Vehicle control method, device and equipment under emergency braking and storage medium

Abstract

The embodiment of the invention provides a vehicle control method and device under emergency braking, equipment and a storage medium. The method comprises the steps that under the condition that it is determined that a vehicle is in an emergency braking state, the execution state of an emergency braking assembly is adjusted according to the current vehicle speed of the vehicle; the emergency braking assembly comprises a driving system, a braking system and an aerodynamic suite. The method is used for achieving the effect of effectively reducing the braking distance on the basis of not increasing extra hardware cost.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to a vehicle control method, device, equipment and storage medium under emergency braking. Background Art

[0002] When a vehicle encounters dangerous conditions during driving, emergency braking is usually required to effectively avoid accidents or reduce the severity of accidents by reducing the braking distance.

[0003] Traditional emergency braking mainly relies on the performance of the braking system itself to reduce the braking distance, but in some cases, the braking system alone may not provide sufficient braking force, causing the vehicle to lose control or fail to stop in time.

[0004] Therefore, how to quickly and effectively reduce the braking distance in an emergency braking state to improve the safety and stability of the vehicle remains a problem that needs to be solved urgently. Summary of the invention

[0005] The embodiments of the present application provide a vehicle control method, device, equipment and storage medium under emergency braking, so as to effectively reduce the braking distance without increasing additional hardware costs.

[0006] In a first aspect, an embodiment of the present application provides a vehicle control method under emergency braking, the method comprising:

[0007] When it is determined that the vehicle is in an emergency braking state, the execution state of the emergency braking component is adjusted according to the current speed of the vehicle; wherein the emergency braking component includes a drive system, a braking system and an aerodynamic kit.

[0008] In a possible implementation, the aerodynamic kit includes at least one of an air dam, a diffuser, an air intake grille, and a rear wing.

[0009] In a possible implementation manner, adjusting the execution state of the emergency brake component according to the current speed of the vehicle includes:

[0010] Obtaining the current speed of the vehicle and determining the speed interval in which the current speed is located;

[0011] The execution state of the emergency braking component is adjusted according to the preset control strategy corresponding to the speed range in which the current vehicle speed is located; wherein the preset control strategy includes the target state of each emergency braking component when the vehicle is in the speed range in which the current vehicle speed is located under the emergency braking state.

[0012] In a possible implementation manner, determining that the vehicle is in an emergency braking state includes:

[0013] Obtaining the opening change rate of the vehicle's accelerator pedal, and filtering the opening change rate of the accelerator pedal;

[0014] If it is determined that the filtered opening change rate of the accelerator pedal is less than a preset trigger threshold of the accelerator pedal, it is determined that the vehicle is in an emergency braking state.

[0015] In a possible implementation manner, obtaining the opening change rate of the vehicle accelerator pedal includes:

[0016] Collecting the accelerator pedal opening at a first time point and the accelerator pedal opening at a second time point; wherein the first time point and the second time point are two adjacent sampling time points;

[0017] Determine a time difference between the second time point and the first time point, and determine an accelerator pedal opening difference between the accelerator pedal opening at the second time point and the accelerator pedal opening at the first time point;

[0018] The ratio of the accelerator pedal opening difference to the time difference is determined as the opening change rate of the vehicle accelerator pedal.

[0019] In a possible implementation manner, filtering the opening change rate of the accelerator pedal includes:

[0020] The preset filter coefficient corresponding to the vehicle speed at the second time point is used to filter the opening change rate of the accelerator pedal to obtain a filtered opening change rate of the accelerator pedal.

[0021] In a possible implementation manner, after adjusting the execution state of the emergency brake component according to the current speed of the vehicle, the method further includes:

[0022] If it is determined within a preset time that the vehicle's brake pedal is urgently depressed or the vehicle triggers the anti-lock braking system, the execution state of the emergency brake component is adjusted again according to the vehicle speed after adjusting the execution state of the emergency brake component.

[0023] In a possible implementation manner, determining that the brake pedal of the vehicle is urgently depressed includes:

[0024] Collecting the brake pedal opening at a third time point and the brake pedal opening at a fourth time point; wherein the third time point and the fourth time point are two adjacent sampling time points;

[0025] Determine a time difference between the fourth time point and the third time point, and determine a brake pedal opening difference between the brake pedal opening at the fourth time point and the brake pedal opening at the third time point, and determine a ratio of the brake pedal opening difference to the time difference as a brake pedal opening change rate of the vehicle;

[0026] Using a preset filter coefficient corresponding to the vehicle speed at the fourth time point, filtering the opening change rate of the brake pedal to determine a filtered opening change rate of the brake pedal;

[0027] If it is determined that the filtered brake pedal opening rate of change is greater than a preset trigger threshold of the brake pedal, it is determined that the vehicle's brake pedal is urgently depressed.

[0028] In a second aspect, an embodiment of the present application provides a vehicle control device under emergency braking, the device comprising:

[0029] A control unit is used to adjust the execution state of the emergency braking component according to the current speed of the vehicle when it is determined that the vehicle is in an emergency braking state; wherein the emergency braking component includes a drive system, a braking system and an aerodynamic kit.

[0030] In a third aspect, an embodiment of the present application provides an electronic device, including: a memory, a processor;

[0031] The memory stores computer-executable instructions;

[0032] The processor executes the computer-executable instructions stored in the memory, so that the processor executes the above first aspect and / or various possible implementations of the first aspect.

[0033] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed by a processor, they are used to implement the first aspect above and / or various possible implementations of the first aspect.

[0034] In a fifth aspect, an embodiment of the present application provides a computer program product, including a computer program, which, when executed by a processor, implements the above first aspect and / or various possible implementation methods of the first aspect.

[0035] The vehicle control method, device, equipment and storage medium under emergency braking provided in the embodiments of the present application adjust the execution state of the emergency braking component according to the current speed of the vehicle when it is determined that the vehicle is in an emergency braking state; wherein the emergency braking component includes a drive system, a braking system and an aerodynamic kit, which can effectively reduce the braking distance without increasing additional hardware costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0037] Figure 1 A schematic flow chart of a vehicle control method under emergency braking provided in an embodiment of the present application;

[0038] Figure 2 A flowchart of another vehicle control method under emergency braking provided in an embodiment of the present application;

[0039] Figure 3 A schematic diagram of the structure of a vehicle control device under emergency braking provided in an embodiment of the present application;

[0040] Figure 4 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application.

[0041] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0042] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0043] Understandably, there are two main ways to reduce braking distance. One is to increase the braking force of the braking system, and the other is to increase adhesion. Among them, the performance of the braking system itself is limited. When the performance limit of the braking system is reached, the braking distance cannot be further reduced. Adhesion is mainly related to the ground adhesion coefficient and positive pressure. The current main research direction is also how to change the contact between the tire and the ground to change the adhesion coefficient, thereby reducing the braking distance.

[0044] In a related art, a spraying device is additionally installed on the vehicle. During emergency braking, the spraying device is used to spray a high adhesion coefficient medium on the ground to change the adhesion conditions during braking, thereby reducing the braking distance. In this way, it is necessary to install a spraying device, a pipeline, and a corresponding control device on the car, and store the medium with a high adhesion coefficient in advance. Not only is the structure complex and the cost high, but it also needs to be frequently refilled with the medium with a high adhesion coefficient, which is inconvenient to use.

[0045] In another related technology, a special deflation device is additionally installed on the vehicle. During emergency braking, the tires of the vehicle are deflated through the deflation device to change the contact between the tires and the ground, thereby increasing the adhesion coefficient and reducing the braking distance. This method also requires additional hardware equipment to be installed, which increases the equipment cost and the complexity of the vehicle structure, and the feasibility is not high.

[0046] To this end, an embodiment of the present application provides a vehicle control method under emergency braking. For a car that already has a drive system, a braking system, and an aerodynamic kit, when it is determined that the vehicle is in emergency braking, the execution status of the drive system, the braking system, and the aerodynamic kit are directly and simultaneously controlled according to the current speed of the vehicle, thereby reducing the driver's reaction time, increasing the braking force, increasing the resistance, and increasing the downforce, thereby effectively reducing the braking distance without increasing additional hardware costs, and the practicality is also higher.

[0047] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0048] Figure 1 A flowchart of a vehicle control method under emergency braking provided in an embodiment of the present application. The execution subject of the vehicle control method under emergency braking provided in the embodiment of the present application may be a vehicle control device under emergency braking, and the device may be located on a control device such as a vehicle controller of the vehicle, and the embodiment of the present application does not limit this. The embodiment of the present application takes the execution subject as the vehicle controller on the vehicle as an example for detailed description. Figure 1 As shown, the vehicle control method under emergency braking provided by the embodiment of the present application may include:

[0049] S101. When it is determined that the vehicle is in an emergency braking state, adjust the execution state of the emergency braking component according to the current speed of the vehicle; wherein the emergency braking component includes a drive system, a braking system, and an aerodynamic kit.

[0050] For example, in order to reduce the braking distance and maximize the safety of the driver and passengers, when it is determined that the vehicle is in an emergency braking state, in an embodiment of the present application, the vehicle controller will adjust the execution state of the emergency braking component according to the current speed of the vehicle.

[0051] Among them, the vehicle's emergency braking state can be detected by a variety of sensors and systems. For example, the driver's emergency braking operation (such as the force and speed of releasing the accelerator pedal, the force and speed of stepping on the brake pedal, etc.), abnormal conditions detected by the Electronic Stability Control (ESC), etc., can all be used as a basis for judging the emergency braking state.

[0052] In a possible embodiment, determining that the vehicle is in an emergency braking state may include:

[0053] S1. Obtain the opening change rate of the vehicle's accelerator pedal, and perform filtering processing on the opening change rate of the accelerator pedal.

[0054] S2. If it is determined that the filtered accelerator pedal opening change rate is less than a preset trigger threshold of the accelerator pedal, it is determined that the vehicle is in an emergency braking state.

[0055] For example, when an emergency occurs during driving a vehicle, the driver generally releases the accelerator pedal (also called the accelerator pedal) first, and then steps on the brake pedal (also called the brake pedal). Therefore, in an embodiment of the present application, it can be determined that the vehicle is in an emergency braking state when it is determined that the driver releases the accelerator pedal in an emergency.

[0056] Among them, the pedal opening when the pedal is stepped on to the bottom is 100%. When the accelerator pedal is released, the opening of the accelerator pedal becomes smaller. Therefore, the opening change rate of the accelerator pedal is a negative value. The smaller the opening change rate of the accelerator pedal (the larger the absolute value), the faster the opening change speed and the more urgent the state. In the embodiment of the present application, the preset trigger threshold of the accelerator pedal is set to a negative number. Therefore, when it is determined that the opening change rate of the filtered accelerator pedal is less than the preset trigger threshold of the accelerator pedal, it can be determined that the vehicle is in an emergency braking state.

[0057] In a possible embodiment, obtaining the opening change rate of the vehicle accelerator pedal may include:

[0058] S11. Collecting the accelerator pedal opening at a first time point and the accelerator pedal opening at a second time point; wherein the first time point and the second time point are two adjacent sampling time points.

[0059] S12: Determine a time difference between the second time point and the first time point, and determine an accelerator pedal opening difference between the accelerator pedal opening at the second time point and the accelerator pedal opening at the first time point.

[0060] S13. Determine the ratio of the accelerator pedal opening difference to the time difference, which is the opening change rate of the vehicle accelerator pedal.

[0061] In a possible embodiment, the opening change rate of the accelerator pedal is filtered, including: using a preset filter coefficient corresponding to the vehicle speed at the second time point, filtering the opening change rate of the accelerator pedal to obtain a filtered opening change rate of the accelerator pedal.

[0062] For example, based on the time derivative of the accelerator pedal opening, and after filtering with different filter coefficients in different speed ranges, the filtered accelerator pedal opening change rate can be obtained. For example, refer to the following formula:

[0063] AccPedlRat=filter((AccPedlPos2-AccPedlPos1) / dt,Tc1)

[0064] Tc=fun(Vehspd)

[0065] Wherein, AccPedlRat is the rate of change of the opening of the accelerator pedal after filtering, AccPedlPos1 can be the opening of the accelerator pedal at a first time point, AccPedlPos2 can be the opening of the accelerator pedal at a second time point, dt is the time difference between the second time point and the first time point; Tc1 is the preset filter coefficient corresponding to the vehicle speed at the second time point. Wherein, the filter coefficient is related to the speed.

[0066] In the embodiment of the present application, after the vehicle controller collects the accelerator pedal opening at the first time point and the accelerator pedal opening at the second time point, it can first calculate the ratio of the accelerator pedal opening difference to the time difference to obtain the accelerator pedal opening change rate, and then filter the accelerator pedal opening change rate with the filter coefficient corresponding to the vehicle speed at the second time point to obtain the filtered accelerator pedal opening change rate. When the filtered accelerator pedal opening change rate is less than the preset trigger threshold of the accelerator pedal, it is considered that the emergency release of the accelerator pedal is triggered, and at this time, it can be determined that the vehicle is in an emergency braking state.

[0067] By filtering the rate of change of the accelerator pedal opening, noise and short-term fluctuations can be effectively removed, thereby improving the accuracy of detection; in addition, by filtering and threshold judgment of the rate of change of the accelerator pedal opening, the emergency braking state of the vehicle can also be detected quickly and accurately, which has the beneficial effects of improving system reliability, response speed and simplifying design.

[0068] For example, when it is determined that the vehicle is in an emergency braking state, the vehicle controller can adjust the execution state of the emergency braking component according to the current speed of the vehicle. The emergency braking component includes a drive system, a brake system, and an aerodynamic kit.

[0069] In a possible embodiment, adjusting the execution state of the emergency brake component according to the current speed of the vehicle may include:

[0070] S10: Obtain the current speed of the vehicle, and determine the speed range in which the current speed is located.

[0071] S20. Adjust the execution state of the emergency brake component according to the preset control strategy corresponding to the speed range in which the current vehicle speed is located; wherein the preset control strategy includes the target state of each emergency brake component when the vehicle is in the speed range in which the current vehicle speed is located under the emergency brake state.

[0072] For example, the current vehicle speed value can be obtained through the speed sensor or speedometer on the vehicle. This speed value is updated in real time and reflects the vehicle's current speed. The current vehicle speed is classified according to the pre-set speed range. For example, the speed range can be divided into medium and low speed V min -80km / h, high speed 80-120km / h, ultra high speed 120-V max km / h, etc. The specific interval division can be adjusted according to the vehicle type and usage scenario. According to the value of the current vehicle speed, it can be determined which speed interval the current vehicle speed belongs to. For example, if the current vehicle speed is 45km / h, the vehicle speed is in the medium and low speed interval V min -80km / h.

[0073] In order to improve the safety and stability of the vehicle during emergency braking, the embodiment of the present application sets different preset control strategies for different speed intervals, and each preset control strategy includes the target state of each emergency brake component when the vehicle is in the speed interval of the current vehicle speed under emergency braking. min -80km / h, a relatively small motor torque control gradient change value and a relatively low gear aerodynamic kit execution state are set; and for high-speed and ultra-high-speed speed ranges, higher adjustment values ​​are set successively, so that in the corresponding situations, the braking distance can be effectively reduced and the safety and stability of the vehicle can be improved during emergency braking.

[0074] In a possible embodiment, the aerodynamic kit includes at least one of an air dam, a diffuser, an air intake grille, and a rear wing. Among them, the rear wing is mainly used to increase rear downforce, reduce lift, improve air flow, and improve vehicle stability and handling. The air dam (Active Air Dam) is usually installed under the front bumper of the vehicle, close to the ground. Its main functions include reducing air resistance, increasing downforce, and helping to guide air to the brake system or engine radiator to improve cooling effect. The diffuser (Active Diffuser) is usually located under the rear chassis of the vehicle. Its main functions include reducing air resistance, increasing the air flow speed under the vehicle to increase downforce, and improving air flow to reduce turbulence and vortex formation. The active grille shutters are a grille system that can be opened and closed automatically, usually located at the front of the vehicle. Its main functions include: when more cooling is needed (such as under high temperature or high load conditions), the grille will open to allow more air to flow into the engine compartment and improve the cooling effect; in cold conditions, the closed grille can help the engine reach operating temperature faster, improve fuel efficiency and reduce emissions, etc. In addition, when the grille is closed, it can also reduce air resistance.

[0075] Exemplarily, the execution status of each aerodynamic kit may be shown in Table 1 below.

[0076] Table 1

[0077]

[0078] As shown in Table 1, the rear wing can have 4 working positions. As the position increases, the downforce increases. The air dam, diffuser, and air intake grille have two working states: open and closed.

[0079] It can be understood that the aerodynamic kit in the present application can also be called an active aerodynamic kit; the air dam in the present application can also be called an active air dam; the diffuser in the present application can also be called an active diffuser; the air intake grille in the present application can also be called an active air intake grille; the rear wing in the present application can also be called an active rear wing. The above-mentioned "active" can be understood as "controlled movement to change state". For example, the active air intake grille can be moved in a controlled manner to switch from a closed state to an open state, or from an open state to a closed state. The active air dam, active diffuser, active rear wing, etc. can all be moved in a controlled manner to change the opening angle, or change its angle relative to the vehicle body.

[0080] In actual applications, the target states of the drive system, braking system, air dam, diffuser, air intake grille, and rear wing specified in the preset control strategies corresponding to each speed range may be completely different or partially different. When it is determined that the vehicle is in an emergency braking state, the execution state of each emergency braking component can be adjusted according to the preset control strategy corresponding to the speed range in which the current vehicle speed is located.

[0081] For example, for the drive system and brake system, no matter which speed range the current vehicle is in, the absolute value of the motor torque control gradient in the drive system can be adjusted to the maximum, that is, the maximum slope is used to control the torque change, and a certain value of additional recovery torque is added, and the brake line in the brake system is pre-charged with a certain value, and then the execution state of the aerodynamic kit is adjusted according to each speed range. For example, in the current vehicle speed range of medium and low speed V min -80km / h, the tail wing can be opened to P1, while the air dam, diffuser, and air intake grille remain in their original state; when the current speed range is high speed 80-120km / h, the tail wing can be opened to P2, the air dam and diffuser can be controlled to open, and the air intake grille can be controlled to close; when the current speed range is ultra-high speed 120-Vmax km / h, the tail wing can be opened to P3, and the air dam, diffuser, and air intake grille can also be controlled to open. In addition, different motor torque control gradient values, different additional recovery torque values, and different pre-charge values ​​can be pre-set in different speed ranges. The greater the speed, the greater the control values. The embodiment of the present application does not limit the specific values.

[0082] The vehicle control method under emergency braking provided in the embodiment of the present application, when determining that the vehicle is in an emergency braking state, adjusts the execution state of the emergency braking component according to the current speed of the vehicle; wherein the emergency braking component includes a drive system, a brake system and an aerodynamic kit. Among them, by pre-controlling the change rate of the drive torque and the recovery torque, the vehicle resistance can be increased; pre-pressurizing the brake line in the brake system can reduce the response time after the subsequent driver's reaction, thereby increasing the response speed of the vehicle; pre-controlling the state of the aerodynamic kit can reduce the component action time and increase the vehicle's downforce, thereby increasing the braking force; by simultaneously controlling the drive system, brake system and aerodynamic kit on the car, for cars that already have these devices, not only can the braking distance be effectively reduced, but also there is no need to increase additional hardware costs, and its practicality is higher.

[0083] Based on the above embodiments, in some possible embodiments, after adjusting the execution state of the emergency brake component according to the current speed of the vehicle, it is also possible to: if within a preset time period, it is determined that the vehicle's brake pedal is urgently stepped on or the vehicle triggers the anti-lock braking system, the execution state of the emergency brake component can be adjusted again according to the vehicle speed after adjusting the execution state of the emergency brake component.

[0084] For example, when an emergency occurs, the driver will not only release the accelerator pedal, but may also step on the brake pedal. Therefore, in an embodiment of the present application, after determining that the driver has released the accelerator pedal in an emergency and adjusting the execution state of the emergency brake component according to the current speed of the vehicle, if within a preset time period, it is continued to monitor that the vehicle's brake pedal is urgently stepped on or the vehicle triggers the anti-lock braking system (ABS), the execution state of the emergency brake component can be adjusted again according to the vehicle speed after adjusting the execution state of the emergency brake component to further reduce the braking distance.

[0085] Among them, when adjusting the execution state of the emergency brake component again, the control strength can be improved on the basis of adjusting the execution state of the emergency brake component according to the current speed of the vehicle for the first time. For example, if the speed interval of the vehicle speed after the execution state of the emergency brake component was adjusted last time is medium and low speed Vmin-80km / h, the rear wing can be further adjusted to the P2 gear; and if the speed interval of the vehicle speed after the execution state of the emergency brake component was adjusted last time is high speed 80-120km / h or ultra-high speed 120-Vmax km / h, the rear wing can be directly adjusted to the P3 gear until the vehicle speed is equal to 0 or the driver steps on the accelerator again. After the emergency braking ends, each emergency brake component is controlled according to the control logic in the non-emergency braking state. In addition, other responsive control parameters can also be set to control each emergency brake component, which is not limited by the embodiments of the present application.

[0086] In a possible embodiment, determining that the brake pedal of the vehicle is urgently depressed may include:

[0087] S01. Collecting a brake pedal opening at a third time point and a brake pedal opening at a fourth time point; wherein the third time point and the fourth time point are two adjacent sampling time points.

[0088] S02, determining a time difference between a fourth time point and a third time point, and determining a brake pedal opening difference between a brake pedal opening at the fourth time point and a brake pedal opening at the third time point, and determining a ratio of the brake pedal opening difference to the time difference as a brake pedal opening change rate of the vehicle;

[0089] S03. Using a preset filter coefficient corresponding to the vehicle speed at the fourth time point, filter the opening change rate of the brake pedal to determine the filtered opening change rate of the brake pedal.

[0090] S04: If it is determined that the filtered brake pedal opening rate of change is greater than a preset trigger threshold of the brake pedal, it is determined that the brake pedal of the vehicle is urgently depressed.

[0091] For example, the method of determining the opening change rate of the filtered brake pedal is similar to the method of determining the opening change rate of the filtered accelerator pedal. The opening change rate of the filtered brake pedal can be obtained by taking the derivative of the time based on the opening of the brake pedal and filtering with the filter coefficient corresponding to the speed. The reference formula is as follows:

[0092] BrkPedlRat=filter((BrkPedlPos2-BrkPedlPos1) / dt,Tc2)

[0093] Among them, BrkPedlRat is the filtered brake pedal opening rate of change, BrkPedlPos1 can be the brake pedal opening at the third time point, BrkPedlPos2 is the brake pedal opening at the fourth time point, dt is the time difference between the fourth time point and the third time point, and Tc2 can be the preset filter coefficient corresponding to the vehicle speed at the fourth time point.

[0094] In the embodiment of the present application, the vehicle controller can first calculate the brake pedal opening difference and the time difference based on the collected brake pedal opening at the third time point and the brake pedal opening at the fourth time point, and then calculate the ratio of the two to obtain the brake pedal opening change rate, and then filter the brake pedal change rate with the filter coefficient corresponding to the vehicle speed at the fourth time point to obtain the filtered brake pedal opening change rate. It can be understood that when the brake pedal is stepped on, the brake pedal opening becomes larger, so the brake pedal opening change rate is a positive value. The larger the brake pedal opening change rate, the faster the opening change speed and the more urgent the state. Therefore, the embodiment of the present application can determine that the vehicle's brake pedal is urgently stepped on when it is determined that the filtered brake pedal opening change rate is greater than the preset trigger threshold of the brake pedal.

[0095] In addition, the anti-lock braking system is a vehicle safety system whose main purpose is to prevent wheel locking (i.e., the wheels stop rotating completely) during emergency braking, thereby maintaining the controllability and stability of the vehicle. It has corresponding activation logic, which is not limited in the embodiments of the present application.

[0096] After determining that the vehicle's brake pedal has been urgently depressed or the vehicle has triggered the anti-lock braking system, the execution state of the emergency brake component is adjusted again according to the vehicle speed after adjusting the execution state of the emergency brake component. This can further reduce the braking distance, thereby improving the safety and stability of the vehicle and reducing the probability of accidents.

[0097] Figure 2 A flow chart of another method for controlling a vehicle under emergency braking provided in an embodiment of the present application. Figure 2 As shown, the vehicle control method under emergency braking provided by the embodiment of the present application may include:

[0098] S201. Obtain an opening change rate of an accelerator pedal of a vehicle, and filter the opening change rate of the accelerator pedal to obtain a filtered opening change rate of the accelerator pedal.

[0099] S202: Determine whether the filtered accelerator pedal opening change rate is less than a preset trigger threshold of the accelerator pedal.

[0100] If yes, execute step S203, if no, execute step S201.

[0101] S203, obtaining the current speed of the vehicle, and adjusting the execution state of the emergency brake component according to the control strategy corresponding to the speed interval in which the current speed is located.

[0102] S204: Acquire the opening change rate of the vehicle brake pedal, filter the opening change rate of the brake pedal, and / or monitor the triggering status of the anti-lock braking system ABS.

[0103] S205: Determine whether the opening change rate of the filtered brake pedal is greater than a preset trigger threshold of the brake pedal, or determine whether the anti-lock braking system is triggered.

[0104] If yes, execute step S206, if no, execute step S204.

[0105] S206: Adjust the execution state of the emergency brake component again according to the vehicle speed after the execution state of the emergency brake component is adjusted.

[0106] It should be noted that the specific implementation of the above steps can refer to the description of other embodiments and will not be repeated here.

[0107] It is understandable that monitoring whether the opening rate change of the filtered accelerator pedal is less than the preset trigger threshold of the accelerator pedal, monitoring whether the opening rate change of the filtered brake pedal is greater than the preset trigger threshold of the brake pedal, and monitoring whether the anti-lock braking system is triggered are continuous processes, and in some cases, they do not have an absolute order of occurrence. In some possible embodiments, when the opening rate change of the filtered brake pedal is first monitored to be greater than the preset trigger threshold of the brake pedal or the anti-lock braking system ABS is first triggered, the execution state of the emergency brake component can also be adjusted according to the current speed of the vehicle, thereby reducing the braking distance, and the embodiments of the present application are not limited to this.

[0108] In addition, the embodiments of the present application do not limit the specific values ​​of the preset trigger thresholds of the accelerator pedal and the preset trigger thresholds of the brake pedal, which can be values ​​set based on experience or actual vehicle data. In some possible embodiments, the driver's driving data can be continuously acquired, and a corresponding compensation coefficient can be generated according to the driver's driving habits. When detecting the opening change rate of the accelerator pedal and the brake pedal, the supplementary coefficient can be used to correct the corresponding trigger threshold, so as to more accurately identify the driver's emergency braking condition, and thus more accurately perform emergency braking control.

[0109] Figure 3 This is a schematic diagram of the structure of a vehicle control device under emergency braking provided by an embodiment of the present application. Figure 3 As shown, the vehicle control device 30 under emergency braking provided in this embodiment includes a control unit 301.

[0110] The control unit 301 is used to adjust the execution state of the emergency braking component according to the current speed of the vehicle when it is determined that the vehicle is in an emergency braking state; wherein the emergency braking component includes a drive system, a braking system and an aerodynamic kit.

[0111] In one possible implementation, the aerodynamic kit includes at least one of an air dam, a diffuser, an air intake grille, and a rear wing.

[0112] In a possible implementation, the control unit 301 is further configured to:

[0113] Obtain the current speed of the vehicle and determine the speed range in which the current speed is located;

[0114] The execution state of the emergency brake component is adjusted according to the preset control strategy corresponding to the speed range in which the current vehicle speed is located; wherein the preset control strategy includes the target state of each emergency brake component when the vehicle is in the speed range in which the current vehicle speed is located under the emergency braking state.

[0115] In a possible implementation, the control unit 301 is further configured to:

[0116] Obtaining the opening change rate of the vehicle's accelerator pedal, and performing filtering processing on the opening change rate of the accelerator pedal;

[0117] If it is determined that the filtered opening change rate of the accelerator pedal is less than a preset trigger threshold of the accelerator pedal, it is determined that the vehicle is in an emergency braking state.

[0118] In a possible implementation, the control unit 301 is further configured to:

[0119] Collecting the accelerator pedal opening at a first time point and the accelerator pedal opening at a second time point; wherein the first time point and the second time point are two adjacent sampling time points;

[0120] Determine a time difference between a second time point and a first time point, and determine an accelerator pedal opening difference between an accelerator pedal opening at the second time point and an accelerator pedal opening at the first time point;

[0121] The ratio of the accelerator pedal opening difference to the time difference is determined as the opening change rate of the vehicle accelerator pedal.

[0122] In a possible implementation, the control unit 301 is further configured to:

[0123] The preset filter coefficient corresponding to the vehicle speed at the second time point is used to filter the opening change rate of the accelerator pedal to obtain a filtered opening change rate of the accelerator pedal.

[0124] In a possible implementation, the control unit 301 is further configured to:

[0125] After adjusting the execution state of the emergency brake component according to the current speed of the vehicle, if it is determined within a preset time that the vehicle's brake pedal is urgently pressed or the vehicle triggers the anti-lock braking system, the execution state of the emergency brake component is adjusted again according to the vehicle speed after adjusting the execution state of the emergency brake component.

[0126] In a possible implementation, the control unit 301 is further configured to:

[0127] Collecting the brake pedal opening at a third time point and the brake pedal opening at a fourth time point; wherein the third time point and the fourth time point are two adjacent sampling time points;

[0128] Determine a time difference between the fourth time point and the third time point, and determine a brake pedal opening difference between the brake pedal opening at the fourth time point and the brake pedal opening at the third time point, and determine a ratio of the brake pedal opening difference to the time difference as a brake pedal opening change rate of the vehicle;

[0129] Using a preset filter coefficient corresponding to the vehicle speed at the fourth time point, filtering the brake pedal opening change rate to determine a filtered brake pedal opening change rate;

[0130] If it is determined that the filtered brake pedal opening rate of change is greater than a preset trigger threshold of the brake pedal, it is determined that the vehicle's brake pedal is urgently depressed.

[0131] The vehicle control device under emergency braking provided in this embodiment can execute the method provided in the above method embodiment, and its implementation principle and technical effect are similar, so this embodiment will not be described in detail here.

[0132] It should be noted that it should be understood that the division of the various modules of the above device is only a division of logical functions. In actual implementation, they can be fully or partially integrated into one physical entity, or they can be physically separated. And these modules can all be implemented in the form of software called by processing elements; they can also be all implemented in the form of hardware; some modules can also be implemented in the form of software called by processing elements, and some modules can be implemented in the form of hardware. In addition, it can also be stored in the memory of the above device in the form of program code, and the functions of the above data processing modules can be called and executed by a processing element of the above device. The implementation of other modules is similar. In addition, all or part of these modules can be integrated together, or they can be implemented independently. The processing element here can be an integrated circuit with signal processing capabilities. In the implementation process, each step of the above method or each module above can be completed by an integrated logic circuit of hardware in the processor element or instructions in the form of software.

[0133] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. Figure 4 As shown, the electronic device 40 provided in this embodiment includes: at least one processor 401 and a memory 402. Optionally, the device 40 also includes a communication component 403. The processor 401, the memory 402 and the communication component 403 are connected via a bus 404.

[0134] In a specific implementation process, at least one processor 401 executes the computer-executable instructions stored in the memory 402, so that at least one processor 401 executes the above method.

[0135] The specific implementation process of the processor 401 can be found in the above method embodiment, and its implementation principle and technical effect are similar, so this embodiment will not be repeated here.

[0136] In the above embodiments, it should be understood that the processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), etc. A general-purpose processor may be a microprocessor or any conventional processor. The steps of the method disclosed in the invention may be directly implemented as being executed by a hardware processor, or may be executed by a combination of hardware and software modules in the processor.

[0137] The memory may include a high-speed memory (Random Access Memory, RAM), and may also include a non-volatile memory (Non-volatile Memory, NVM), such as at least one disk memory.

[0138] The bus may be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, the bus in the drawings of the present application is not limited to only one bus or one type of bus.

[0139] The present application also provides a computer program product, including a computer program, which implements the above method when executed by a processor.

[0140] The present application also provides a computer-readable storage medium, in which computer-executable instructions are stored. When a processor executes the computer-executable instructions, the above method is implemented.

[0141] The above-mentioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic disk or optical disk. The readable storage medium can be any available medium that can be accessed by a general or special-purpose computer.

[0142] An exemplary readable storage medium is coupled to a processor so that the processor can read information from the readable storage medium and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can be located in an application specific integrated circuit (Application Specific Integrated Circuits, referred to as: ASIC). Of course, the processor and the readable storage medium can also exist in the device as discrete components.

[0143] The division of units is only a logical function division, and there may be other divisions in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interface, device or unit, which can be electrical, mechanical or other forms.

[0144] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0145] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0146] If the function is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, server, or network device, etc.) to perform all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0147] Those skilled in the art can understand that all or part of the steps of implementing the above-mentioned method embodiments can be completed by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, the steps of the above-mentioned method embodiments are executed; and the aforementioned storage medium includes: ROM, RAM, disk or optical disk and other media that can store program codes.

[0148] Finally, it should be noted that those skilled in the art will readily conceive of other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. The present invention is intended to cover any variations, uses or adaptations of the present invention, which follow the general principles of the present invention and include common knowledge or customary technical means in the art not disclosed by the present invention, are not limited to the precise structure described above and shown in the drawings, and may be modified and changed in various ways without departing from the scope thereof. The scope of the present invention is limited only by the appended claims.

Claims

1. A vehicle control method under emergency braking, characterized in that: The method comprises: When it is determined that the vehicle is in an emergency braking state, the execution state of the emergency braking component is adjusted according to the current speed of the vehicle; wherein the emergency braking component includes a drive system, a braking system and an aerodynamic kit.

2. The method according to claim 1, characterized in that The aerodynamic kit includes at least one of an air dam, a diffuser, an air intake grille, and a rear wing.

3. The method according to claim 1, characterized in that The step of adjusting the execution state of the emergency brake component according to the current speed of the vehicle includes: Obtaining the current speed of the vehicle and determining the speed interval in which the current speed is located; The execution state of the emergency braking component is adjusted according to the preset control strategy corresponding to the speed range in which the current vehicle speed is located; wherein the preset control strategy includes the target state of each emergency braking component when the vehicle is in the speed range in which the current vehicle speed is located under the emergency braking state.

4. The method according to claim 1, characterized in that: Determining that the vehicle is in an emergency braking state includes: Acquiring the opening change rate of the vehicle's accelerator pedal, and performing filtering processing on the opening change rate of the accelerator pedal; If it is determined that the filtered accelerator pedal opening rate of change is less than a preset trigger threshold of the accelerator pedal, it is determined that the vehicle is in an emergency braking state.

5. The method according to claim 4, characterized in that The step of obtaining the opening change rate of the vehicle accelerator pedal includes: Collecting the accelerator pedal opening at a first time point and the accelerator pedal opening at a second time point; wherein the first time point and the second time point are two adjacent sampling time points; Determine a time difference between the second time point and the first time point, and determine an accelerator pedal opening difference between the accelerator pedal opening at the second time point and the accelerator pedal opening at the first time point; The ratio of the accelerator pedal opening difference to the time difference is determined as the opening change rate of the vehicle accelerator pedal.

6. The method according to claim 5, characterized in that The filter processing is performed on the opening change rate of the accelerator pedal, including: The preset filter coefficient corresponding to the vehicle speed at the second time point is used to filter the opening change rate of the accelerator pedal to obtain a filtered opening change rate of the accelerator pedal.

7. The method according to any one of claims 1 to 6, characterized in that After adjusting the execution state of the emergency brake assembly according to the current speed of the vehicle, the method further includes: If it is determined within a preset time that the vehicle's brake pedal is urgently depressed or the vehicle triggers the anti-lock braking system, the execution state of the emergency brake component is adjusted again according to the vehicle speed after adjusting the execution state of the emergency brake component.

8. The method according to claim 7, characterized in that The step of determining that the brake pedal of the vehicle is urgently depressed comprises: Collecting the brake pedal opening at a third time point and the brake pedal opening at a fourth time point; wherein the third time point and the fourth time point are two adjacent sampling time points; Determine a time difference between the fourth time point and the third time point, and determine a brake pedal opening difference between the brake pedal opening at the fourth time point and the brake pedal opening at the third time point, and determine a ratio of the brake pedal opening difference to the time difference as a brake pedal opening change rate of the vehicle; Using a preset filter coefficient corresponding to the vehicle speed at the fourth time point, filtering the opening change rate of the brake pedal to determine a filtered opening change rate of the brake pedal; If it is determined that the filtered brake pedal opening rate of change is greater than a preset trigger threshold of the brake pedal, it is determined that the vehicle's brake pedal is urgently depressed.

9. A vehicle control device under emergency braking, characterized in that: The device comprises: A control unit is used to adjust the execution state of the emergency braking component according to the current speed of the vehicle when it is determined that the vehicle is in an emergency braking state; wherein the emergency braking component includes a drive system, a braking system and an aerodynamic kit.

10. An electronic device, characterized in that: include: Memory, processor; The memory stores computer-executable instructions; The processor executes the computer-executable instructions stored in the memory, so that the processor performs the method according to any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, which are used to implement the method according to any one of claims 1 to 8 when executed by a processor.

12. A computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the method according to any one of claims 1 to 8 is implemented.

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