threshold; First deceleration transition zone: the intrusion amount is greater than the calibrated intrusion amount safety threshold, and the vehicle speed difference is between the calibrated vehicle speed pressure threshold and the calibrated vehicle speed safety threshold; Second deceleration transition zone: the vehicle speed difference is greater than the calibrated vehicle speed pressure threshold, and the intrusion amount is between the calibrated intrusion amount safety threshold and the calibrated intrusion amount pressure threshold; First waiting-for-stabilization zone: the intrusion amount is greater than the calibrated intrusion amount compression threshold, and the vehicle speed difference is less than the calibrated vehicle speed difference safety threshold; Second waiting-for-stabilization zone: the vehicle speed difference is greater than the calibrated vehicle speed difference compression threshold, and the intrusion amount is less than the calibrated intrusion amount safety threshold; Stable following zone: the vehicle speed difference is between the calibrated vehicle speed pressure threshold and the calibrated vehicle speed safety threshold, and the intrusion amount is between the calibrated intrusion amount safety threshold and the calibrated intrusion amount pressure threshold; First acceleration transition zone: the intrusion amount is less than the calibrated intrusion amount safety threshold, and the vehicle speed difference is between the calibrated vehicle speed pressure threshold and the calibrated vehicle speed safety threshold; Second acceleration transition zone: the vehicle speed difference is less than the calibrated vehicle speed difference safety threshold, and the intrusion amount is between the calibrated intrusion amount safety threshold and the calibrated intrusion amount pressure threshold; Safe acceleration zone: the intrusion amount is less than the calibrated intrusion amount safety threshold, and the vehicle speed difference is less than the calibrated vehicle speed difference safety threshold.

[0016] According to the above technical means, the vehicle control area into which the target intrusion amount and the speed difference between the target and the vehicle fall can be determined according to the selected conditions set for each vehicle control area, so that the control strategy corresponding to the vehicle control area can be obtained.

[0017] Furthermore, the control strategies of each control area are: Dangerous collision zone: Control the corresponding acceleration according to the current vehicle speed, target speed, standard following distance and the relative longitudinal distance; wherein the standard following distance is the following distance calculated according to the current vehicle speed, the preset following time distance and the minimum safe distance; First deceleration transition zone: controlling the corresponding acceleration according to the standard following distance, the relative longitudinal distance and the expected stabilization time; Second deceleration transition zone: controlling the corresponding acceleration according to the current vehicle speed, the target vehicle speed, the first maximum safety distance and the relative longitudinal distance; wherein the first maximum safety distance is a safety distance calculated according to the standard following distance and the intrusion pressure threshold; The first waiting-for-stabilization zone: controlling the corresponding acceleration according to the standard following distance, the relative longitudinal distance, the expected stabilization time, the current vehicle speed and the target vehicle speed; Second waiting-for-stabilization zone: controlling the corresponding acceleration according to the current vehicle speed, the target vehicle speed, the second maximum safety distance and the relative longitudinal distance; wherein the second maximum safety distance is a safety distance calculated according to the standard following distance and the intrusion safety threshold; Stable following zone, first acceleration transition zone, second acceleration transition zone, safe acceleration zone: control acceleration to 0.

[0018] According to the above technical means, the deceleration can be planned according to the planning method of each area, and then output to the ESP actuator until the vehicle stops, so that the actual deceleration process is adapted to the working conditions, and the safety of passengers is guaranteed while ensuring stable deceleration; at the same time, a large deceleration can be planned according to the emergency area to make vehicle braking safer, and the deceleration planned for each area has an interval limit, which can make the deceleration smoother; no deceleration is planned in non-emergency areas, so that the vehicle can glide, avoid sudden stops, and reduce the risk of rear-end collisions.

[0019] A control device for automatic driving safety braking, characterized by comprising: An acquisition module, used to acquire target information that has a collision risk with the current vehicle; A calculation module, used to determine the target intrusion amount and the speed difference between the target and the current vehicle according to the target information; An area selection module, used to select a corresponding vehicle control area according to the target intrusion amount and the vehicle speed difference, and obtain a control strategy corresponding to the vehicle control area; The control module is used to control the current vehicle to decelerate and stop according to the control strategy.

[0020] Furthermore, the acquisition module further includes: The target information acquisition module is used to obtain target information predicted by the current vehicle sensor that has a collision risk with the current vehicle; wherein the target information includes: the longitudinal speed, longitudinal acceleration, and longitudinal relative distance of the nearest target on the path of the current vehicle.

[0021] Furthermore, the calculation module includes: The vehicle speed acquisition module is used to obtain the current vehicle speed, the preset safety time interval and the preset safety distance; A target intrusion amount calculation module, used to calculate the target intrusion amount according to the current vehicle speed, the preset safety time headway, the preset safety distance and the longitudinal relative distance; The vehicle speed difference calculation module is used to calculate the vehicle speed difference according to the longitudinal relative distance and the current vehicle speed.

[0022] Further, the area selection module includes: A judging module, used to judge in turn whether the target intrusion amount and the vehicle speed difference both meet the selection conditions of each vehicle control area; The selection module is used to select a vehicle control area that meets the conditions when the target intrusion amount and the vehicle speed difference both meet the selection conditions of a certain vehicle control area.

[0023] Furthermore, the vehicle control area includes: one or a combination of a dangerous collision zone, a first deceleration transition zone, a second deceleration transition zone, a first to-be-stabilized zone, a second to-be-stabilized zone, a stable following zone, a first acceleration transition zone, a second acceleration transition zone, and a safe acceleration zone.

[0024] Furthermore, the selection conditions of each vehicle control area are: Dangerous collision zone: the vehicle speed difference is greater than the calibrated vehicle speed pressure threshold, and the intrusion amount is greater than the calibrated intrusion amount safety threshold; First deceleration transition zone: the intrusion amount is greater than the calibrated intrusion amount safety threshold, and the vehicle speed difference is between the calibrated vehicle speed pressure threshold and the calibrated vehicle speed safety threshold; Second deceleration transition zone: the vehicle speed difference is greater than the calibrated vehicle speed pressure threshold, and the intrusion amount is between the calibrated intrusion amount safety threshold and the calibrated intrusion amount pressure threshold; First waiting-for-stabilization zone: the intrusion amount is greater than the calibrated intrusion amount compression threshold, and the vehicle speed difference is less than the calibrated vehicle speed difference safety threshold; Second waiting-for-stabilization zone: the vehicle speed difference is greater than the calibrated vehicle speed difference compression threshold, and the intrusion amount is less than the calibrated intrusion amount safety threshold; Stable following zone: the vehicle speed difference is between the calibrated vehicle speed pressure threshold and the calibrated vehicle speed safety threshold, and the intrusion amount is between the calibrated intrusion amount safety threshold and the calibrated intrusion amount pressure threshold; First acceleration transition zone: the intrusion amount is less than the calibrated intrusion amount safety threshold, and the vehicle speed difference is between the calibrated vehicle speed pressure threshold and the calibrated vehicle speed safety threshold; Second acceleration transition zone: the vehicle speed difference is less than the calibrated vehicle speed difference safety threshold, and the intrusion amount is between the calibrated intrusion amount safety threshold and the calibrated intrusion amount pressure threshold; Safe acceleration zone: the intrusion amount is less than the calibrated intrusion amount safety threshold, and the vehicle speed difference is less than the calibrated vehicle speed difference safety threshold.

[0025] Furthermore, the control strategies of each control area are: Dangerous collision zone: Control the corresponding acceleration according to the current vehicle speed, target speed, standard following distance and the relative longitudinal distance; wherein the standard following distance is the following distance calculated according to the current vehicle speed, the preset following time distance and the minimum safe distance; First deceleration transition zone: controlling the corresponding acceleration according to the standard following distance, the relative longitudinal distance and the expected stabilization time; Second deceleration transition zone: controlling the corresponding acceleration according to the current vehicle speed, the target vehicle speed, the first maximum safety distance and the relative longitudinal distance; wherein the first maximum safety distance is a safety distance calculated according to the standard following distance and the intrusion pressure threshold; The first waiting-for-stabilization zone: controlling the corresponding acceleration according to the standard following distance, the relative longitudinal distance, the expected stabilization time, the current vehicle speed and the target vehicle speed; Second waiting-for-stabilization zone: controlling the corresponding acceleration according to the current vehicle speed, the target vehicle speed, the second maximum safety distance and the relative longitudinal distance; wherein the second maximum safety distance is a safety distance calculated according to the standard following distance and the intrusion safety threshold; Stable following zone, first acceleration transition zone, second acceleration transition zone, safe acceleration zone: control acceleration to 0.

[0026] A vehicle comprises: a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the control method for safe braking of the automatic driving.

[0027] A computer-readable storage medium stores a computer program, which is executed by a processor to implement the control method for safe braking of an autonomous driving vehicle.

[0028] Beneficial effects of the present invention: (1) The embodiment of the present invention divides the longitudinal planning into several areas according to the target intrusion amount and the vehicle speed difference. Different deceleration planning methods are used in each area. Corresponding deceleration and braking control can be implemented according to the vehicle control area to avoid vehicle instability caused by excessively rapid vehicle deceleration or to avoid the inability to eliminate collision risks caused by excessively slow vehicle deceleration.

[0029] (2) The embodiment of the present invention plans the deceleration according to the planning method of each area, and then outputs it to the ESP actuator until the vehicle stops, so that the actual deceleration process is adapted to the working conditions, ensuring the safety of passengers while ensuring stable deceleration.

[0030] (3) The embodiment of the present invention can plan a large deceleration according to the emergency area, making the vehicle brake safer, and the deceleration planned in each area has a range limit, which can make the deceleration smoother; no deceleration is planned in the non-emergency area, so that the vehicle can glide, avoid sudden stopping, and reduce the risk of rear-end collision. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 This is a flow chart of the control method for automatic driving safety braking of the present invention; Figure 2 A schematic diagram of the division of the vehicle control area in the present invention; Figure 3 It is a logic flow chart of the present invention; Figure 4 This is a schematic diagram of the structure of the control device for automatic driving safety braking of the present invention; Figure 5 A schematic structural diagram of a vehicle provided by the present invention. DETAILED DESCRIPTION

[0032] The following will describe the embodiments of the present invention with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention, not for limiting the scope of protection of the present invention.

[0033] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present invention, and thus the drawings only show components related to the present invention rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed arbitrarily, and the component layout may also be more complicated.

[0034] The following describes a control method and device for automatic driving safety braking according to an embodiment of the present invention with reference to the accompanying drawings. In view of the fact that the relevant technologies mentioned in the above background technology do not describe the detailed calculation method of deceleration, resulting in poor adaptability of the actual deceleration process to the working conditions, unstable deceleration, and thus the problem that the safety of passengers cannot be guaranteed, an embodiment of the present invention provides a control method for automatic driving safety braking, which can obtain target information with a collision risk with the current vehicle, and determine the target intrusion amount and the speed difference between the target and the current vehicle according to the target information, so as to select the corresponding vehicle control area according to the target intrusion amount and the speed difference, and realize detailed calculation of the deceleration scheme; and the control strategy corresponding to the vehicle control area can be obtained, and the current vehicle can be controlled to decelerate and brake according to the control strategy, and a large deceleration can be planned for the emergency area, so that the vehicle brakes more safely, and the deceleration planned for each area has an interval limit, which can make the deceleration smoother, and the deceleration is not planned for the non-emergency area, so that the vehicle can slide, avoid sudden parking, and reduce the risk of rear-end collision. Therefore, the embodiment of the present invention can solve the problems of poor adaptability of the actual deceleration process to the working conditions, unstable deceleration, and poor safety of passengers.

[0035] Specifically, Figure 1 This is a flow chart of a control method for safe braking of an automatic driving according to an embodiment of the present invention.

[0036] like Figure 1 As shown, the control method for the automatic driving safety brake stop comprises the following steps: In step S100, target information having a collision risk with the current vehicle is obtained.

[0037] It can be understood that the vehicle in the embodiment of the present invention can predict the information of the target with collision risk in front of the path of the vehicle through the sensors therein, and thus determine that the target is in the control area of ​​the current vehicle based on the predicted information of the target with collision risk; wherein the sensor of the vehicle can be a visual sensor, a distance sensor, etc.

[0038] In one embodiment of the present invention, obtaining target information that has a risk of collision with the current vehicle includes: obtaining target information that has a risk of collision with the current vehicle predicted by the current vehicle sensor; wherein the target information includes: the longitudinal speed, longitudinal acceleration, and longitudinal relative distance of the nearest target on the path of the current vehicle.

[0039] In the actual implementation process, when predicting information about targets with a risk of collision in front of the vehicle's path, the information detected by the visual sensor and the distance sensor can be used as a basis for prediction, thereby predicting targets that may collide within a certain period of time; after the prediction, targets on the path that intersect with the current vehicle can be determined as targets with a risk of collision, where the targets with a risk of collision include but are not limited to: other vehicles (CIPV, i.e., the nearest vehicle on the path), pedestrians, obstacles and other dangerous targets, and the information about targets with a risk of collision in front of the vehicle's path includes: the target's longitudinal speed, longitudinal acceleration, longitudinal relative distance and other information.

[0040] According to the above technical means, since the vehicle's own sensors are used to predict information about targets with collision risks ahead of the vehicle's path, the target's intrusion amount and speed difference relative to the current vehicle can be accurately calculated based on the predicted information about the target with collision risks, thereby accurately determining that the target with collision risks is in the control area of ​​the current vehicle based on the intrusion amount and speed difference.

[0041] like Figure 1 As shown, the control method for the automatic driving safety brake stop comprises the following steps: In step S200, the target intrusion amount and the speed difference between the target and the current vehicle are determined according to the target information.

[0042] It can be understood that the target intrusion amount in the embodiment of the present invention can be calculated based on the above-mentioned predicted information of the target with collision risk, the current vehicle speed acquired in real time, the preset safety time interval and the preset safety distance, wherein the preset safety time interval and the preset safety distance can be empirical parameters set by the vehicle tester according to the road condition information and the corresponding vehicle speed; and the vehicle speed difference can be calculated based on the above-mentioned predicted information of the target with collision risk and the current vehicle speed.

[0043] In one embodiment of the present invention, the target intrusion amount and the speed difference between the target and the current vehicle are determined based on the target information, including: obtaining the current vehicle speed, a preset safety time headway and a preset safety distance; calculating the target intrusion amount based on the current vehicle speed, the preset safety time headway, the preset safety distance and the longitudinal relative distance; calculating the speed difference based on the longitudinal relative distance and the current vehicle speed.

[0044] During the actual implementation process, the target intrusion amount is calculated as follows: Intrusion amount = (current vehicle speed × preset safety time headway + preset safety distance - longitudinal relative distance) / (current vehicle speed × preset safety time headway + preset safety distance); the speed difference between the target and the current vehicle is calculated as follows: Speed ​​difference = target longitudinal speed - current vehicle speed; Among them, the preset safety distance refers to the following distance retained after following the vehicle in front, and its empirical value can be 3~4.5 meters, and the safety time headway refers to the time interval required to maintain the following distance, and its empirical value can be 1.2~2 seconds.

[0045] According to the above technical means, the target intrusion amount and the speed difference between the target and the current vehicle can be accurately calculated by combining the real-time information such as longitudinal speed, longitudinal acceleration, longitudinal relative distance and current vehicle speed with preset information such as preset safety time interval and preset safety distance, so as to accurately determine that the target with collision risk is in the control area of ​​the current vehicle, thereby achieving precise control of the vehicle's deceleration and braking process.

[0046] like Figure 1 As shown, the control method for the automatic driving safety brake stop comprises the following steps: In step S300, a corresponding vehicle control area is selected according to the target intrusion amount and the vehicle speed difference, and a control strategy corresponding to the vehicle control area is obtained.

[0047] It can be understood that in the embodiments of the present invention, the control area of ​​the vehicle can be subdivided into several areas according to the actual vehicle control process, and according to the actual control experience parameters, different deceleration control strategies can be adopted for each control area to achieve the matching of the vehicle braking deceleration process with the vehicle operating conditions.

[0048] In one embodiment of the present invention, a corresponding vehicle control area is selected based on a target intrusion amount and a vehicle speed difference, including: determining in turn whether the target intrusion amount and the vehicle speed difference both satisfy the selection conditions of each vehicle control area; if the target intrusion amount and the vehicle speed difference both satisfy the selection conditions of a certain vehicle control area, then selecting the vehicle control area that satisfies the conditions.

[0049] Figure 2 FIG. 1 is a schematic diagram of the division of the vehicle control area in an embodiment of the present invention. Figure 2As shown, in the actual implementation process, the vehicle control area includes: the dangerous collision area, the first deceleration transition area (i.e. Figure 2 The deceleration transition zone (distance) shown in FIG), the second deceleration transition zone (i.e. Figure 2 The deceleration transition zone (vehicle speed) shown in FIG), the first stabilization zone (i.e. Figure 2 The area to be stabilized 1 shown in FIG. 1 ), the second area to be stabilized (i.e. Figure 2 The waiting area 2 shown in FIG), the stable following area, the first acceleration transition area (i.e. Figure 2 The acceleration transition zone (distance) shown in FIG), the second acceleration transition zone (i.e. Figure 2 There are 9 areas shown in the figure, including the acceleration transition area (vehicle speed) and the safe acceleration area.

[0050] In the actual implementation process, for the above vehicle control areas, the selection conditions of each vehicle control area are: 1. Dangerous collision zone: The speed difference is greater than the calibrated speed pressure threshold, and the intrusion amount is greater than the calibrated intrusion amount safety threshold; 2. First deceleration transition zone: the intrusion amount is greater than the calibrated intrusion amount safety threshold, and the vehicle speed difference is between the calibrated vehicle speed pressure threshold and the calibrated vehicle speed safety threshold; 3. Second deceleration transition zone: the vehicle speed difference is greater than the calibrated vehicle speed pressure threshold, and the intrusion amount is between the calibrated intrusion amount safety threshold and the calibrated intrusion amount pressure threshold; 4. The first waiting-for-stabilization zone: the intrusion amount is greater than the calibrated intrusion amount compression threshold, and the vehicle speed difference is less than the calibrated vehicle speed difference safety threshold; 5. Second waiting-for-stabilization zone: the vehicle speed difference is greater than the calibrated vehicle speed difference compression threshold, and the intrusion amount is less than the calibrated intrusion amount safety threshold; 6. Stable following zone: The vehicle speed difference is between the calibrated vehicle speed pressure threshold and the calibrated vehicle speed safety threshold, and the intrusion volume is between the calibrated intrusion volume safety threshold and the calibrated intrusion volume pressure threshold; 7. First acceleration transition zone: the intrusion amount is less than the calibrated intrusion amount safety threshold, and the vehicle speed difference is between the calibrated vehicle speed pressure threshold and the calibrated vehicle speed safety threshold; 8. Second acceleration transition zone: the vehicle speed difference is less than the calibrated vehicle speed difference safety threshold, and the intrusion amount is between the calibrated intrusion amount safety threshold and the calibrated intrusion amount pressure threshold; 9. Safe acceleration zone: The intrusion amount is less than the calibrated intrusion amount safety threshold, and the vehicle speed difference is less than the calibrated vehicle speed difference safety threshold.

[0051] It can be understood that the above-mentioned speed pressure threshold in the embodiment of the present invention refers to the speed difference that will give the driver a sense of pressure when the speed difference is large to a certain extent (for example, the speed difference is greater than 30km / h) under a certain speed standard and following distance (for example, the speed standard is 60km / h and the following distance is 3~4.5 meters). The above-mentioned speed safety threshold refers to the speed difference that will give the driver a sense of losing when the speed difference is small to a certain extent (for example, the speed difference is less than 0km / h) under a certain speed standard following distance (for example, the speed standard is 60km / h and the following distance is 3~4.5 meters). The above-mentioned intrusion pressure threshold refers to the following distance / standard following distance that will give the driver a sense of pressure under a certain speed standard following speed (for example, the speed standard following speed is 60km / h). The above-mentioned intrusion safety threshold refers to the following distance that the driver considers to be too far from the vehicle under a certain standard following speed (for example, the standard following speed is 60 km / h) and the standard following distance.

[0052] It can be understood that the above four thresholds are four curves based on vehicle speed changes. After comprehensive experience by different drivers and passengers, the corresponding thresholds are calibrated, that is, the vehicle speed pressure threshold, vehicle speed safety threshold, intrusion pressure threshold, and intrusion safety threshold are empirical values ​​obtained from tests.

[0053] It is worth mentioning that the above-mentioned speed difference pressure threshold refers to the speed difference experience value that will bring a sense of pressure to the driver when the speed difference is large to a certain extent (for example, the speed difference is greater than 30km / h) under a certain speed standard and following distance (for example, the speed standard is 60km / h, and the following distance is 3~4.5 meters); the above-mentioned speed difference safety threshold refers to the speed difference experience value that will bring a sense of loss to the driver when the speed difference is small to a certain extent (for example, the speed difference is less than 0km / h) under a certain speed standard and following distance (for example, the speed standard is 60km / h, and the following distance is 3~4.5 meters).

[0054] like Figure 1 As shown, the control method for the automatic driving safety brake stop comprises the following steps: In step S400, the current vehicle is controlled to decelerate and stop according to the control strategy.

[0055] It can be understood that after selecting the target intrusion amount and the vehicle control interval in which the vehicle speed difference falls in the embodiment of the present invention, the corresponding deceleration control strategy can be obtained, and then the deceleration can be planned according to the deceleration control strategy and sent to the ESP actuator for control until the current vehicle stops.

[0056] In one embodiment of the present invention, the control strategies of each control area are: Dangerous collision zone: control the corresponding acceleration according to the current vehicle speed, target speed, standard following distance and the relative longitudinal distance; wherein the standard following distance is the following distance calculated according to the current vehicle speed, the preset following time distance and the minimum safety distance; specifically: control a=-(Vh^2-Vt^2) / 2S; wherein Vh is the current vehicle speed, Vt is the target speed, S=Stgt-Srel, Stgt is the standard following distance, Stgt=Vh×Tgap+Smin, Tgap is the preset following time distance, Smin is the minimum safety distance, Sreal is the relative longitudinal distance; among the above parameters, Stgt can be understood as the following distance expected by the driver, and Stgt is the empirical value obtained according to the vehicle speed, the preset following time distance and the minimum safety distance; accordingly, the above parameters such as vehicle speed, preset following time distance, minimum safety distance are also empirical values ​​calibrated by the tester.

[0057] The first deceleration transition zone: control the corresponding acceleration according to the standard following distance, the relative longitudinal distance and the expected stabilization time; specifically: control a=-2S / t^2, S=Stgt-Srel, where t is the expected stabilization time.

[0058] The second deceleration transition zone: the corresponding acceleration is controlled according to the current vehicle speed, the target speed, the first maximum safety distance and the relative longitudinal distance; wherein, the first maximum safety distance is the safety distance calculated according to the standard following distance and the intrusion pressure threshold; specifically: control a=-(Vh^2-Vt^2) / 2S, wherein S=Smax-Srel, Smax is the first maximum safety distance, Smax=Stgt*Imax, Imax is the intrusion pressure threshold.

[0059] The first waiting area for stabilization: the corresponding acceleration is controlled according to the standard following distance, the relative longitudinal distance, the expected stabilization time, the current vehicle speed and the target speed; specifically: control a=-2S / t^2-2Vh+2Vt, where S=Stgt-Srel, and t is the expected stabilization time.

[0060] The second area to be stabilized: the corresponding acceleration is controlled according to the current vehicle speed, the target speed, the second maximum safety distance and the relative longitudinal distance; wherein the second maximum safety distance is the safety distance calculated according to the standard following distance and the intrusion safety threshold; specifically: control a=-(Vh^2-Vt^2) / 2S, wherein S=S'max-Srel, S'max is the second maximum safety distance, S'max=Stgt*Imin, Imin is the intrusion safety threshold.

[0061] Stable following zone, first acceleration transition zone, second acceleration transition zone, safe acceleration zone: the control acceleration is 0, and the deceleration of the first deceleration transition zone and the second deceleration transition zone is not less than the deceleration of the dangerous collision zone, and the deceleration of the first to-be-stabilized zone and the second to-be-stabilized zone is not less than the deceleration of the first to-be-stabilized zone and the second to-be-stabilized zone.

[0062] It is worth mentioning that in the embodiment of the present invention, the entire deceleration process of the current vehicle can be divided into several time periods. After the deceleration control is completed in the current time period, when entering the deceleration control in the next time period, steps S100 to S400 need to be repeated to decelerate until the current vehicle stops. After the current vehicle stops, the pressure is maintained through ESP.

[0063] According to the above technical means, the deceleration can be planned according to the planning method of each area, and then output to the ESP actuator until the vehicle stops, so that the actual deceleration process is adapted to the working conditions, and the safety of passengers is guaranteed while ensuring stable deceleration; at the same time, a large deceleration can be planned according to the emergency area to make vehicle braking safer, and the deceleration planned for each area has an interval limit, which can make the deceleration smoother; no deceleration is planned in non-emergency areas, so that the vehicle can glide, avoid sudden stops, and reduce the risk of rear-end collisions.

[0064] Figure 3 FIG. 1 is a logic flow chart of an embodiment of the present invention, as a possible implementation method, such as Figure 3 As shown, the control logic of the control method for safe braking of the automatic driving in the embodiment of the present invention may be: Step S11, receiving vehicle status information and target information with collision risk; Step S12, determining whether the vehicle is stationary; if yes, executing step S18; if no, executing step S13; Step S13, calculating the target intrusion amount and vehicle speed difference; Step S14, determining the control area where the target is located; Step S15, planning the deceleration according to the calculation method of the control area; Step S16, outputting the target deceleration to esp for response; Step S17, controlling the vehicle to decelerate; Step S18, maintaining pressure through esp.

[0065] Among them, the method for determining the control area, the method for calculating the control area, the method for planning the deceleration, and the method for controlling the deceleration of the vehicle are all as described above.

[0066] The control method for safe braking of automatic driving proposed in the embodiment of the present invention can obtain target information with a risk of collision with the current vehicle, and determine the target intrusion amount and the speed difference between the target and the current vehicle based on the target information, so as to select the corresponding vehicle control area based on the target intrusion amount and the speed difference, and realize detailed calculation of the deceleration scheme; and the control strategy corresponding to the vehicle control area can be obtained, and the current vehicle can be controlled to decelerate and brake according to the control strategy. A large deceleration can be planned for the emergency area, making the vehicle brake safer, and the deceleration planned for each area has an interval limit, which can make the deceleration smoother, and no deceleration is planned for non-emergency areas, so that the vehicle can glide, avoid sudden stops, and reduce the risk of rear-end collisions. Therefore, the embodiment of the present invention can solve the problems of poor adaptability of the actual deceleration process to working conditions, unstable deceleration, and poor safety of passengers.

[0067] Next, the control device for safe braking of automatic driving proposed in an embodiment of the present invention will be described with reference to the accompanying drawings.

[0068] Figure 4 FIG. 1 is a schematic diagram of the structure of a control device for automatic driving safety braking according to an embodiment of the present invention. Figure 4 As shown, this embodiment also proposes a control device for automatic driving safety braking, including: An acquisition module 100 is used to acquire target information that has a collision risk with the current vehicle; A calculation module 200, for determining a target intrusion amount and a speed difference between the target and the current vehicle according to the target information; The area selection module 300 is used to select a corresponding vehicle control area according to the target intrusion amount and the vehicle speed difference, and obtain a control strategy corresponding to the vehicle control area; The control module 400 is used to control the current vehicle to decelerate and stop according to the control strategy.

[0069] Optionally, in one embodiment of the present invention, the acquisition module 100 includes: a target information acquisition module.

[0070] The target information acquisition module is used to obtain target information predicted by the current vehicle sensor that has a collision risk with the current vehicle; the target information includes: the longitudinal speed, longitudinal acceleration, and longitudinal relative distance of the nearest target on the path of the current vehicle.

[0071] Optionally, in one embodiment of the present invention, the calculation module 200 includes: a vehicle speed acquisition module, a target intrusion amount calculation module and a vehicle speed difference calculation module.

[0072] The vehicle speed acquisition module is used to acquire the current vehicle speed, the preset safety time interval and the preset safety distance; A target intrusion amount calculation module is used to calculate the target intrusion amount according to the current vehicle speed, the preset safety time headway, the preset safety distance and the longitudinal relative distance; The vehicle speed difference calculation module is used to calculate the vehicle speed difference based on the longitudinal relative distance and the current vehicle speed.

[0073] Optionally, in one embodiment of the present invention, the area selection module 300 includes: a judgment module and a selection module.

[0074] The judging module is used to judge in turn whether the target intrusion amount and the vehicle speed difference both meet the selected conditions of each vehicle control area; The selection module is used to select a vehicle control area that meets the conditions when the target intrusion amount and the vehicle speed difference both meet the selection conditions of a certain vehicle control area.

[0075] Optionally, in one embodiment of the present invention, the vehicle control area includes: a dangerous collision zone, a first deceleration transition zone, a second deceleration transition zone, a first to-be-stabilized zone, a second to-be-stabilized zone, a stable following zone, a first acceleration transition zone, a second acceleration transition zone, and a safe acceleration zone or a combination thereof.

[0076] Optionally, in one embodiment of the present invention, the selection conditions of each vehicle control area are: Dangerous collision zone: The speed difference is greater than the calibrated speed pressure threshold, and the intrusion amount is greater than the calibrated intrusion amount safety threshold; First deceleration transition zone: the intrusion amount is greater than the calibrated intrusion amount safety threshold, and the vehicle speed difference is between the calibrated vehicle speed pressure threshold and the calibrated vehicle speed safety threshold; Second deceleration transition zone: the vehicle speed difference is greater than the calibrated vehicle speed pressure threshold, and the intrusion amount is between the calibrated intrusion amount safety threshold and the calibrated intrusion amount pressure threshold; The first waiting-for-stabilization zone: the intrusion amount is greater than the calibrated intrusion amount compression threshold, and the vehicle speed difference is less than the calibrated vehicle speed difference safety threshold; Second waiting-for-stabilization zone: the vehicle speed difference is greater than the calibrated vehicle speed difference compression threshold, and the intrusion amount is less than the calibrated intrusion amount safety threshold; Stable following zone: the vehicle speed difference is between the calibrated vehicle speed pressure threshold and the calibrated vehicle speed safety threshold, and the intrusion amount is between the calibrated intrusion amount safety threshold and the calibrated intrusion amount pressure threshold; First acceleration transition zone: the intrusion amount is less than the calibrated intrusion amount safety threshold, and the vehicle speed difference is between the calibrated vehicle speed pressure threshold and the calibrated vehicle speed safety threshold; Second acceleration transition zone: the vehicle speed difference is less than the calibrated vehicle speed difference safety threshold, and the intrusion amount is between the calibrated intrusion amount safety threshold and the calibrated intrusion amount pressure threshold; Safe acceleration zone: The intrusion amount is less than the calibrated intrusion amount safety threshold, and the vehicle speed difference is less than the calibrated vehicle speed difference safety threshold.

[0077] Optionally, in one embodiment of the present invention, the control strategies of the control areas are: Dangerous collision zone: Control the corresponding acceleration according to the current vehicle speed, target speed, standard following distance and the relative longitudinal distance; wherein the standard following distance is the following distance calculated according to the current vehicle speed, the preset following time distance and the minimum safe distance; First deceleration transition zone: controlling the corresponding acceleration according to the standard following distance, the relative longitudinal distance and the expected stabilization time; Second deceleration transition zone: controlling the corresponding acceleration according to the current vehicle speed, the target vehicle speed, the first maximum safety distance and the relative longitudinal distance; wherein the first maximum safety distance is a safety distance calculated according to the standard following distance and the intrusion pressure threshold; The first waiting-for-stabilization zone: controlling the corresponding acceleration according to the standard following distance, the relative longitudinal distance, the expected stabilization time, the current vehicle speed and the target vehicle speed; Second waiting-for-stabilization zone: controlling the corresponding acceleration according to the current vehicle speed, the target vehicle speed, the second maximum safety distance and the relative longitudinal distance; wherein the second maximum safety distance is a safety distance calculated according to the standard following distance and the intrusion safety threshold; Stable following zone, first acceleration transition zone, second acceleration transition zone, safe acceleration zone: control acceleration to 0.

[0078] It should be noted that the aforementioned explanation of the embodiment of the control method for automatic driving safety braking is also applicable to the control device for automatic driving safety braking of this embodiment, and will not be repeated here.

[0079] The control device for automatic driving safety braking proposed in the embodiment of the present invention can obtain target information with a collision risk with the current vehicle, and determine the target intrusion amount and the speed difference between the target and the current vehicle based on the target information, so as to select the corresponding vehicle control area based on the target intrusion amount and the speed difference, and realize detailed calculation of the deceleration scheme; and, the control strategy corresponding to the vehicle control area can be obtained, and the current vehicle can be controlled to decelerate and brake according to the control strategy. A large deceleration can be planned for the emergency area, making the vehicle braking safer, and the deceleration planned for each area has an interval limit, which can make the deceleration smoother, and no deceleration is planned for the non-emergency area, so that the vehicle can glide, avoid sudden stops, and reduce the risk of rear-end collision. Therefore, the embodiment of the present invention can solve the problems of poor adaptability of the actual deceleration process to the working conditions, unstable deceleration, and poor safety of passengers.

[0080] Figure 5 A schematic diagram of the structure of a vehicle provided in an embodiment of the present invention. The vehicle may include: A memory 501 , a processor 502 , and a computer program stored in the memory 501 and executable on the processor 502 .

[0081] When the processor 502 executes the program, the control method for automatic driving safety braking provided in the above embodiment is implemented.

[0082] Furthermore, the vehicle also includes: The communication interface 503 is used for communication between the memory 501 and the processor 502 .

[0083] The memory 501 is used to store computer programs that can be executed on the processor 502 .

[0084] The memory 501 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0085] If the memory 501, the processor 502 and the communication interface 503 are implemented independently, the communication interface 503, the memory 501 and the processor 502 can be connected to each other through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 5 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0086] Optionally, in a specific implementation, if the memory 501, the processor 502 and the communication interface 503 are integrated on a chip, the memory 501, the processor 502 and the communication interface 503 can communicate with each other through an internal interface.

[0087] The processor 502 may be a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present invention.

[0088] This embodiment also provides a computer-readable storage medium on which a computer program is stored. When the program is executed by a processor, the above-mentioned control method for safe braking of automatic driving is implemented.

[0089] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0090] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0091] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or N executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0092] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purposes of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples (non-exhaustive list) of computer-readable media include the following: an electrical connection with one or N wirings (electronic device), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways as necessary and then storing it in a computer memory.

[0093] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above embodiment, N steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0094] A person skilled in the art may understand that all or part of the steps in the method for implementing the above-mentioned embodiment may be completed by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiment.

[0095] In addition, each functional unit in each embodiment of the present application may be integrated into a processing module, or each unit may exist physically separately, or two or more units may be integrated into one module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer-readable storage medium.

[0096] The storage medium mentioned above may be a read-only memory, a disk or an optical disk, etc. Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limiting the present application. A person of ordinary skill in the art may change, modify, replace and deform the above embodiments within the scope of the present application.

Claims

1. A control method for safe braking of an automatic driving, characterized in that: The following steps are involved: Obtain information about targets that have a risk of collision with the current vehicle; Determining a target intrusion amount and a speed difference between the target and the current vehicle according to the target information; Selecting a corresponding vehicle control area according to the target intrusion amount and the vehicle speed difference, and obtaining a control strategy corresponding to the vehicle control area; as well as The current vehicle is controlled to decelerate and stop according to the control strategy.

2. The method according to claim 1, characterized in that The obtaining of target information having a collision risk with the current vehicle includes: Obtain target information predicted by the current vehicle sensor that has a collision risk with the current vehicle; wherein the target information includes: the longitudinal speed, longitudinal acceleration, and longitudinal relative distance of the nearest target on the path of the current vehicle.

3. The method according to claim 2, characterized in that The step of determining the target intrusion amount and the speed difference between the target and the current vehicle according to the target information includes: Obtain the current vehicle speed, preset safety time interval and preset safety distance; Calculating the target intrusion amount according to the current vehicle speed, the preset safety time headway, the preset safety distance, and the longitudinal relative distance; The vehicle speed difference is calculated according to the longitudinal relative distance and the current vehicle speed.

4. The method according to claim 1, characterized in that: The selecting a corresponding vehicle control area according to the target intrusion amount and the vehicle speed difference includes: sequentially determining whether the target intrusion amount and the vehicle speed difference both satisfy the selection conditions of each vehicle control area; If the target intrusion amount and the vehicle speed difference both satisfy a selection condition of a certain vehicle control area, the vehicle control area that satisfies the condition is selected.

5. The method according to claim 4, characterized in that The vehicle control area includes: one or a combination of a dangerous collision area, a first deceleration transition area, a second deceleration transition area, a first to-be-stabilized area, a second to-be-stabilized area, a stable following area, a first acceleration transition area, a second acceleration transition area, and a safe acceleration area.

6. The method according to claim 5, characterized in that The selection conditions for each vehicle control area are: Dangerous collision zone: the vehicle speed difference is greater than the calibrated vehicle speed pressure threshold, and the intrusion amount is greater than the calibrated intrusion amount safety threshold; First deceleration transition zone: the intrusion amount is greater than the calibrated intrusion amount safety threshold, and the vehicle speed difference is between the calibrated vehicle speed pressure threshold and the calibrated vehicle speed safety threshold; Second deceleration transition zone: the vehicle speed difference is greater than the calibrated vehicle speed pressure threshold, and the intrusion amount is between the calibrated intrusion amount safety threshold and the calibrated intrusion amount pressure threshold; First waiting-for-stabilization zone: the intrusion amount is greater than the calibrated intrusion amount compression threshold, and the vehicle speed difference is less than the calibrated vehicle speed difference safety threshold; Second waiting-for-stabilization zone: the vehicle speed difference is greater than the calibrated vehicle speed difference compression threshold, and the intrusion amount is less than the calibrated intrusion amount safety threshold; Stable following zone: the vehicle speed difference is between the calibrated vehicle speed pressure threshold and the calibrated vehicle speed safety threshold, and the intrusion amount is between the calibrated intrusion amount safety threshold and the calibrated intrusion amount pressure threshold; First acceleration transition zone: the intrusion amount is less than the calibrated intrusion amount safety threshold, and the vehicle speed difference is between the calibrated vehicle speed pressure threshold and the calibrated vehicle speed safety threshold; Second acceleration transition zone: the vehicle speed difference is less than the calibrated vehicle speed difference safety threshold, and the intrusion amount is between the calibrated intrusion amount safety threshold and the calibrated intrusion amount pressure threshold; Safe acceleration zone: the intrusion amount is less than the calibrated intrusion amount safety threshold, and the vehicle speed difference is less than the calibrated vehicle speed difference safety threshold.

7. The method according to claim 1, characterized in that The control strategies of each control area are: Dangerous collision zone: Control the corresponding acceleration according to the current vehicle speed, target speed, standard following distance and the relative longitudinal distance; wherein the standard following distance is the following distance calculated according to the current vehicle speed, the preset following time distance and the minimum safe distance; First deceleration transition zone: controlling the corresponding acceleration according to the standard following distance, the relative longitudinal distance and the expected stabilization time; Second deceleration transition zone: controlling the corresponding acceleration according to the current vehicle speed, the target vehicle speed, the first maximum safety distance and the relative longitudinal distance; wherein the first maximum safety distance is a safety distance calculated according to the standard following distance and the intrusion pressure threshold; The first waiting-for-stabilization zone: controlling the corresponding acceleration according to the standard following distance, the relative longitudinal distance, the expected stabilization time, the current vehicle speed and the target vehicle speed; Second waiting-for-stabilization zone: controlling the corresponding acceleration according to the current vehicle speed, the target vehicle speed, the second maximum safety distance and the relative longitudinal distance; wherein the second maximum safety distance is a safety distance calculated according to the standard following distance and the intrusion safety threshold; Stable following zone, first acceleration transition zone, second acceleration transition zone, safe acceleration zone: control acceleration to 0.

8. A control device for automatic driving safety braking, characterized in that: include: An acquisition module, used to acquire target information that has a collision risk with the current vehicle; A calculation module, used to determine the target intrusion amount and the speed difference between the target and the current vehicle according to the target information; An area selection module, used to select a corresponding vehicle control area according to the target intrusion amount and the vehicle speed difference, and obtain a control strategy corresponding to the vehicle control area; The control module is used to control the current vehicle to decelerate and stop according to the control strategy.

9. A vehicle, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the control method for safe braking of an autonomous driving as described in any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: The program is executed by a processor to implement the control method for safe braking of an autonomous driving as described in any one of claims 1-7.

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