Vehicle auxiliary control method and device, electronic equipment, storage medium and vehicle

Abstract

The invention discloses a vehicle auxiliary control method and device, electronic equipment, a storage medium and a vehicle, and belongs to the technical field of vehicle control. The method comprises the steps that real-time driving parameters of a vehicle are obtained, and the real-time friction coefficient between the vehicle and the road surface is reversely deduced according to the real-time driving parameters; calculating a driving critical safety distance and a driving critical safety vehicle speed according to the real-time friction coefficient and the real-time driving parameters; when the vehicle meets the auxiliary control activation condition, determining an auxiliary control activation distance based on the real-time driving parameter, the real-time friction coefficient and the driving critical safety distance; and generating an auxiliary control activation signal according to a comparison result of the real-time driving parameter and the driving critical safety vehicle speed, and calculating the vehicle braking degree under auxiliary control. According to the invention, pre-assessment and intervention of the vehicle risk can be realized in the vehicle driving process, part of vehicle accidents caused by driver errors and the like can be effectively avoided, the vehicle accident risk can be reduced, and the life and property safety of a user can be guaranteed.

Description

Technical Field

[0001] Embodiments of the present invention relate to the field of vehicle control technology, and in particular, to a vehicle auxiliary control method, device, electronic equipment, storage medium and vehicle. Background Art

[0002] As the number of cars increases, people are increasingly dependent on cars as an efficient means of transportation for daily travel. At present, the intelligence level of existing cars needs to be improved, and they still rely on manual control. Based on this, in scenarios where the driver needs to perform precise control of the vehicle, such as manual parking, high, medium and low speed following, meeting, and driving on the sidewalk, the vehicle speed depends on the driver. Once the driver is inattentive or makes a mistake in vehicle control, the vehicle is prone to collision accidents, threatening the life and property safety of the driver and passengers. Summary of the invention

[0003] Embodiments of the present invention provide a vehicle auxiliary control method, device, electronic device, storage medium and vehicle to reduce the risk of vehicle accidents and help protect the life and property safety of users.

[0004] In a first aspect, an embodiment of the present invention provides a vehicle auxiliary control method, which at least includes:

[0005] Acquiring real-time driving parameters of the vehicle to reversely infer a real-time friction coefficient between the vehicle and a road surface according to the real-time driving parameters;

[0006] Calculating a critical safe driving distance and a critical safe driving speed according to the real-time friction coefficient and the real-time driving parameter;

[0007] When the vehicle meets the auxiliary control activation condition, determining the auxiliary control activation distance based on the real-time driving parameter, the real-time friction coefficient and the critical driving safety distance;

[0008] An auxiliary control activation signal is generated according to a comparison result between the real-time driving parameter and the critical safe driving speed, and a degree of vehicle braking under auxiliary control is calculated.

[0009] Optionally, the real-time driving parameters include at least the current speed of the vehicle and the speed of an object in front of the vehicle;

[0010] The critical driving safety distance is calculated at least in the following manner:

[0011]

[0012] In the above formula, d drepresents the critical safe driving distance, v represents the current speed of the vehicle, v0 represents the speed of the object in front of the vehicle, g represents the acceleration of gravity, and μ represents the real-time friction coefficient.

[0013] Optionally, the real-time driving parameters include at least a relative distance between the vehicle and an object in front of the vehicle, and a speed of the object in front of the vehicle;

[0014] The critical safe driving speed is calculated at least in the following ways:

[0015]

[0016] In the above formula, v d represents the critical safe driving speed, v0 represents the speed of the object in front of the vehicle, g represents the acceleration of gravity, μ represents the real-time friction coefficient, and d represents the relative distance between the vehicle and the object in front of the vehicle.

[0017] Optionally, the real-time driving parameters include at least the current speed of the vehicle and the speed of an object in front of the vehicle;

[0018] At least when the current speed of the vehicle is greater than the speed of the object in front of the vehicle, determining that the vehicle meets the auxiliary control activation condition;

[0019] The auxiliary control activation distance is calculated at least in the following manner:

[0020]

[0021] In the above formula, d a represents the auxiliary control activation distance, d d represents the critical safe driving distance, v represents the current speed of the vehicle, v0 represents the speed of the object in front of the vehicle, g represents the acceleration of gravity, μ represents the real-time friction coefficient, and λ represents the friction proportional coefficient.

[0022] Optionally, the friction proportional coefficient is calculated at least in the following manner:

[0023]

[0024] In the above formula, μ0 represents the reference value of the friction coefficient between the vehicle and a standard dry road surface.

[0025] Optionally, the real-time driving parameters include at least a relative distance between the vehicle and an object in front of the vehicle, a speed of the object in front of the vehicle, and a current speed of the vehicle;

[0026] The degree of vehicle braking under the auxiliary control is calculated at least in the following manner:

[0027]

[0028] In the above formula, θ represents the degree of vehicle braking under the auxiliary control, v represents the current speed of the vehicle, v0 represents the speed of the object in front of the vehicle, g represents the acceleration of gravity, μ represents the real-time friction coefficient, d represents the relative distance between the vehicle and the object in front of the vehicle, and μ0 represents the reference value of the friction coefficient between the vehicle and a standard dry road surface.

[0029] In a second aspect, an embodiment of the present invention further provides a vehicle auxiliary control device, comprising at least:

[0030] A coefficient inverse estimation module, at least used to obtain the real-time driving parameters of the vehicle, so as to inversely estimate the real-time friction coefficient between the vehicle and the road surface according to the real-time driving parameters;

[0031] A first calculation module is at least used to calculate a critical safe driving distance and a critical safe driving speed according to the real-time friction coefficient and the real-time driving parameter;

[0032] a distance determination module, at least for determining an auxiliary control activation distance based on the real-time driving parameter, the real-time friction coefficient and the critical driving safety distance when the vehicle meets an auxiliary control activation condition;

[0033] The second calculation module is at least used to generate an auxiliary control activation signal according to a comparison result between the real-time driving parameter and the critical safe driving speed, and calculate the degree of vehicle braking under auxiliary control.

[0034] In a third aspect, an embodiment of the present invention provides an electronic device, comprising a processor and a memory, wherein the memory stores computer-readable instructions, and when the computer-readable instructions are executed by the processor, the steps in the vehicle auxiliary control method described in the first aspect are performed.

[0035] In a fourth aspect, an embodiment of the present invention further provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the vehicle auxiliary control method described in the first aspect.

[0036] In the fifth aspect, an embodiment of the present invention further provides a vehicle, which is integrated with at least the vehicle auxiliary control device as described in the second aspect, so as to control the braking system of the vehicle at least based on the degree of vehicle braking under the auxiliary control, and make the real-time vehicle speed of the vehicle not greater than the critical safe driving speed.

[0037] The embodiment of the present invention provides a vehicle auxiliary control method, device, electronic device, storage medium and vehicle. First, the real-time driving parameters of the vehicle are obtained to infer the real-time friction coefficient between the vehicle and the road surface according to the real-time driving parameters; secondly, the critical safe driving distance and the critical safe driving speed are calculated according to the real-time friction coefficient and the real-time driving parameters; then, when the vehicle meets the auxiliary control activation conditions, the auxiliary control activation distance is determined based on the real-time driving parameters, the real-time friction coefficient and the critical safe driving distance; finally, the auxiliary control activation signal is generated according to the comparison result between the real-time driving parameters and the critical safe driving speed, and the degree of vehicle braking under auxiliary control is calculated. In view of this, the embodiment of the present invention can intelligently determine whether it is necessary to perform auxiliary braking control on the vehicle according to the real-time driving conditions of the vehicle during the vehicle driving process, thereby realizing the pre-assessment and early intervention of the vehicle risk. The configuration of the embodiment of the present invention can effectively avoid some vehicle accidents caused by abnormal conditions such as driver error, blind spots or line of sight obstruction, which is conducive to reducing the risk of vehicle accidents and protecting the life and property of users. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0039] Figure 1 is a flow chart of a vehicle auxiliary control method provided by an embodiment of the present invention;

[0040] Figure 2 is a structural schematic diagram of a vehicle auxiliary control device provided by an embodiment of the present invention;

[0041] Figure 3 It is a structural schematic diagram of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0042] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be further described in detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present application.

[0043] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to limit the present application. The singular forms "a", "said" and "the" used in the embodiments of the present application and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings, and "multiple" generally includes at least two.

[0044] It should be understood that the term "and / or" used in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0045] It should be understood that although the terms first, second, third, etc. may be used to describe in the embodiments of the present application, these descriptions should not be limited to these terms. These terms are only used to distinguish the descriptions. For example, without departing from the scope of the embodiments of the present application, the first may also be referred to as the second, and similarly, the second may also be referred to as the first.

[0046] As used herein, the words "if" and "if" may be interpreted as "at the time of" or "when" or "in response to determining" or "in response to detecting", depending on the context. Similarly, the phrases "if it is determined" or "if (stated condition or event) is detected" may be interpreted as "when it is determined" or "in response to determining" or "when detecting (stated condition or event)" or "in response to detecting (stated condition or event)", depending on the context.

[0047] It should also be noted that the term "includes", "comprising" or any other variation thereof is intended to cover non-exclusive inclusion, so that a commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprising a ..." do not exclude the existence of other identical elements in the commodity or device including the elements.

[0048] It should be particularly noted that any symbols and / or numbers in the specification that are not marked in the accompanying drawings are not drawing marks.

[0049] An embodiment of the present invention provides a vehicle auxiliary control method. Figure 1This is a flow chart of a vehicle auxiliary control method provided by an embodiment of the present invention. This embodiment can be applied to any type of vehicle auxiliary braking control scenario, such as automobiles, tricycles, motorcycles, electric vehicles, etc. The vehicle auxiliary control method can be, but is not limited to, executed by the vehicle auxiliary control device in the embodiment of the present invention as the execution subject, and the execution subject can be implemented in software and / or hardware. Figure 1 As shown, the vehicle auxiliary control method includes at least the following steps:

[0050] S1. Acquire real-time driving parameters of the vehicle to reversely infer the real-time friction coefficient between the vehicle and the road surface based on the real-time driving parameters.

[0051] The real-time driving parameters of a vehicle may refer to any parameter that can characterize the real-time driving conditions of the vehicle, changes in the environment in which the vehicle is located, the status of the internal components of the vehicle, etc.; the real-time driving parameters may include, but are not limited to, the vehicle's driving speed, weather changes (such as sunny days, cloudy days, rainy days, snowy days, etc.), the degree of congestion on the driving path, vehicle location information, lane information, obstacle information in front and behind the vehicle (such as the driving speed of the front vehicle, the driving speed of the rear vehicle, etc.), road surface temperature and humidity, wind speed and wind resistance, road surface slope, road surface type (such as dirt road surface, asphalt road surface, cement road surface, etc.), etc. It is understandable that the real-time driving parameters can be obtained from various sensors integrated in the vehicle [such as lidar, camera, global positioning system (GPS), geographic information system (GIS), temperature sensor, humidity sensor, gyroscope, etc.] or domain controller (Domain Control Unit, DCU).

[0052] It can be known that the real-time friction parameter between the vehicle and the road surface may refer to the sliding friction coefficient between the tire and the road surface at any time during the vehicle's driving process. In a specific embodiment, the implementation form of inferring the real-time friction parameter between the vehicle and the road surface based on the real-time driving parameter may be to identify multiple vehicle deceleration processes based on the increase and decrease of the vehicle's driving speed in multiple time periods before the current moment; calculate the vehicle's braking deceleration based on the difference in the vehicle's driving speed and the deceleration time difference in each vehicle deceleration process; calculate the vehicle's effective driving force based on the vehicle's braking deceleration and the vehicle's total mass (for example, it may be the sum of the vehicle's sprung mass and unsprung mass) in each vehicle deceleration process; obtain the friction between the vehicle and the road surface based on the vehicle's effective driving force, wind resistance, engine traction and transmission efficiency in each vehicle deceleration process; and infer the vehicle's total mass and gravitational acceleration in each vehicle deceleration process based on the friction between the vehicle and the road surface, the road slope, the vehicle's total mass and the acceleration of gravity. The sliding friction coefficient between the vehicle and the road surface is calculated by integrating the sliding friction coefficients between the vehicle and the road surface during the deceleration of multiple vehicles (the sliding friction coefficient between the vehicle and the road surface at the current moment to be compensated can be, for example, the average or weighted average of the sliding friction coefficients between the vehicle and the road surface during the deceleration of multiple vehicles); the sliding friction coefficient between the vehicle and the road surface at the current moment is compensated at least by the road surface type, road surface temperature and humidity corresponding to the current moment (the compensation value of the sliding parameter to be compensated can be refined into a road surface type compensation value, a road surface temperature compensation value and a road surface humidity compensation value according to the road surface type, road surface temperature and humidity, and the determination method of the above compensation value can be, for example, a table lookup, a formula lookup, a function curve, etc.), and finally the sliding friction coefficient between the vehicle and the road surface at the current moment is obtained. For example, on an asphalt road surface, the real-time friction coefficient between the vehicle and the road surface under normal sunny conditions is about 0.6, which can be reduced to about 0.4 on rainy days, and to about 0.2 on ice and snowy days.

[0053] S2. Calculate the critical safe driving distance and critical safe driving speed based on the real-time friction coefficient and the real-time driving parameters.

[0054] The critical driving safety distance may refer to, for example, the braking distance of the vehicle when the vehicle decelerates from a relatively high driving speed to the same speed as the object in front of the vehicle (the object may be a moving vehicle, a stationary obstacle, etc.), taking into account the time interval from the driver discovering the abnormal situation to stepping on the brake pedal and then the brake pedal taking effect. Correspondingly, the critical driving safety speed may refer to, for example, the vehicle driving speed corresponding to the critical driving safety distance when the distance between the vehicle and the object in front of the vehicle is exactly equal to the critical driving safety distance.

[0055] S3. When the vehicle meets the auxiliary control activation conditions, the auxiliary control activation distance is determined based on the real-time driving parameters, the real-time friction coefficient and the critical driving safety distance.

[0056] Among them, the auxiliary control activation distance can be determined based on the aforementioned critical driving safety distance, taking into account the difference in friction coefficient between the road type on which the vehicle is traveling at the current moment and the standard dry road surface, and the following distance (i.e., the distance between the aforementioned vehicle and the object in front of the vehicle) that requires activation of the vehicle auxiliary control device in the embodiment of the present invention to control the vehicle's driving speed. In addition, the auxiliary control activation condition can be adaptively adjusted according to the actual driving conditions of the vehicle, and the embodiment of the present invention does not limit this. The auxiliary control activation condition can be, for example, that the distance between the vehicle and the object in front of the vehicle is less than the auxiliary control activation distance.

[0057] S4. Generate an auxiliary control activation signal according to a comparison result between the real-time driving parameter and the critical safe driving speed, and calculate the degree of vehicle braking under the auxiliary control.

[0058] The signal type of the auxiliary control activation signal may be, for example, a Controller Area Network (CAN) signal, an Ethernet signal, etc. It is understandable that the degree of vehicle braking under auxiliary control may refer to the degree of opening and closing of the vehicle brake pedal after the auxiliary control function of the vehicle is activated (i.e., the vehicle meets the auxiliary control activation condition); the degree of opening and closing of the vehicle brake pedal may be controlled by the vehicle auxiliary control device provided in the embodiment of the present invention.

[0059] This embodiment provides a vehicle auxiliary control method. First, the real-time driving parameters of the vehicle are obtained to infer the real-time friction coefficient between the vehicle and the road surface based on the real-time driving parameters; secondly, the critical safe driving distance and the critical safe driving speed are calculated based on the real-time friction coefficient and the real-time driving parameters; then, when the vehicle meets the auxiliary control activation conditions, the auxiliary control activation distance is determined based on the real-time driving parameters, the real-time friction coefficient and the critical safe driving distance; finally, the auxiliary control activation signal is generated based on the comparison result of the real-time driving parameters and the critical safe driving speed, and the degree of vehicle braking under auxiliary control is calculated. In view of this, this embodiment can intelligently determine whether it is necessary to perform auxiliary braking control on the vehicle according to the real-time driving conditions of the vehicle during the vehicle driving process, thereby realizing the pre-assessment and early intervention of vehicle risks. The configuration of this embodiment can effectively avoid some vehicle accidents caused by abnormal conditions such as driver errors, blind spots or line of sight obstruction, which is conducive to reducing the risk of vehicle accidents and protecting the life and property of users.

[0060] It should be noted that, in a specific implementation, optionally, the real-time driving parameter includes at least the current speed of the vehicle and the speed of the object in front of the vehicle;

[0061] The critical driving safety distance is calculated at least in the following ways:

[0062]

[0063] In the above formula, d d represents the critical safety distance for driving, v represents the current speed of the vehicle, v0 represents the speed of the object in front of the vehicle, g represents the acceleration of gravity, and μ represents the real-time friction coefficient.

[0064] Among them, (v-v0) included in the above formula may refer to the distance traveled by the vehicle within 1 second from the time when the driver discovered the abnormal situation to stepped on the brake pedal and then the brake pedal took effect.

[0065] It should also be noted that, in another specific implementation, the real-time driving parameter includes at least the relative distance between the vehicle and the object in front of the vehicle, and the speed of the object in front of the vehicle;

[0066] The critical safe driving speed is calculated at least in the following ways:

[0067]

[0068] In the above formula, v d represents the critical safe driving speed, v0 represents the speed of the object in front of the vehicle, g represents the acceleration of gravity, μ represents the real-time friction coefficient, and d represents the relative distance between the vehicle and the object in front of the vehicle.

[0069] It should also be noted that, in another specific implementation, the real-time driving parameters at least include the current speed of the vehicle and the speed of the object in front of the vehicle;

[0070] At least when the current speed of the vehicle is greater than the speed of the object in front of the vehicle [i.e. (v-v0)>0)], it is determined that the vehicle meets the auxiliary control activation condition;

[0071] The auxiliary control activation distance is calculated at least in the following ways:

[0072]

[0073] In the above formula, d a Denotes auxiliary control activation distance, d d represents the critical safety distance for driving, v represents the current speed of the vehicle, v0 represents the speed of the object in front of the vehicle, g represents the acceleration of gravity, μ represents the real-time friction coefficient, and λ represents the friction proportional coefficient.

[0074] It should also be noted that, in another specific implementation, the friction proportional coefficient is calculated at least in the following manner:

[0075]

[0076] In the above formula, μ0 represents the reference value of the friction coefficient between the vehicle and the standard dry road surface. For example, on an asphalt road surface, μ0 can generally be configured as 0.6.

[0077] It should also be noted that, in another specific implementation, the real-time driving parameters include at least the relative distance between the vehicle and the object in front of the vehicle, the speed of the object in front of the vehicle, and the current speed of the vehicle;

[0078] The degree of vehicle braking under auxiliary control is calculated at least in the following ways:

[0079]

[0080] In the above formula, θ represents the degree of vehicle braking under auxiliary control, v represents the current speed of the vehicle, v0 represents the speed of the object in front of the vehicle, g represents the acceleration of gravity, μ represents the real-time friction coefficient, d represents the relative distance between the vehicle and the object in front of the vehicle, and μ0 represents the reference value of the friction coefficient between the vehicle and the standard dry road surface.

[0081] The degree of vehicle braking under the auxiliary control is the ratio of the braking distance required for the vehicle to decelerate from v to v0 to the difference between the auxiliary control activation distance and the critical driving safety distance. In addition, the condition for triggering the auxiliary control activation signal generation may be, for example, v>v d ; That is, when v>v d When θ>1, the vehicle performs braking deceleration under auxiliary control. It can be understood that the value of θ calculated by the above formula can determine the degree of opening and closing of the vehicle's brake pedal, for example; when θ>1, the brake pedal is completely closed and deceleration is fully achieved; when 1>θ>0, the degree of opening and closing of the brake pedal can change linearly with the value of θ.

[0082] Exemplarily, the implementation process of the vehicle auxiliary control method will be described below by taking a vehicle auxiliary control process under a specific driving condition as an example.

[0083] Assume that a vehicle is currently driving on a highway in the rain. At this time, the DCU obtains the real-time friction coefficient μ of about 0.4 through table lookup compensation and other steps. The current speed of the vehicle v is 100km / h, the speed of the front vehicle v0 is 80km / h, and the distance between the two vehicles d is 20m. Then the critical safety distance d calculated by the DCU is d , friction proportional coefficient λ and auxiliary control activation distance da They are:

[0084]

[0085] Since the distance d between the two vehicles is less than the auxiliary control activation distance d a At this time, the vehicle auxiliary control device enters the activation state and calculates the vehicle's critical safe speed v d .

[0086]

[0087] Because the current vehicle speed (100 km / h) is greater than the critical safe speed v d (88.5km / h), at this time, the vehicle auxiliary control device starts to control the vehicle brake pedal to perform deceleration action, and the vehicle braking degree θ under auxiliary control is:

[0088]

[0089] That is, at this time, the vehicle brake pedal can be controlled at an opening and closing degree of 32.5%.

[0090] In view of this, the present embodiment can infer the sliding friction coefficient μ between the current vehicle and the road surface in real time based on the weather, vehicle deceleration data, vehicle road type, temperature, humidity and other information; further, the DCU determines the auxiliary control activation distance d by calculation. a Furthermore, the DCU compares the distance between the two vehicles d with the auxiliary control activation distance d a The size relationship between them is used to determine whether to activate the vehicle auxiliary control; further, when d <d a When the vehicle auxiliary control is activated, the DCU continues to calculate the critical safe speed v d ; Further, v d Compare with the current vehicle speed v, when v>v d When the vehicle auxiliary control device controls the vehicle to decelerate; further, the DCU continues to calculate the degree of vehicle braking θ under auxiliary control, and then adopts a slow deceleration or full deceleration strategy according to the value of θ. It can be seen that this embodiment can achieve the effect of reducing the probability of vehicle accidents and the degree of damage to the vehicle when an accident occurs through the above working method.

[0091] An embodiment of the present invention also provides a vehicle auxiliary control device. Figure 2 Schematic diagram of the structure of a vehicle auxiliary control device provided by an embodiment of the present invention. This embodiment can be applied to any type of vehicle auxiliary braking control scenario, such as automobiles, tricycles, motorcycles, electric vehicles, etc. The device can be implemented in software and / or hardware. Figure 2As shown, the vehicle auxiliary control device provided in this embodiment at least includes:

[0092] The coefficient inverse estimation module 110 is at least used to obtain the real-time driving parameters of the vehicle, so as to inversely estimate the real-time friction coefficient between the vehicle and the road surface according to the real-time driving parameters.

[0093] The first calculation module 120 is at least used to calculate a critical safe driving distance and a critical safe driving speed according to the real-time friction coefficient and the real-time driving parameters.

[0094] The distance determination module 130 is at least used to determine the auxiliary control activation distance based on the real-time driving parameter, the real-time friction coefficient and the critical driving safety distance when the vehicle meets the auxiliary control activation condition.

[0095] The second calculation module 140 is at least used to generate an auxiliary control activation signal according to a comparison result between the real-time driving parameter and the critical safe driving speed, and calculate the degree of vehicle braking under the auxiliary control.

[0096] Optionally, the real-time driving parameters include at least the current speed of the vehicle and the speed of an object in front of the vehicle;

[0097] The first calculation module 120 calculates the critical driving safety distance by at least the following method:

[0098]

[0099] In the above formula, d d represents the critical safety distance for driving, v represents the current speed of the vehicle, v0 represents the speed of the object in front of the vehicle, g represents the acceleration of gravity, and μ represents the real-time friction coefficient.

[0100] Optionally, the real-time driving parameters include at least a relative distance between the vehicle and an object in front of the vehicle, and a speed of the object in front of the vehicle;

[0101] The first calculation module 120 calculates the critical safe driving speed by at least the following method:

[0102]

[0103] In the above formula, v d represents the critical safe driving speed, v0 represents the speed of the object in front of the vehicle, g represents the acceleration of gravity, μ represents the real-time friction coefficient, and d represents the relative distance between the vehicle and the object in front of the vehicle.

[0104] Optionally, the real-time driving parameters include at least the current speed of the vehicle and the speed of an object in front of the vehicle;

[0105] The distance determination module 130 determines that the vehicle meets the auxiliary control activation condition at least when the current speed of the vehicle is greater than the speed of the object in front of the vehicle;

[0106] The distance determination module 130 calculates the auxiliary control activation distance by at least the following method:

[0107]

[0108] In the above formula, d a Denotes auxiliary control activation distance, d d represents the critical safety distance for driving, v represents the current speed of the vehicle, v0 represents the speed of the object in front of the vehicle, g represents the acceleration of gravity, μ represents the real-time friction coefficient, and λ represents the friction proportional coefficient.

[0109] Optionally, the distance determination module 130 calculates the friction proportional coefficient by at least the following method:

[0110]

[0111] In the above formula, μ0 represents the reference value of the friction coefficient between the vehicle and the standard dry road surface.

[0112] Optionally, the real-time driving parameters include at least a relative distance between the vehicle and an object in front of the vehicle, a speed of the object in front of the vehicle, and a current speed of the vehicle;

[0113] The second calculation module 140 calculates the degree of vehicle braking under auxiliary control by at least the following method:

[0114]

[0115] In the above formula, θ represents the degree of vehicle braking under auxiliary control, v represents the current speed of the vehicle, v0 represents the speed of the object in front of the vehicle, g represents the acceleration of gravity, μ represents the real-time friction coefficient, d represents the relative distance between the vehicle and the object in front of the vehicle, and μ0 represents the reference value of the friction coefficient between the vehicle and the standard dry road surface.

[0116] The embodiment of the present invention provides a vehicle auxiliary control device. First, the real-time driving parameters of the vehicle are obtained through a coefficient inversion module to invert the real-time friction coefficient between the vehicle and the road surface according to the real-time driving parameters; secondly, the critical safe distance and the critical safe speed are calculated by the first calculation module according to the real-time friction coefficient and the real-time driving parameters; then, when the vehicle meets the auxiliary control activation condition, the auxiliary control activation distance is determined by the distance determination module based on the real-time driving parameters, the real-time friction coefficient and the critical safe distance; finally, the auxiliary control activation signal is generated by the second calculation module according to the comparison result between the real-time driving parameters and the critical safe speed, and the degree of vehicle braking under auxiliary control is calculated. In view of this, the embodiment of the present invention can intelligently determine whether it is necessary to perform auxiliary braking control on the vehicle according to the real-time driving situation of the vehicle during the vehicle driving process, realize the pre-assessment and early intervention of the vehicle risk, such as the configuration of the embodiment of the present invention can effectively avoid some vehicle accidents caused by abnormal situations such as driver error, blind spots or line of sight obstruction, which is conducive to reducing the risk of vehicle accidents and protecting the life and property of users.

[0117] It should be noted that the above-mentioned vehicle auxiliary control device and its component modules can all be configured in the vehicle DCU.

[0118] An embodiment of the present invention further provides an electronic device, Figure 3 is a schematic diagram of the structure of an electronic device provided by an embodiment of the present invention, see Figure 3 The electronic device 1000 includes a processor 1001 and a memory 1002, and the memory 1002 stores computer-readable instructions. When the computer-readable instructions are executed by the processor 1001, the steps in any one of the above vehicle auxiliary control methods are executed. Through the above technical solution, the processor 1001 and the memory 1002 are interconnected and communicate with each other through a communication bus and / or other forms of connection mechanisms (not shown), and the memory 1002 stores a computer program executable by the processor. When the electronic device 1000 is running, the processor 1001 executes the computer program to execute the vehicle auxiliary control method in any optional implementation of the above embodiment to achieve the following functions: obtaining the real-time driving parameters of the vehicle to reversely infer the real-time friction coefficient between the vehicle and the road surface according to the real-time driving parameters; calculating the critical safe driving distance and the critical safe driving speed according to the real-time friction coefficient and the real-time driving parameters; when the vehicle meets the auxiliary control activation condition, determining the auxiliary control activation distance based on the real-time driving parameters, the real-time friction coefficient and the critical safe driving distance; generating an auxiliary control activation signal according to the comparison result between the real-time driving parameters and the critical safe driving speed, and calculating the degree of vehicle braking under auxiliary control.

[0119] An embodiment of the present invention also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements a vehicle auxiliary control method as provided in all the embodiments of the invention of this application: obtaining the real-time driving parameters of the vehicle to infer the real-time friction coefficient between the vehicle and the road surface based on the real-time driving parameters; calculating the critical safe driving distance and the critical safe driving speed based on the real-time friction coefficient and the real-time driving parameters; when the vehicle meets the auxiliary control activation conditions, determining the auxiliary control activation distance based on the real-time driving parameters, the real-time friction coefficient and the critical safe driving distance; generating an auxiliary control activation signal based on the comparison result of the real-time driving parameters and the critical safe driving speed, and calculating the degree of vehicle braking under auxiliary control.

[0120] Any combination of one or more computer-readable media may be used. A computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, device, or device.

[0121] Computer-readable signal media may include a data signal propagated in baseband or as part of a carrier wave, which carries a computer-readable program code. Such propagated data signals may take a variety of forms, including, but not limited to, electromagnetic signals, optical signals, or any suitable combination of the above. Computer-readable signal media may also be any computer-readable medium other than a computer-readable storage medium, which may send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0122] Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

[0123] Computer program code for performing the operations of the present invention may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0124] An embodiment of the present invention also provides a vehicle, which is integrated with at least a vehicle auxiliary control device as described in any of the aforementioned embodiments or implementation methods, so as to control the vehicle's braking system based on at least the degree of vehicle braking under auxiliary control, and ensure that the vehicle's real-time speed is not greater than the critical safe driving speed.

[0125] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A vehicle auxiliary control method, characterized in that: At least: Acquiring real-time driving parameters of the vehicle to reversely infer a real-time friction coefficient between the vehicle and a road surface according to the real-time driving parameters; Calculating a critical safe driving distance and a critical safe driving speed according to the real-time friction coefficient and the real-time driving parameter; When the vehicle meets the auxiliary control activation condition, determining the auxiliary control activation distance based on the real-time driving parameter, the real-time friction coefficient and the critical driving safety distance; An auxiliary control activation signal is generated according to a comparison result between the real-time driving parameter and the critical safe driving speed, and a degree of vehicle braking under auxiliary control is calculated.

2. The vehicle auxiliary control method according to claim 1, characterized in that: The real-time driving parameters include at least the current speed of the vehicle and the speed of the object in front of the vehicle; The critical driving safety distance is calculated at least in the following manner: In the above formula, d d represents the critical safe driving distance, v represents the current speed of the vehicle, v0 represents the speed of the object in front of the vehicle, g represents the acceleration of gravity, and μ represents the real-time friction coefficient.

3. The vehicle auxiliary control method according to claim 1, characterized in that: The real-time driving parameters include at least a relative distance between the vehicle and an object in front of the vehicle, and a speed of the object in front of the vehicle; The critical safe driving speed is calculated at least in the following ways: In the above formula, v d represents the critical safe driving speed, v0 represents the speed of the object in front of the vehicle, g represents the acceleration of gravity, μ represents the real-time friction coefficient, and d represents the relative distance between the vehicle and the object in front of the vehicle.

4. The vehicle auxiliary control method according to claim 1, characterized in that: The real-time driving parameters include at least the current speed of the vehicle and the speed of the object in front of the vehicle; At least when the current speed of the vehicle is greater than the speed of the object in front of the vehicle, determining that the vehicle meets the auxiliary control activation condition; The auxiliary control activation distance is calculated at least in the following manner: In the above formula, d a represents the auxiliary control activation distance, d d represents the critical safe driving distance, v represents the current speed of the vehicle, v0 represents the speed of the object in front of the vehicle, g represents the acceleration of gravity, μ represents the real-time friction coefficient, and λ represents the friction proportional coefficient.

5. The vehicle auxiliary control method according to claim 4, characterized in that: The friction proportional coefficient is calculated at least in the following manner: In the above formula, μ0 represents the reference value of the friction coefficient between the vehicle and a standard dry road surface.

6. The vehicle auxiliary control method according to claim 1, characterized in that: The real-time driving parameters include at least the relative distance between the vehicle and the object in front of the vehicle, the speed of the object in front of the vehicle, and the current speed of the vehicle; The degree of vehicle braking under the auxiliary control is calculated at least in the following manner: In the above formula, θ represents the degree of vehicle braking under the auxiliary control, v represents the current speed of the vehicle, v0 represents the speed of the object in front of the vehicle, g represents the acceleration of gravity, μ represents the real-time friction coefficient, d represents the relative distance between the vehicle and the object in front of the vehicle, and μ0 represents the reference value of the friction coefficient between the vehicle and a standard dry road surface.

7. A vehicle auxiliary control device, characterized in that: At least: A coefficient inverse estimation module, at least used to obtain the real-time driving parameters of the vehicle, so as to inversely estimate the real-time friction coefficient between the vehicle and the road surface according to the real-time driving parameters; A first calculation module is at least used to calculate a critical safe driving distance and a critical safe driving speed according to the real-time friction coefficient and the real-time driving parameter; a distance determination module, at least for determining an auxiliary control activation distance based on the real-time driving parameter, the real-time friction coefficient and the critical driving safety distance when the vehicle meets an auxiliary control activation condition; The second calculation module is at least used to generate an auxiliary control activation signal according to a comparison result between the real-time driving parameter and the critical safe driving speed, and calculate the degree of vehicle braking under auxiliary control.

8. An electronic device, characterized in that: It includes a processor and a memory, wherein the memory stores computer-readable instructions. When the computer-readable instructions are executed by the processor, the steps in the vehicle auxiliary control method as described in any one of claims 1 to 6 are executed.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the vehicle auxiliary control method described in any one of claims 1-6 is implemented.

10. A vehicle, characterized in that: At least the vehicle auxiliary control device as claimed in claim 7 is integrated to control the braking system of the vehicle at least based on the degree of vehicle braking under the auxiliary control, and to ensure that the real-time speed of the vehicle is not greater than the critical safe driving speed.

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