Vehicle control method, system and vehicle

Abstract

Embodiments of the present application provide a vehicle control method, system and vehicle. The method comprises: controlling a brake light of the vehicle to be on when a current state of the vehicle meets a first condition and a comprehensive brake acceleration of the vehicle is greater than or equal to a first threshold; the first condition is that the vehicle is in a driving state, a brake device is in an inoperative state, and the vehicle is in a non-idling state; when the brake light of the vehicle is in a first on state and the comprehensive brake acceleration of the vehicle is greater than or equal to a second threshold, controlling the brake light of the vehicle to remain in the on state; the first on state means that the brake light of the vehicle is on based on the comprehensive brake acceleration being greater than or equal to the first threshold, and the second threshold is less than the first threshold; when the brake light of the vehicle is in an off state, and the comprehensive brake acceleration is less than the first threshold, controlling the brake light of the vehicle to remain in the off state. The embodiments of the present application provide an accurate driving judgment basis for a rear vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle control, and particularly relates to a vehicle control method, a vehicle control system and a vehicle. BACKGROUND

[0002] With the development of automobile technology and the gradual improvement of automobile safety standards, the lighting of the brake light during vehicle driving plays an important role in the safety of the following vehicle and the vehicle itself. In order to improve the application field of the vehicle, the lighting mechanism of the brake light of the vehicle needs to be matched with the local industry standard. In order to improve the international competitiveness, the lighting mechanism of the brake light of the vehicle needs to be matched with the relevant international industry standard. In order to make the product meet the corresponding industry standard, some automobile manufacturers adopt the energy recovery lighting brake light mechanism, and some adopt the setting lower limit value lighting brake light mechanism.

[0003] Among them, the energy recovery lighting brake light is to light the brake light when the brake acceleration provided by the energy recovery reaches a threshold value. The energy recovery lighting brake light mechanism will cause the brake force provided by the lighting of the brake light to be too large, and when the following vehicle finds that the brake light of the front vehicle is lit, it cannot react in time, which is easy to cause rear-end collision.

[0004] The lower limit value lighting brake light mechanism is to calculate the total value of the brake acceleration generated by all resistances, and light the brake light when the total value of the brake acceleration reaches the set lower limit value. This will cause the brake light to be frequently lit during driving, thereby affecting the rear vehicle to make wrong judgment on the safety distance and speed. SUMMARY

[0005] Therefore, the embodiments of the present application provide a vehicle control method, a vehicle control system and a vehicle. The present application is used to improve the lighting mechanism of the vehicle brake light, to provide an accurate driving judgment basis for the following vehicle, and ultimately to ensure the safety of the vehicle itself and the following vehicle.

[0006] In a first aspect, the embodiments of the present application provide a vehicle control method, comprising:

[0007] controlling the brake light of the vehicle to be lit when the current state of the vehicle meets a first condition and the comprehensive brake acceleration of the vehicle is greater than or equal to a first threshold value; the first condition is that the vehicle is in a driving state, the brake device is in an inoperative state, and the vehicle is in a non-idling state;

[0008] controlling the brake light of the vehicle to remain in the lit state when the brake light of the vehicle is in a first lit state and the comprehensive brake acceleration of the vehicle is greater than or equal to a second threshold value; the first lit state means that the brake light of the vehicle is lit based on the comprehensive brake acceleration being greater than or equal to the first threshold value, and the second threshold value is less than the first threshold value;

[0009] When the comprehensive brake acceleration is less than the first threshold value, the brake light of the vehicle is controlled to keep off when the brake light of the vehicle is off.

[0010] In an implementation form of the first aspect, the first condition further comprises that the energy recovery system of the vehicle is effective.

[0011] In an implementation form of the first aspect, before the step of controlling the brake light of the vehicle to be on when the current state of the vehicle satisfies the first condition and the comprehensive brake acceleration of the vehicle is greater than or equal to the first threshold value, the method further comprises:

[0012] The comprehensive brake acceleration of the vehicle is obtained, the comprehensive brake acceleration of the vehicle being related to brake factors, the brake factors comprising the energy recovery brake force, and the brake factors further comprising at least one of a rolling brake force, an air flow brake force at a current vehicle speed, and a brake force generated by a charging and discharging current.

[0013] In an implementation form of the first aspect, the obtaining of the comprehensive brake acceleration of the vehicle comprises: obtaining brake accelerations of the vehicle corresponding to respective brake factors, and obtaining the comprehensive brake acceleration of the vehicle based on the brake accelerations of the vehicle corresponding to the respective brake factors.

[0014] In an implementation form of the first aspect, the obtaining of the comprehensive brake acceleration of the vehicle based on the brake accelerations of the vehicle corresponding to the respective brake factors comprises:

[0015] The brake accelerations of the vehicle corresponding to the respective brake factors and corresponding weights are subjected to weighted summation operation to obtain the comprehensive brake acceleration of the vehicle.

[0016] In an implementation form of the first aspect, the obtaining of the brake accelerations of the vehicle corresponding to the respective brake factors comprises obtaining a brake acceleration of the vehicle under the energy recovery brake force; wherein the obtaining of the brake acceleration of the vehicle under the energy recovery brake force comprises:

[0017] A first brake acceleration reference value corresponding to the energy recovery mode of the vehicle is obtained based on the energy recovery mode of the vehicle,

[0018] A second brake acceleration reference value corresponding to the current speed of the vehicle is obtained based on the current speed of the vehicle and a speed-brake acceleration correspondence relationship,

[0019] The brake acceleration of the vehicle under the energy recovery brake force is obtained based on the first acceleration reference value and the second acceleration reference value.

[0020] In an implementation form of the first aspect, the obtaining of the brake accelerations of the vehicle corresponding to the respective brake factors comprises obtaining a brake acceleration of the vehicle under the rolling brake force; wherein the obtaining of the brake acceleration of the vehicle under the rolling brake force comprises:

[0021] obtaining a current speed request value of the vehicle, an actual value of a current speed of the vehicle, and a current temperature of an environment in which the vehicle is located;

[0022] A difference between the current speed request value and the actual value of the current speed is a first difference, and a braking acceleration of the vehicle under a rolling braking force is obtained based on the first difference, the current temperature of the environment in which the vehicle is located, a vehicle weight of the vehicle, and a corresponding relationship of the rolling resistance with respect to the first difference and the temperature.

[0023] In an implementation form of the first aspect, obtaining the braking acceleration of the vehicle under the corresponding braking factor includes obtaining a braking acceleration of the vehicle under an air flow braking force at the current speed; and wherein obtaining the braking acceleration of the vehicle under the air flow braking force at the current speed includes:

[0024] determining a current speed of the vehicle;

[0025] obtaining a braking acceleration of the vehicle under an air flow braking force at the current speed based on the current speed of the vehicle, a corresponding relationship of the vehicle speed and the wind resistance, and the vehicle weight of the vehicle.

[0026] In an implementation form of the first aspect, the vehicle being in the driving state includes the gear information of the vehicle being in a forward gear or the gear information of the vehicle being in a reverse gear.

[0027] In a second aspect, an embodiment of the present application provides a control system of a vehicle, including:

[0028] The processing unit is configured to control the brake light of the vehicle to be on when a current state of the vehicle meets a first condition and a comprehensive braking acceleration of the vehicle is greater than or equal to a first threshold value; the first condition is that the vehicle is in a driving state, the braking device is not working, and the vehicle is in a non-coasting state.

[0029] The processing unit is further configured to control the brake light of the vehicle to remain in a lighted state when the brake light of the vehicle is in a first lighted state and the comprehensive braking acceleration of the vehicle is greater than or equal to a second threshold value; the first lighted state is that the brake light of the vehicle is turned on based on the comprehensive braking acceleration being greater than or equal to the first threshold value, and the second threshold value is less than the first threshold value.

[0030] The processing unit is further configured to control the brake light of the vehicle to remain in an off state when the brake light of the vehicle is in the off state and the comprehensive braking acceleration is less than the first threshold value.

[0031] In a third aspect, an embodiment of the present application provides a vehicle, which is controlled by the method of the first aspect.

[0032] In the embodiment of the present application, when the comprehensive braking acceleration of the vehicle is greater than or equal to the first threshold value, the brake light is turned on, and the state of turning on the brake light is maintained until the comprehensive braking acceleration of the vehicle drops below the second threshold value. Meanwhile, when the brake light of the vehicle is turned off, the brake light remains off when the comprehensive braking acceleration of the vehicle is less than the first threshold value. The embodiment of the present application provides a differentiated control strategy for the comprehensive braking acceleration of the vehicle between the first threshold value and the second threshold value, which can provide reasonable and accurate judgment basis for the following vehicle, thereby increasing the driving safety. BRIEF DESCRIPTION OF DRAWINGS

[0033] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed in the embodiments will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0034] Figure 1 A flowchart of a vehicle control method provided by the embodiment of the present application;

[0035] Figure 2 A logic diagram of a vehicle control method provided by the embodiment of the present application;

[0036] Figure 3 A flowchart of a vehicle control method provided by the embodiment of the present application;

[0037] Figure 4 A flowchart of a vehicle control method provided by the embodiment of the present application;

[0038] Figure 5 A flowchart of a vehicle control method provided by the embodiment of the present application;

[0039] Figure 6 A flowchart of a vehicle control method provided by the embodiment of the present application;

[0040] Figure 7 A flowchart of a vehicle control method provided by the embodiment of the present application;

[0041] Figure 8 A flowchart of a vehicle control method provided by the embodiment of the present application;

[0042] Figure 9 A flowchart of a vehicle control method provided by the embodiment of the present application;

[0043] Figure 10A flowchart of a vehicle control method provided in an embodiment of this application.

Detailed Implementation Methods

[0044] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0045] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0046] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0047] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0048] In the description of this specification, it should be understood that the terms "substantially", "approximately", "about", "about", "generally", "largely" used in the claims and embodiments of this application refer to values ​​that can be generally agreed upon within a reasonable range of process operations or tolerances, rather than a precise value.

[0049] It should be understood that although terms such as first, second, third, etc., may be used to describe regions in the embodiments of this application, these regions should not be limited to these terms. These terms are only used to distinguish regions from each other. For example, without departing from the scope of the embodiments of this application, a first region may also be referred to as a second region, and similarly, a second region may also be referred to as a first region.

[0050] The working principle of the energy recovery brake light lighting mechanism is that only by checking the brake acceleration given by the energy recovery, when the brake acceleration reaches the set threshold value, the VCU (Vehicle Control Unit) receives the brake signal and sends it to the CAN line, and the IBC correspondingly requests to light the brake light after receiving the brake signal from the CAN line. The scheme is a common brake light lighting operation. If you want to meet the local safety standards, you only need to modify the logic program, without increasing the hardware cost. However, the energy recovery brake light lighting mechanism does not consider the influence of the wind resistance, rolling resistance and internal mechanical resistance in the driving process, and the brake acceleration in the driving process is the sum of the resistances divided by the vehicle weight. Therefore, simply considering the energy recovery brake light lighting mechanism will cause the absolute value of the calculated brake acceleration to be larger than the actual required value of the vehicle because the brake acceleration given by the energy recovery is part of the actual brake acceleration in the driving process. For example, the actual driving demand brake acceleration of the vehicle is M1, which should be provided by all resistances in the driving process. In the calculation process, the calculation module considers the brake force given by the energy recovery, so the brake acceleration value given by the energy recovery given by the calculation module should be M1, but the actual deceleration of the vehicle body also includes the wind resistance, rolling resistance and internal mechanical resistance, etc., that is, the actual value of the final driving brake acceleration is greater than M1. When the driving brake acceleration is greater than the required value, the vehicle will appear an unexpected stop, such as an emergency brake operation. The unexpected stop of the vehicle in the driving process will cause the following situation: when the rear vehicle finds that the front vehicle lights, there is a risk of rear-end collision due to the too close following distance.

[0051] The working principle of the lower limit value brake light lighting mechanism is to compare the brake acceleration generated by all resistances of the vehicle with the set lower limit value, and light the brake light as long as the brake acceleration is greater than the lower limit value. The lower limit value lighting mechanism uses the lower limit value of the brake force to compare with the threshold value, which will cause the brake light to light frequently during the driving process of the vehicle, and further cause the rear vehicle to make a wrong judgment on the safety distance and the vehicle speed.

[0052] Therefore, the applicant provides a solution to the above problems through careful and in-depth research.

[0053] As shown in Figure 1 The vehicle control method provided by the embodiment of the application comprises the following steps.

[0054] S110, when the current state of the vehicle meets the first condition and the comprehensive brake acceleration of the vehicle is greater than or equal to the first threshold value, the brake light of the vehicle is controlled to be lighted. The first condition is that the vehicle is in a driving state, the brake device is in an inoperative state, and the vehicle is in a non-idling state.

[0055] The current state of the vehicle is used to represent vehicle speed information and usage state of hardware related to the inside of the vehicle. For example, in a possible implementation, the current state of the vehicle includes: driving speed of the vehicle (i.e., vehicle speed), current gear information of the vehicle, current state of the braking device of the vehicle, current vehicle-mounted electrical equipment of the vehicle, energy recovery system state of the vehicle, and the like.

[0056] Before step S110, it can be determined whether the current state of the vehicle satisfies the first condition and whether the comprehensive braking acceleration of the vehicle is greater than or equal to the first threshold. The determination of whether the current state of the vehicle satisfies the first condition and the determination of whether the comprehensive braking acceleration of the vehicle is greater than or equal to the first threshold can be performed simultaneously or in series, and the serial order of the two is not limited. For example, in a possible implementation, it can be determined whether the current state of the vehicle satisfies the first condition first, and then whether the comprehensive braking acceleration of the vehicle is greater than or equal to the first threshold after the current state of the vehicle satisfies the first condition. If the current state of the vehicle does not satisfy the first condition, the method ends.

[0057] The comprehensive braking acceleration of the vehicle refers to the braking acceleration obtained by comprehensively considering the braking factors of the vehicle. The braking factors include the energy recovery braking force, and the braking factors also include at least one of the rolling braking force, the airflow braking force at the current vehicle speed, and the braking force generated by the charging and discharging current.

[0058] The first condition is used to represent whether the state of the vehicle is suitable for the control logic provided in the embodiments of the application. In the embodiments of the application, only when the state of the vehicle meets the first condition and the comprehensive braking acceleration of the vehicle is greater than or equal to the first threshold, the brake light of the vehicle is lit. For example, if the vehicle is in a coasting state, the brake light of the vehicle is not lit regardless of whether the comprehensive braking acceleration of the vehicle is greater than or equal to the first threshold.

[0059] The first threshold is used to represent whether the brake light needs to be lit. The first threshold can be a threshold specified by a corresponding industry standard, for example, the first threshold is a threshold specified by the ECE R13-H international regulation, i.e., the first threshold is 1.3 m / s 2 .

[0060] S120, when the brake light of the vehicle is in the first lighting state and when the comprehensive braking acceleration of the vehicle is greater than or equal to the second threshold, the brake light of the vehicle is controlled to remain in the lighting state. The second threshold is less than the first threshold. The first lighting state refers to that the brake light of the vehicle is lit based on the comprehensive braking acceleration being greater than or equal to the first threshold.

[0061] In step S120, the first lighting state refers to a state in which the brake light of the vehicle is lit when the comprehensive brake acceleration of the vehicle is greater than or equal to the first threshold. It can be understood that when the comprehensive brake acceleration of the vehicle is greater than or equal to the first threshold, the brake light of the vehicle is controlled to be lit, and the brake light of the vehicle remains in the lit state until the comprehensive brake acceleration of the vehicle decreases to the second threshold (not including the second threshold, i.e., decreases to less than the second threshold).

[0062] In the specific implementation process of step S120, the lighting state of the brake light can be maintained until the second threshold is changed through filtering and time delay processing of the comprehensive brake acceleration of the vehicle. The second threshold can be a lower limit value specified by a corresponding industry standard, for example, the second threshold is 0.7 m / s 2 .

[0063] Through step S120, the brake light of the vehicle remains in the lit state during the process that the comprehensive brake acceleration decreases from a large value to the second threshold. Therefore, since the comprehensive brake acceleration of the vehicle decreases from a large value to the second threshold, the deceleration strength of the speed decreases from large to small, which can provide a preparation judgment standard for the following vehicle, and avoid the following situation: although the brake light of the current vehicle is not lit, the brake force actually exists, the following vehicle misjudges that it can accelerate due to the extinguished brake light, and eventually leads to rear-end collision.

[0064] Based on step S120, the brake light of the vehicle remains in the lit state during the process that the comprehensive brake acceleration decreases from a value greater than the first threshold to the second threshold. Therefore, since the comprehensive brake acceleration of the vehicle decreases from a large value to the second threshold, the deceleration strength of the speed decreases from large to small, which can provide a preparation judgment standard for the following vehicle, and avoid the following situation: although the brake light of the current vehicle is not lit, the brake force actually exists, the following vehicle misjudges that it can accelerate due to the extinguished brake light, and eventually leads to rear-end collision.

[0065] Therefore, the embodiment of the present application can realize that if the brake light is lit due to the comprehensive brake acceleration greater than or equal to the first threshold during the driving of the vehicle, the brake light of the vehicle remains in the lit state before the comprehensive brake acceleration is greater than or equal to the second threshold, thereby providing an accurate judgment basis for the following vehicle.

[0066] In step S130, when the comprehensive brake acceleration is less than the first threshold, the brake light of the vehicle is controlled to remain in the extinguished state.

[0067] In step S130, when the brake light of the vehicle is off and the integrated braking acceleration is less than the first threshold, the brake light of the vehicle remains off. It can be understood that, after the brake light of the vehicle is off due to the control strategy, and before the integrated acceleration of the vehicle rises to the first threshold (including the first threshold),

[0068] In step S130, when the brake light of the vehicle is off, it indicates that the integrated braking acceleration of the vehicle during driving is less than the first threshold. If the integrated braking acceleration of the vehicle is always less than the first threshold during driving, the brake light does not need to be turned on. Because when the integrated braking acceleration is less than the first threshold, it means that the braking acceleration of the vehicle is small. At this time, if the brake light is turned on, the following vehicle will step on the brake in order to maintain a safe distance, so that the actual distance between the following vehicle and the leading vehicle is greater than the predicted distance, which eventually leads to road congestion or traffic jam.

[0069] It should be noted that there is no sequence between step S110 and step S130, but the specific step to be executed is determined based on the actual conditions.

[0070] In combination with Figure 2 and Figure 3 , the embodiment of the present application provides a vehicle control method, comprising:

[0071] S210, determining whether the current state of the vehicle meets a preset first condition.

[0072] The first condition is that the vehicle is in a driving state, the braking device is in an inoperative state, the vehicle is in a non-idling state, and the energy recovery system of the vehicle is effective. The driving state of the vehicle can be obtained through the gear information of the vehicle. In one possible implementation manner, the driving state of the vehicle includes that the gear information of the vehicle is in a forward gear or the gear information of the vehicle is in a reverse gear. For example, the forward gear can be D or S, and the reverse gear can be R.

[0073] In the embodiment of the present application, the specific process of determining whether the current state of the vehicle meets the preset first condition can include: determining whether the gear of the vehicle is in a preset gear, the preset gear being a forward gear or a reverse gear; determining whether the energy recovery system of the vehicle is effective, determining whether the braking device of the vehicle is in an inoperative state, and determining whether the vehicle is in an idling state.

[0074] The VCU of the vehicle can obtain the gear information of the vehicle by recognizing the voltage signal of the gear switch.

[0075] The VCU of the vehicle can determine whether the energy recovery is effective by recognizing the set signal or the effective bit signal of the energy recovery. For example, when the set signal is 1, the energy recovery is effective; when the set signal is 0, the energy recovery is ineffective.

[0076] The VCU of the vehicle can determine whether the braking device of the vehicle is in working state by detecting whether the brake pedal is stepped on or whether the vehicle is in intelligent driving and maintaining a distance from the front vehicle. When the brake pedal of the vehicle is stepped on or the vehicle is in intelligent driving and maintaining a distance from the front vehicle, the braking device of the vehicle is in working state. When the brake pedal of the vehicle is not stepped on and the vehicle is not in intelligent driving and maintaining a distance from the front vehicle, the braking device of the vehicle is in non-working state. In a possible implementation, whether the braking device is in working state can be monitored by arranging a sensor on the braking device. The braking device can be a disc brake device, a drum brake device, a gas brake device or other forms of brake device.

[0077] It is determined whether the vehicle is in non-coasting state, and if the vehicle is coasting, the brake light is not turned on. When the vehicle is in non-coasting state and the comprehensive braking acceleration of the vehicle is greater than or equal to the first threshold, the brake light of the vehicle is controlled to be turned on. Whether the vehicle is coasting can be determined by vehicle gear information and motor speed value, for example, when the vehicle is in D gear but the motor speed value is negative, it is determined that the vehicle is coasting. When the motor speed value is positive, the vehicle can move forward. Conversely, when the motor speed value is negative, the vehicle can move backward.

[0078] In the embodiment of the present application, it is determined whether the gear of the vehicle is in a preset gear, and the preset gear is forward gear or reverse gear; it is determined whether the energy recovery system of the vehicle is effective, it is determined whether the braking device of the vehicle is in non-working state, and it is determined whether the vehicle is in coasting state. The four determination processes can be performed synchronously or serially. When the four determination processes are performed serially, there is no strict execution order, and the execution order can be based on the execution order preset by the technician. When the four determination processes are performed serially, if any one determination process is determined to be no, the subsequent determination process can be omitted, and it is directly determined that the current state of the vehicle does not meet the first condition, and the method ends.

[0079] In S220, the comprehensive braking acceleration of the vehicle is obtained, and the comprehensive braking acceleration of the vehicle is related to a braking factor. The braking factor includes energy recovery braking force, and the braking factor further includes at least one of rolling braking force, air flow braking force at the current vehicle speed and braking force generated by charging and discharging current.

[0080] In the embodiment, the execution order of step S220 and step S210 is not limited, and in a possible implementation, step S220 can be executed after step S210, that is, when the current state of the vehicle meets the first condition, steps S220-S250 are executed, and when the current state of the vehicle does not meet the first condition, the method ends. It can be understood that the limitation of steps S220-S250 is based on the premise that the current state of the vehicle meets the first condition.

[0081] In a possible implementation, the obtaining the comprehensive braking acceleration of the vehicle comprises: obtaining braking accelerations of the vehicle corresponding to respective braking factors, and obtaining the comprehensive braking acceleration of the vehicle based on the braking accelerations of the vehicle corresponding to the respective braking factors.

[0082] In a possible implementation, the obtaining the comprehensive braking acceleration of the vehicle based on the braking accelerations of the vehicle corresponding to respective braking factors comprises: performing weighted summation operation based on the braking accelerations of the vehicle corresponding to the respective braking factors and corresponding weights to obtain the comprehensive braking acceleration of the vehicle.

[0083] In the implementation, when the current state of the vehicle meets the first condition, it can be further determined whether to light the brake lamp. The comprehensive braking acceleration of the vehicle can more accurately reflect the actual braking acceleration of the vehicle. Therefore, whether to light the brake lamp can be determined by the comprehensive braking acceleration of the vehicle. Therefore, when the current state of the vehicle meets the first condition, the comprehensive braking acceleration of the vehicle needs to be determined. The comprehensive braking acceleration of the vehicle is related to multiple braking factors, and therefore, the braking acceleration of the vehicle under respective braking factors needs to be determined before the comprehensive braking acceleration of the vehicle is determined.

[0084] In a possible implementation, the obtaining the braking acceleration of the vehicle corresponding to respective braking factors comprises obtaining the braking acceleration of the vehicle under the energy recovery braking force. As shown in the following table, the obtaining the braking acceleration of the vehicle under the energy recovery braking force comprises: Figure 4

[0085] S121, determining an energy recovery mode of the vehicle, and obtaining a corresponding first braking acceleration reference value based on the energy recovery mode of the vehicle.

[0086] The VCU of the vehicle can obtain the energy recovery mode of the vehicle through an internal identification mechanism, and determine the first braking acceleration reference value based on a preset correspondence between the energy recovery mode of the vehicle and the first braking acceleration reference value. For example, the energy recovery mode of a certain vehicle is divided into a strong recovery mode, a weak recovery mode and a standard recovery mode. The first braking acceleration reference value corresponding to the strong recovery mode is a1, the first braking acceleration reference value corresponding to the weak recovery mode is a2, and the first braking acceleration reference value corresponding to the standard recovery mode is a3.

[0087] In a possible implementation, the correspondence between the energy recovery mode and the first braking acceleration reference value can be stored in the memory in the form of a table, a graph or a function. Therefore, the VCU of the vehicle can obtain the first braking acceleration reference value based on the energy recovery mode of the vehicle and in combination with the correspondence between the energy recovery mode and the first braking acceleration reference value.

[0088] ​S122, determine the current speed of the vehicle, and based on the current speed of the vehicle and the speed-braking acceleration correspondence relationship, obtain the second braking acceleration reference value corresponding to the current speed of the vehicle.

[0089] In a possible implementation, the current speed of the vehicle is the actual speed of the vehicle at the current time. The current actual speed of the vehicle can be obtained based on an ESC (Electronic Stability Controller). After the ESC detects the actual speed of the vehicle, the speed is sent to a CAN bus, and the ECU obtains the current actual speed of the vehicle from the CAN bus. After the ECU obtains the current actual speed of the vehicle, the second braking acceleration reference value is obtained in combination with the speed-braking acceleration correspondence relationship. The speed-braking acceleration correspondence relationship can be stored in the memory in the form of a table, a graph or a function. Therefore, after the vehicle VCU obtains the current speed of the vehicle, the second braking acceleration reference value is obtained through the speed-braking acceleration correspondence relationship in the memory.

[0090] In a possible implementation, the current speed of the vehicle is the requested speed of the vehicle at the current time. The current requested speed of the vehicle can be obtained by the VCU. The VCU can obtain the requested speed of the vehicle at the current time based on the degree of depression of the accelerator pedal. After the ECU obtains the current requested speed of the vehicle, the second braking acceleration reference value is obtained in combination with the speed-braking acceleration correspondence relationship. The speed-braking acceleration correspondence relationship can be stored in the memory in the form of a table, a graph or a function. Therefore, after the vehicle VCU obtains the current speed of the vehicle, the second braking acceleration reference value is obtained through the speed-braking acceleration correspondence relationship in the memory.

[0091] S123, based on the first acceleration reference value and the second acceleration reference value, obtain the braking acceleration of the vehicle under the energy recovery braking force.

[0092] In order to comprehensively consider the braking acceleration of the vehicle under the energy recovery braking force, the first acceleration reference value and the second acceleration reference value can be operated through a preset algorithm.

[0093] In a possible implementation, the preset algorithm is a summation algorithm. For example, the first braking acceleration reference value corresponding to the current energy recovery mode of the vehicle is a 基准1 , the second braking acceleration reference value corresponding to the current speed of the vehicle is a 基准2 , and therefore the braking acceleration A1 of the vehicle under the energy recovery braking force is a 基准1 +a 基准2 .

[0094] In another possible implementation, the preset algorithm can be a weighted summation algorithm, i.e., by respectively multiplying the first acceleration reference value by the weight corresponding to the first acceleration reference value, multiplying the second acceleration reference value by the weight corresponding to the second acceleration reference value, and then performing addition operation on the multiplied values, the braking acceleration of the vehicle under the energy recovery braking force is obtained.

[0095] In an embodiment of the present application, the braking acceleration of the vehicle under each braking factor includes the braking acceleration of the vehicle under the rolling braking force. As shown in Figure 5 obtaining the braking acceleration of the vehicle under the rolling braking force includes:

[0096] S221, obtaining a current speed request value of the vehicle, an actual value of a current speed of the vehicle, and a current temperature of an environment in which the vehicle is located.

[0097] The current speed request value of the vehicle can be obtained by the VCU. The actual value of the current speed of the vehicle can be obtained based on the ESC. The current temperature of the environment in which the vehicle is located can be obtained by a temperature sensor.

[0098] S222, a difference between the current speed request value and the actual value of the current speed is a first difference. Based on the first difference, the current temperature of the environment in which the vehicle is located, a vehicle weight of the vehicle, and a corresponding relationship of the rolling braking force with respect to the first difference and the temperature, the braking acceleration of the vehicle under the rolling braking force is obtained.

[0099] The first difference AV = V 请求 - V ESC , wherein V 请求 is the speed request value, and V ESC is the actual speed value detected by the ESC. The corresponding relationship of the rolling braking force with respect to the first difference and the temperature can be stored in the memory in the form of a three-dimensional table, a three-dimensional graph, or a three-element function. After obtaining the first difference, the VCU obtains the rolling braking force of the vehicle in combination with the corresponding relationship of the rolling braking force with respect to the first difference and the temperature, and then obtains the braking acceleration of the vehicle under the rolling braking force by dividing the rolling braking force by the speed.

[0100] In an embodiment of the present application, the braking acceleration of the vehicle under each braking factor includes the braking acceleration of the vehicle under the airflow braking force at the current speed. As shown in Figure 6 obtaining the braking acceleration of the vehicle under the airflow braking force at the current speed includes:

[0101] S321, determining a current speed of the vehicle.

[0102] S322, based on the current speed of the vehicle, a corresponding relationship of the speed and the wind resistance, and the vehicle weight of the vehicle, obtaining the braking acceleration of the vehicle under the airflow braking force at the current speed.

[0103] The current speed in step S321 can be the current actual speed or the current requested speed. The specific implementation of determining the current speed of the vehicle can refer to step S122, and details are not described herein.

[0104] In the process of driving, the convection of the vehicle and the air will form wind resistance, and the main factor of the wind resistance is the airflow resistance caused by the relative motion of the vehicle and the air. In a possible implementation, the natural wind in the environment to which the vehicle belongs has little effect on the wind resistance in the process of driving at a speed, and can be ignored. In another possible implementation, the vehicle is located in a place where there is long-term strong wind, and the effect of the natural wind in the environment to which the vehicle belongs on the wind resistance will be considered.

[0105] The corresponding relationship between the vehicle speed and the wind resistance is stored in the memory in the form of a table, a graph or a function. After obtaining the current speed of the vehicle, the VCU can obtain the current airflow braking force of the vehicle by combining the corresponding relationship between the vehicle speed and the wind resistance, and then obtain the braking acceleration of the vehicle under the airflow braking force by dividing the airflow braking force by the vehicle weight.

[0106] In an embodiment of the present application, obtaining the braking acceleration of the vehicle corresponding to each braking factor includes obtaining the braking acceleration of the vehicle under the braking force generated by the charging / discharging current. Wherein, obtaining the braking acceleration of the vehicle under the braking force generated by the charging / discharging current includes:

[0107] When the SOC value is at a low level (for example, the SOC value is lower than a first SOC threshold), the intelligent power protection function is started, and the energy recovery is pre-controlled and optimized to recover the current, and the VCU controls the energy recovery to output the braking acceleration according to the charging / discharging demand. In a possible implementation, when the SOC is at a low level, the braking acceleration of the vehicle under the braking force generated by the charging / discharging current is positively correlated with the SOC value.

[0108] When the SOC value is at a high level (the SOC value is greater than or equal to a second SOC threshold), the VCU identifies the size of the energy recovery current through a sensor, and controls the size of the energy recovery current by controlling the energy recovery to output the braking acceleration. Thus, the overcharge of the battery caused by the overcurrent phenomenon is avoided to cause the BMS failure.

[0109] In an embodiment of the present application, the process of obtaining the comprehensive braking acceleration of the vehicle can be:

[0110] The VCU performs calculation on the basis of the braking acceleration corresponding to each braking factor and the weight corresponding to the braking acceleration under each braking factor according to a preset first algorithm, so that the error between the comprehensive braking acceleration of the vehicle and the actual braking acceleration of the vehicle is controlled within a reasonable range. The first algorithm is a weighted summation algorithm, which can comprehensively consider the role of each braking factor in the braking process, so as to obtain a more accurate comprehensive braking acceleration.

[0111] For example, the braking factors include energy recovery braking force, rolling braking force, airflow braking force at the current vehicle speed, and braking force generated by charging and discharging current. Among them, the energy recovery braking acceleration is A1, the energy recovery braking acceleration weight is x1, the rolling braking acceleration is A2, the rolling braking acceleration weight is x2, the airflow braking acceleration at the current vehicle speed is A3, the airflow braking acceleration weight at the current vehicle speed is x3, and the braking acceleration generated by the charging and discharging current is A4, and the braking acceleration weight generated by the charging and discharging current is x4. Then, the comprehensive braking acceleration A = x1*A1+x2*A2+x3*A3+x4*A4. Where * is the multiplication sign.

[0112] In order to obtain a more stable braking acceleration, after obtaining the braking acceleration under each braking factor, it is respectively filtered to be in a stable state. For example, through filtering processing, the change amount of the braking acceleration under each braking factor is less than or equal to 0.1 m / s 2 .

[0113] S230, when the comprehensive braking acceleration of the vehicle is greater than or equal to the first threshold value, controlling the brake light of the vehicle to be turned on.

[0114] After determining the comprehensive braking acceleration of the vehicle, it is determined whether the comprehensive braking acceleration is greater than or equal to the first threshold value.

[0115] S240, when the brake light of the vehicle is in a first on state, and when the comprehensive braking acceleration of the vehicle is greater than or equal to a second threshold value, controlling the brake light of the vehicle to remain in the on state. The second threshold value is less than the first threshold value. The first on state refers to that the brake light of the vehicle is turned on based on the comprehensive braking acceleration being greater than or equal to the first threshold value.

[0116] In step S240, the comprehensive braking acceleration of the vehicle can be filtered and delayed, so that the on state of the brake light can be maintained until the second threshold value is changed. The second threshold value can be a lower limit value specified by the corresponding industry standard, for example, the second threshold value is 0.7 m / s 2 .

[0117] S250, when the brake light of the vehicle is in an off state, when the comprehensive braking acceleration of the vehicle is less than the first threshold value, controlling the brake light of the vehicle to remain in the off state.

[0118] In step S250, when the brake light of the vehicle is off, it indicates that the comprehensive braking acceleration of the vehicle during driving is lower than the first threshold. When the vehicle is driving, if the comprehensive braking acceleration of the vehicle is always lower than the first threshold, the brake light does not need to be turned on. Because when the comprehensive braking acceleration is lower than the first threshold, it means that the braking acceleration of the vehicle is small. At this time, if the brake light is turned on, the following vehicle will step on the brake in order to maintain a safe distance, so that the actual distance between the following vehicle and the leading vehicle is greater than the predicted distance, which finally leads to road congestion or traffic jam.

[0119] It should be noted that there is no sequence between step S250 and step S230, but the specific step to be executed is determined based on the actual conditions.

[0120] In an embodiment of the present application, the vehicle control method further comprises: S260, when the comprehensive braking acceleration of the vehicle is less than the second threshold, controlling the brake light of the vehicle to be off.

[0121] As shown in Figure 7 and Figure 8 The embodiment of the present application also provides a vehicle control method, comprising:

[0122] S410, determining whether the current state of the vehicle meets a preset first condition. The first condition is that the vehicle is in a preset gear, and the braking device is in an inoperative state and the energy recovery system of the vehicle is effective. The preset gear is a forward gear or a reverse gear.

[0123] The specific implementation process of step S410 can be referred to step S210, which will not be repeated here.

[0124] S420, when the current state of the vehicle meets the first condition, obtaining the braking acceleration of the vehicle corresponding to each braking factor, and obtaining the comprehensive braking acceleration of the vehicle based on the braking acceleration of the vehicle corresponding to each braking factor. The braking factor includes the energy recovery braking force, and the braking factor also includes at least one of the rolling braking force, the air flow braking force at the current vehicle speed, and the braking force generated by the charging and discharging current.

[0125] The specific implementation process of step S420 can be referred to step S220, which will not be repeated here.

[0126] S430, when the vehicle is in a non-coasting state and the comprehensive braking acceleration of the vehicle is greater than or equal to the first threshold, controlling the brake light of the vehicle to be turned on.

[0127] The specific implementation process of step S430 can be referred to step S230, which will not be repeated here.

[0128] S440: When the vehicle's brake lights are in the first illuminated state, and when the vehicle's combined braking acceleration is greater than a second threshold, control the vehicle's brake lights to remain illuminated. Alternatively, when the vehicle's brake lights are in the first illuminated state, and when the vehicle's combined braking acceleration is greater than or equal to the second threshold, control the vehicle's brake lights to remain illuminated.

[0129] The first illumination state refers to the vehicle's brake lights being illuminated based on the combined braking acceleration being greater than or equal to the first threshold.

[0130] The specific implementation process of step S440 can be referred to step S240, and will not be repeated here.

[0131] S450: When the vehicle's brake lights are off, if the vehicle's combined braking acceleration is less than a first threshold, the vehicle's brake lights are kept off.

[0132] The specific implementation process of step S450 can be referred to step S250, and will not be repeated here.

[0133] S460: When the vehicle's combined braking acceleration is less than the second threshold, the vehicle's brake lights are turned off. Alternatively, when the vehicle's combined braking acceleration is less than or equal to the second threshold, the vehicle's brake lights are turned off.

[0134] If, in step S440, when the vehicle's brake lights are in the first illuminated state and the vehicle's overall braking acceleration is greater than the second threshold, the vehicle's brake lights are kept illuminated, then in step S460, when the vehicle's overall braking acceleration is less than or equal to the second threshold, the vehicle's brake lights are turned off.

[0135] If in step S440, when the vehicle's brake lights are in the first illuminated state and the vehicle's overall braking acceleration is greater than or equal to the second threshold, the vehicle's brake lights are controlled to remain illuminated, then in step S460, when the vehicle's overall braking acceleration is less than the second threshold, the vehicle's brake lights are controlled to be extinguished.

[0136] The specific implementation process of step S460 can be referred to step S260, and will not be repeated here.

[0137] In one possible implementation, the first condition also includes that the vehicle is not in a rolling state. The specific implementation of whether the vehicle is in a rolling state can be found in step S210, which determines whether the vehicle is in a rolling state.

[0138] like Figure 9 and Figure 10 As shown in the embodiments of this application, a vehicle control method is also provided, including:

[0139] S510, determine whether the current state of the vehicle satisfies a preset first condition. The first condition is that the vehicle is in a preset gear, and the brake device is in an inoperative state and the energy recovery system of the vehicle is effective. The preset gear is a forward gear or a reverse gear.

[0140] The specific implementation process of step S510 can refer to step S210, which will not be repeated here.

[0141] S520, when the current state of the vehicle satisfies the first condition, obtaining the braking acceleration of the vehicle corresponding to each braking factor, and obtaining the comprehensive braking acceleration of the vehicle based on the braking acceleration of the vehicle corresponding to each braking factor. The braking factor includes the energy recovery braking force, and the braking factor also includes at least one of the rolling braking force, the air flow braking force at the current vehicle speed, and the braking force generated by the charging and discharging current.

[0142] The specific implementation process of step S520 can refer to step S220, which will not be repeated here.

[0143] S530, when the comprehensive braking acceleration of the vehicle is greater than or equal to a first threshold, controlling the brake light of the vehicle to be turned on.

[0144] The specific implementation process of step S530 can refer to step S230, which will not be repeated here.

[0145] In step S530, when the comprehensive braking acceleration of the vehicle is greater than or equal to the first threshold, the brake light is turned on, so as to cause the alert of the following vehicle and facilitate the following vehicle to take remedial measures.

[0146] S540, when the brake light of the vehicle is turned on, and when the comprehensive braking acceleration of the vehicle is greater than or equal to a second threshold, controlling the brake light of the vehicle to remain in the turned-on state. Or, when the brake light of the vehicle is turned on, and when the comprehensive braking acceleration of the vehicle is greater than the second threshold, controlling the brake light of the vehicle to remain in the turned-on state. The first turned-on state refers to that the brake light of the vehicle is turned on based on the comprehensive braking acceleration being greater than or equal to the first threshold.

[0147] The specific implementation process of step S540 can refer to step S240, which will not be repeated here.

[0148] In step S540, when the brake light of the vehicle is turned on, it includes that the brake light of the vehicle is turned on based on the brake pedal being stepped on, or the brake light of the vehicle is turned on based on the comprehensive braking acceleration of the vehicle being greater than or equal to the first threshold.

[0149] S550, when the brake light of the vehicle is in an extinguished state, when the comprehensive braking acceleration of the vehicle is less than the first threshold, controlling the brake light of the vehicle to remain in the extinguished state.

[0150] The specific implementation process of step S550 can refer to step S250, and details are not described herein.

[0151] S560, when the comprehensive brake acceleration of the vehicle is less than the second threshold, controlling the brake light of the vehicle to be in an off state. Alternatively, when the comprehensive brake acceleration of the vehicle is less than or equal to the second threshold, controlling the brake light of the vehicle to be in the off state.

[0152] In the step S560, when the comprehensive brake acceleration of the vehicle is less than or equal to the second threshold, the brake light of the vehicle is controlled to be in the off state, if, in the step S540, the brake light of the vehicle is in the on state, and when the comprehensive brake acceleration of the vehicle is greater than the second threshold, the brake light of the vehicle is controlled to remain in the on state.

[0153] In the step S560, when the comprehensive brake acceleration of the vehicle is less than the second threshold, the brake light of the vehicle is controlled to be in the off state, if, in the step S540, the brake light of the vehicle is in the on state, and when the comprehensive brake acceleration of the vehicle is greater than or equal to the second threshold, the brake light of the vehicle is controlled to remain in the on state.

[0154] The specific implementation process of step S560 can refer to step S260, and details are not described herein.

[0155] The embodiment of the present application further provides a vehicle control system. The vehicle control system comprises a processing unit. The processing unit is configured to control a brake light of a vehicle to be in an on state when a current state of the vehicle satisfies a first condition and a comprehensive brake acceleration of the vehicle is greater than or equal to a first threshold, the first condition being that the vehicle is in a driving state, a brake device is not working, and the vehicle is in a non-idling state; the processing unit is further configured to control the brake light of the vehicle to remain in the on state when the brake light of the vehicle is in a first on state and when the comprehensive brake acceleration of the vehicle is greater than or equal to a second threshold, the second threshold being less than the first threshold; and the processing unit is further configured to control the brake light of the vehicle to remain in an off state when the brake light of the vehicle is in the off state and when the comprehensive brake acceleration is less than the first threshold.

[0156] In an embodiment of the present application, the processing unit is configured to obtain the comprehensive brake acceleration of the vehicle, the comprehensive brake acceleration of the vehicle being related to brake factors, the brake factors including an energy recovery brake force, and the brake factors further including at least one of a rolling brake force, an air flow brake force at a current vehicle speed, and a brake force generated by a charging and discharging current.

[0157] In an embodiment of the present application, the processing unit is configured to obtain the comprehensive brake acceleration of the vehicle by further performing calculation on the basis of brake accelerations corresponding to the brake factors and corresponding weights of the vehicle according to a preset first algorithm. In a possible mode, the first algorithm is a weighted summation algorithm.

[0158] In an embodiment of the present application, the processing unit is configured to obtain the braking acceleration of the vehicle under each braking factor, and the processing unit is configured to obtain the braking acceleration of the vehicle under the regenerative braking force. In a specific implementation process, the processing unit determines the regenerative mode of the vehicle, and obtains a first braking acceleration reference value corresponding to the regenerative mode of the vehicle. The processing unit determines the current speed of the vehicle, and obtains a second braking acceleration reference value corresponding to the current speed of the vehicle based on the current speed of the vehicle and a speed-braking acceleration correspondence relationship. Then, the processing unit obtains the braking acceleration of the vehicle under the regenerative braking force by performing a preset second algorithm based on the first acceleration reference value and the second acceleration reference value.

[0159] In a possible implementation, the processing unit is configured to obtain the braking acceleration of the vehicle under each braking factor, and the processing unit is configured to obtain the braking acceleration of the vehicle under the rolling braking force. In a specific implementation process, the processing unit obtains the current speed request value of the vehicle, the actual value of the current speed of the vehicle, and the current temperature of the environment in which the vehicle is located. The difference between the current speed request value and the actual value of the current speed is a first difference. The processing unit obtains the braking acceleration of the vehicle under the rolling braking force based on the first difference, the current temperature of the environment in which the vehicle is located, the vehicle weight of the vehicle, and a correspondence relationship between the rolling braking force and the first difference and the temperature.

[0160] In a possible implementation, the processing unit is configured to obtain the braking acceleration of the vehicle under each braking factor, and the processing unit is configured to obtain the braking acceleration of the vehicle under the air flow braking force at the current speed. In a specific implementation process, the processing unit determines the current speed of the vehicle. The processing unit obtains the braking acceleration of the vehicle under the air flow braking force at the current speed based on the current speed of the vehicle, a speed-wind resistance correspondence relationship, and the vehicle weight of the vehicle.

[0161] In an embodiment of the present application, the vehicle weight can be the mass of the vehicle itself or the sum of the mass of the vehicle itself and the mass of the load. For example, the mass of a small vehicle is the mass of the vehicle itself, and the mass of a medium or heavy vehicle is the sum of the mass of the vehicle itself and the mass of the load (people / objects). For example, the mass of a car is the mass of the vehicle itself. The mass of a medium passenger car or a heavy car is the sum of the mass of the vehicle itself and the mass of the load (people / objects).

[0162] The embodiments of the present application also provide a vehicle, which is controlled by the method of the foregoing embodiments.

[0163] The vehicle control method provided by the embodiments of the present application can provide a more reasonable and accurate judgment basis for the rear vehicle under the regulations of the relevant industry standards, thereby increasing the driving safety.

[0164] The above merely provides preferred embodiments of the present application, and is not used to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of protection of the present application.

Claims

1. A vehicle control method characterized by, The method comprises: controlling the brake light of the vehicle to be turned on when the current state of the vehicle meets a first condition and the comprehensive brake acceleration of the vehicle is greater than or equal to a first threshold value; the first condition is that the vehicle is in a driving state, the brake device is in an inoperative state, and the vehicle is in a non-coasting state; controlling the brake light of the vehicle to remain in a turned-on state when the brake light of the vehicle is in a first turned-on state and the comprehensive brake acceleration of the vehicle is greater than or equal to a second threshold value; the first turned-on state refers to that the brake light of the vehicle is turned on based on the comprehensive brake acceleration being greater than or equal to the first threshold value, and the second threshold value is less than the first threshold value; controlling the brake light of the vehicle to remain in an extinguished state when the brake light of the vehicle is in an extinguished state and the comprehensive brake acceleration is less than the first threshold value.

2. The method of claim 1, wherein, The first condition further comprises that the energy recovery system of the vehicle is effective.

3. The method of claim 1, wherein, The method further comprises, before the step of controlling the brake light of the vehicle to be turned on when the current state of the vehicle meets the first condition and the comprehensive brake acceleration of the vehicle is greater than or equal to the first threshold value: obtaining the comprehensive brake acceleration of the vehicle, wherein the comprehensive brake acceleration of the vehicle is related to brake factors, and the brake factors comprise an energy recovery braking force, and at least one of a rolling braking force, an air flow braking force at a current vehicle speed, and a braking force generated by a charging and discharging current.

4. The method of claim 3, wherein, The step of obtaining the comprehensive brake acceleration of the vehicle comprises: obtaining brake accelerations of the vehicle corresponding to each brake factor, and obtaining the comprehensive brake acceleration of the vehicle based on the brake accelerations of the vehicle corresponding to each brake factor.

5. The method of claim 4, wherein, The step of obtaining the comprehensive brake acceleration of the vehicle based on the brake accelerations of the vehicle corresponding to each brake factor comprises: performing weighted summation operation based on the brake accelerations of the vehicle corresponding to each brake factor and corresponding weights to obtain the comprehensive brake acceleration of the vehicle.

6. The method of claim 4, wherein, The step of obtaining the brake acceleration of the vehicle corresponding to each brake factor comprises obtaining the brake acceleration of the vehicle under the energy recovery braking force; wherein the step of obtaining the brake acceleration of the vehicle under the energy recovery braking force comprises: determining an energy recovery mode of the vehicle, and obtaining a corresponding first brake acceleration reference value based on the energy recovery mode of the vehicle, determining a current speed of the vehicle, and obtaining a second brake acceleration reference value corresponding to the current speed of the vehicle based on the current speed of the vehicle and a speed-brake acceleration correspondence relationship, obtaining the brake acceleration of the vehicle under the energy recovery braking force based on the first acceleration reference value and the second acceleration reference value.

7. The method of claim 4, wherein, The step of obtaining the brake acceleration of the vehicle corresponding to each brake factor comprises obtaining the brake acceleration of the vehicle under the rolling braking force; wherein the step of obtaining the brake acceleration of the vehicle under the rolling braking force comprises: obtaining a current vehicle speed request value of the vehicle, an actual value of the current vehicle speed of the vehicle, and a current temperature of an environment in which the vehicle is located. The difference between the current vehicle speed request value and the actual value of the current vehicle speed is a first difference, and based on the first difference, a current temperature of an environment in which the vehicle is located, a vehicle weight of the vehicle, and a corresponding relationship of rolling resistance with respect to the first difference and the temperature, a braking acceleration of the vehicle under a rolling braking force is obtained.

8. The method of claim 4, wherein, The obtaining of the braking acceleration of the vehicle under the braking factor corresponding to each braking factor includes obtaining a braking acceleration of the vehicle under an air flow braking force at the current vehicle speed; and the obtaining of the braking acceleration of the vehicle under the air flow braking force at the current vehicle speed includes: determining a current speed of the vehicle; based on the current speed of the vehicle, a vehicle speed and wind resistance corresponding relationship, and the vehicle weight of the vehicle, obtaining a braking acceleration of the vehicle under an air flow braking force at the current vehicle speed.

9. The method of claim 1, wherein, The vehicle in the running state includes that gear information of the vehicle is a forward gear or the gear information of the vehicle is a reverse gear.

10. A control system of a vehicle characterized by comprising: including: a processing unit configured to control a brake light of the vehicle to be turned on when a current state of the vehicle satisfies a first condition and a comprehensive braking acceleration of the vehicle is greater than or equal to a first threshold value; the first condition is that the vehicle is in a running state, the braking device is not working, and the vehicle is in a non-idling state; the processing unit is further configured to control the brake light of the vehicle to remain in a turned-on state when the brake light of the vehicle is in a first turned-on state and the comprehensive braking acceleration of the vehicle is greater than or equal to a second threshold value; wherein the first turned-on state refers to that the brake light of the vehicle is turned on based on the comprehensive braking acceleration being greater than or equal to the first threshold value, and the second threshold value is less than the first threshold value; the processing unit is further configured to control the brake light of the vehicle to remain in an extinguished state when the brake light of the vehicle is in the extinguished state and the comprehensive braking acceleration is less than the first threshold value.

11. A vehicle characterized by comprising: The vehicle is controlled by the method of any one of claims 1-9.

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