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

Abstract

The invention discloses a vehicle braking control method and device, a vehicle, electronic equipment and a storage medium, and the vehicle braking control method comprises the steps: responding to the change of the motion state of a target object when the vehicle is in an automatic emergency braking state; determining a target braking strategy based on the motion state data of the target object and the driving state data of the vehicle; and performing braking control on the vehicle based on the target braking strategy. According to the vehicle braking control method, when the vehicle is in the automatic emergency braking state, the motion state of the target object can still be monitored in real time, and the target braking strategy is adjusted according to the motion state data of the target object and the driving state data of the vehicle so as to adapt to different driving scenes and road conditions; and the adaptability and the flexibility of the vehicle system are improved.

Description

Technical Field

[0001] The present application relates to technical fields such as vehicle control and vehicle braking, and particularly relates to a vehicle braking control method, device, vehicle, electronic device, and storage medium. Background Art

[0002] An autonomous emergency braking (AEB) system is an automotive active safety technology. In related technologies, once the autonomous emergency braking function of a vehicle is triggered, it cannot be changed or interrupted. However, the actual road scene environment is constantly changing, and this strategy of not being able to change or interrupt autonomous emergency braking does not meet the requirements of the actual road scene. Summary of the Invention

[0003] Therefore, the purpose of the embodiments of the present application is to propose a vehicle braking control method, device, vehicle, electronic device, storage medium, and computer program product, which can still monitor the motion state of a target object in real time and adjust the target braking strategy when the vehicle is in the autonomous emergency braking state, so as to adapt to different driving scenarios and road conditions, and improve the adaptability and flexibility of the vehicle system.

[0004] The embodiments of the present application provide a vehicle braking control method, including: when the vehicle is in the autonomous emergency braking state, in response to a change in the motion state of a target object, determining a target braking strategy based on the motion state data of the target object and the driving state data of the vehicle; performing braking control on the vehicle based on the target braking strategy.

[0005] Exemplarily, the determining the target braking strategy based on the motion state data of the target object and the driving state data of the vehicle includes: determining the collision risk state of the vehicle based on the motion state data of the target object and the driving state data of the vehicle; determining the target braking strategy based on the collision risk state.

[0006] Exemplarily, the determining the target braking strategy based on the collision risk state includes: when the collision risk state indicates an increase in the collision risk of the vehicle, determining the target braking strategy as strengthening the braking force of the vehicle.

[0007] Exemplarily, the determining the target braking strategy based on the collision risk state includes: when the collision risk state indicates a decrease in the collision risk of the vehicle, determining the target braking strategy as reducing the braking force of the vehicle or releasing the braking force of the vehicle.

[0008] Exemplarily, when the collision risk state indicates a reduction in the collision risk of the vehicle, determining the target braking strategy as one of reducing the braking force of the vehicle or releasing the braking force of the vehicle includes: when the collision risk state indicates a reduction in the collision risk of the vehicle and the vehicle has a collision risk, determining the target braking strategy as reducing the braking force of the vehicle.

[0009] Exemplarily, when the collision risk state indicates a reduction in the collision risk of the vehicle, determining the target braking strategy as one of reducing the braking force of the vehicle or releasing the braking force of the vehicle includes: when the collision risk state indicates a reduction in the collision risk of the vehicle and the vehicle does not have a collision risk, determining the target braking strategy as releasing the braking force of the vehicle.

[0010] Exemplarily, determining the collision risk state of the vehicle based on the motion state data of the target object and the driving state data of the vehicle includes: determining the collision time based on the motion state data of the target object and the driving state data of the vehicle; determining the collision risk state of the vehicle according to the collision time.

[0011] Exemplarily, determining the collision time based on the motion state data of the target object and the driving state data of the vehicle includes: determining the relative speed and relative acceleration of the target object relative to the vehicle based on the motion state data of the target object and the driving state data of the vehicle; determining the collision distance based on the relative speed and the relative acceleration; determining the collision time based on the collision distance and the relative speed.

[0012] Exemplarily, the motion state data of the target object includes the speed of the target object, and the driving state data of the vehicle includes the vehicle speed. Determining the relative speed and relative acceleration of the target object relative to the vehicle based on the motion state data of the target object and the driving state data of the vehicle includes: determining the relative speed of the target object relative to the vehicle based on the speed of the target object and the vehicle speed; determining the relative acceleration based on the first relative speed before the time interval, the second relative speed after the time interval, and the time interval, where the relative acceleration is the ratio of the difference between the first relative speed and the second relative speed to the time interval.

[0013] Exemplarily, determining the collision risk state of the vehicle according to the collision time includes: if the collision time is greater than or equal to the collision time before a preset time period, determining that the collision risk state of the vehicle indicates a reduction in the collision risk of the vehicle.

[0014] Exemplarily, determining the collision risk state of the vehicle based on the collision time includes: if the collision time is less than the collision time before a preset time period, determining that the collision risk state of the vehicle indicates an increase in the collision risk of the vehicle.

[0015] Exemplarily, the if the collision time is greater than or equal to the collision time before a preset time period, determining that the collision risk state of the vehicle indicates a decrease in the collision risk of the vehicle, includes: if the collision time is greater than or equal to the collision time before a preset time period and the collision time is greater than a first preset value, determining that the collision risk state of the vehicle indicates a decrease in the collision risk of the vehicle and the vehicle does not have a collision risk.

[0016] Exemplarily, the if the collision time is greater than or equal to the collision time before a preset time period, determining that the collision risk state of the vehicle indicates a decrease in the collision risk of the vehicle, includes: if the collision time is greater than or equal to the collision time before a preset time period and the collision time is less than or equal to the first preset value, determining that the collision risk state of the vehicle indicates a decrease in the collision risk of the vehicle and the vehicle has a collision risk.

[0017] Exemplarily, the motion state data of the target object includes the motion trajectory of the target object, the driving state data of the vehicle includes the motion trajectory of the vehicle, and determining the collision risk state of the vehicle based on the motion state data of the target object and the driving state data of the vehicle includes: if the motion trajectories of the target object and the vehicle do not intersect, determining that the collision risk state of the vehicle indicates that the vehicle does not have a collision risk.

[0018] Exemplarily, the method further includes: when the vehicle is in the automatic emergency braking state, if the motion state of the target object does not change, performing braking control on the vehicle based on a default automatic emergency braking strategy.

[0019] Exemplarily, the change in the motion state of the target object includes at least one of the following: a change in the running speed of the target object; a change in the motion acceleration of the target object; a change in the motion direction of the target object; a change in the motion trajectory of the target object.

[0020] Exemplarily, the vehicle includes a display screen, and the method further includes: when the vehicle is in the automatic emergency braking state, displaying at least one of the motion state data of the target object, the driving state data of the vehicle, and the target braking strategy.

[0021] Exemplarily, the method further includes: when performing braking control on the vehicle based on the target braking strategy, sending a prompt message to prompt the user, where the prompt message is associated with the target braking strategy.

[0022] Another embodiment of the present application provides a vehicle, which is used to implement the steps of the method in any of the above embodiments.

[0023] Another embodiment of the present application provides an electronic device, including a memory and a processor. The memory stores a computer program, and when the processor executes the computer program, the steps of the method in any of the above embodiments are implemented.

[0024] Another embodiment of the present application provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the method in any of the above embodiments are implemented.

[0025] Another embodiment of the present application provides a computer program product, which includes instructions. When the instructions are executed by a processor of a computer device, the computer device can execute the steps of the method in any of the above embodiments.

[0026] In the above embodiments, the vehicle braking control method includes: when the vehicle is in the automatic emergency braking state, in response to a change in the motion state of the target object, determining a target braking strategy based on the motion state data of the target object and the driving state data of the vehicle; performing braking control on the vehicle based on the target braking strategy. The vehicle braking control method of the present invention can still monitor the motion state of the target object in real time when the vehicle is in the automatic emergency braking state, adjust the target braking strategy according to the motion state data of the target object and the driving state data of the vehicle to adapt to different driving scenarios and road conditions, and improve the adaptability and flexibility of the vehicle system. Description of the Drawings

[0027] Figure 1 It is a schematic diagram of the function trigger of the automatic emergency braking system provided by the embodiment of the present application;

[0028] Figure 2 It is a flowchart of the vehicle braking control method provided by the embodiment of the present application;

[0029] Figure 3 It is a flowchart of determining the target braking strategy provided by the embodiment of the present application;

[0030] Figure 4 It is a flowchart of determining the collision risk state of the vehicle provided by the embodiment of the present application;

[0031] Figure 5 It is a flowchart of determining the vehicle collision time provided by the embodiment of the present application;

[0032] Figure 6 A flowchart for determining the relative speed and relative acceleration of a target object relative to a vehicle provided by an embodiment of the present application;

[0033] Figure 7 A schematic flowchart of a method for dynamic monitoring and adjustment of autonomous emergency braking provided by an embodiment of the present application;

[0034] Figure 8 A flowchart of a method for dynamic monitoring and adjustment of autonomous emergency braking provided by another embodiment of the present application;

[0035] Figure 9 A schematic diagram of the system architecture for dynamic monitoring and adjustment of autonomous emergency braking provided by an embodiment of the present application;

[0036] Figure 10 A block diagram of an electronic device provided by an embodiment of the present application. Detailed implementation manners

[0037] The embodiments of the present application will be described in detail below. The examples of the embodiments are shown in the accompanying drawings, where the same or similar reference numerals denote the same or similar elements or elements with the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to explain the present application, but should not be construed as limiting the present application.

[0038] The autonomous emergency braking (AEB) system is an automotive active safety technology. The process of calculating the collision risk based on sensor data and making decisions by the AEB system is a complex one.

[0039] In some examples, the triggering process of autonomous emergency braking is as follows: First, the data collected by the sensors is transmitted to the vehicle's electronic control unit (ECU). The ECU quickly analyzes and processes this data. For example, based on the distance and relative speed of the target object provided by the millimeter-wave radar, and information such as the type and shape of the target object provided by the camera. Then, the AEB system makes a decision according to a preset algorithm. The decision-making algorithm usually considers various factors, such as the type, speed, distance, motion trajectory of the target object, and the driving state of the vehicle itself. By calculating the time-to-collision (TTC) between the vehicle and the target object in front based on the information given by the vehicle, if the calculated TTC is less than the set safety threshold, the system will determine that there is a collision risk. At this time, the AEB system issues a forward collision warning (FCW).

[0040] The function trigger of the automatic emergency braking system can be triggered stage by stage. For example, Figure 1 As shown, first in the forward collision warning stage, the AEB system can first issue a warning to the driver, for example, by means of sound, visual cues or vibrating the steering wheel. The alarm can also be divided into the order of first safety distance alarm, then pre-alarm, and then emergency alarm. At this time, it enters the second stage of braking preparation. In this stage, the vehicle can pre-fill the braking force and call the hydraulic braking assistance. If the driver does not take braking measures in time, it enters the third stage, that is, the automatic emergency braking stage. At this time, the AEB system will automatically activate the vehicle's braking system and apply braking force to the vehicle to avoid collision or mitigate the consequences of the collision. For example, when the target object is a pedestrian and the TTC is less than 2 seconds, if the driver does not take risk avoidance measures such as braking, the AEB system will intervene for emergency braking.

[0041] However, in this solution, when the vehicle enters the automatic emergency braking stage, that is, the AEB system will execute braking according to the default braking strategy during the activation process, and cannot monitor the motion state of the target object in real time and detect changes in collision risks in time. For example, when a pedestrian crosses the road, the vehicle will execute automatic emergency braking when it detects a collision risk. But after the pedestrian perceives the risk and stops crossing the road, there is no collision risk, while the AEB system will still continue to execute the default braking strategy, which has low flexibility and does not meet the user's needs.

[0042] Based on this, the present application proposes a vehicle braking control method, which still monitors the motion state of the target object in real time when the vehicle is in the automatic emergency braking state, and adjusts the automatic emergency braking strategy in time to adapt to different driving scenarios and road conditions.

[0043] Figure 2 It is a flowchart of the vehicle braking control method according to an embodiment of the present application.

[0044] As an example, as Figure 2 shown, the vehicle braking control method includes:

[0045] S201, when the vehicle is in the automatic emergency braking state, in response to a change in the motion state of the target object, determine a target braking strategy based on the motion state data of the target object and the driving state data of the vehicle.

[0046] S202, perform braking control on the vehicle based on the target braking strategy.

[0047] Exemplarily, during the driving of a vehicle, the collision risk assessment model evaluates the collision risk of the vehicle in real time. For example, when the time to collision (TTC) calculated by the collision risk assessment model is less than a preset threshold and the driver does not take braking measures, the AEB system will send a braking request signal to the braking system of the vehicle according to the default automatic emergency braking strategy. At this time, the vehicle is in the automatic emergency braking state. In this application, when the vehicle is in the automatic emergency braking state, the motion state data of the target object and the driving state data of the vehicle are still obtained, the motion state of the target object is judged. If the motion state of the target object changes, indicating that the collision risk of the vehicle also changes, then the target braking strategy is re-determined based on the motion state data of the target object and the driving state data of the vehicle, and then the vehicle is braked and controlled based on the target braking strategy. The target object can be a person or another vehicle, etc. Multi-sensor fusion technology can be used, such as sensors including millimeter-wave radar, camera, lidar, etc., to monitor the motion state of the target object in real time. In response to a change in the motion state of the target object, for example, a change in the motion trajectory of the target object, this application adjusts the automatic emergency braking strategy based on the motion state data and the driving state data of the vehicle, determines the target braking strategy, and the vehicle controller performs braking control based on the target braking strategy.

[0048] During the braking process of the vehicle in this application, the system can quickly recognize the state change of the target object (for example, the target object suddenly changes its motion trajectory, suddenly turns, accelerates, decelerates, etc.), and adjusts the emergency braking strategy to ensure the accuracy and rationality of the target braking strategy.

[0049] As an example, the change in the motion state of the target object includes at least one of the following:

[0050] The running speed of the target object changes; the motion acceleration of the target object changes; the motion direction of the target object changes; the motion trajectory of the target object changes.

[0051] Exemplarily, multi-sensor fusion technology can be used, such as sensors including millimeter-wave radar, camera, lidar, etc., to monitor the motion state of the target object in real time and obtain the motion state data of the target object. The motion state data of the target object, for example, includes parameters such as the distance and speed of the target object relative to the vehicle. Specifically, the distance, relative speed, etc. of the target object can be measured in real time by the millimeter-wave radar. The image information of the target object can also be obtained through the camera, and the type, shape, motion direction, etc. of the target object can be identified using image processing algorithms. High-precision distance measurement and three-dimensional space information can also be provided by the laser sensor.

[0052] Exemplarily, when the motion state of the target object changes, for example, based on the acquired motion state data of the target object, by using data fusion algorithms such as Kalman filtering to fuse the data from different sensors, the motion state parameters of the target object can be determined more accurately and its motion trajectory can be predicted. The motion state parameters of the target object include the speed of the target object relative to the vehicle (divided into approaching speed and departing speed), acceleration (positive acceleration indicates accelerating towards the vehicle, and negative acceleration indicates decelerating or departing from the vehicle), direction (the angle with the driving direction of the vehicle), etc. The change in the motion state of the target object may specifically include at least one of the following: a change in the running speed of the target object; a change in the motion acceleration of the target object; a change in the motion direction of the target object; and a change in the motion trajectory of the target object.

[0053] As an example, as Figure 3 shown, determining a target braking strategy based on the motion state data of the target object and the driving state data of the vehicle includes:

[0054] S301, based on the motion state data of the target object and the driving state data of the vehicle, determine the collision risk state of the vehicle.

[0055] S302, determine a target braking strategy based on the collision risk state.

[0056] Exemplarily, the present application can re-evaluate the collision risk state of the vehicle and determine a target braking strategy according to the collision risk state of the vehicle. When the vehicle is in the automatic emergency braking state, the present application still acquires the motion state data of the target object and the driving state data of the vehicle, judges the motion state of the target object. If the motion state of the target object changes, re-evaluate and determine the collision risk state of the vehicle based on the motion state data and the driving state data of the vehicle, and adjust the automatic emergency braking strategy according to the collision risk state of the vehicle to determine the target braking strategy. The vehicle controller performs braking control based on the target braking strategy. Among them, the driving state data of the vehicle such as vehicle speed, vehicle acceleration (braking acceleration or driving acceleration), vehicle steering angle, etc.

[0057] During the vehicle braking process of the vehicle braking control method of the present application, the system can quickly identify the state change of the target object and re-evaluate the degree of collision risk. After re-evaluating the collision risk, dynamically adjust the emergency braking strategy according to the collision risk to ensure the accuracy and rationality of the decision-making.

[0058] As an example, determining a target braking strategy based on the collision risk state includes: when the collision risk state indicates an increase in the collision risk of the vehicle, determine the target braking strategy as strengthening the braking force of the vehicle.

[0059] Exemplarily, when the collision risk state indicates an increase in the vehicle's collision risk, an increase in the collision risk means that the vehicle is more likely to be involved in a collision. At this time, the target braking strategy is determined to be to strengthen the vehicle's braking force, that is, to increase the vehicle's braking force so that the vehicle can brake to a stop as soon as possible. Of course, evaluating the collision risk is a real-time process. If the collision risk of the vehicle continues to increase, the vehicle's braking force will continue to be strengthened until the maximum braking force of the vehicle is reached. If the collision risk of the vehicle decreases subsequently, the target braking strategy will also be changed accordingly.

[0060] As an example, determining the target braking strategy based on the collision risk state includes: when the collision risk state indicates a decrease in the vehicle's collision risk, determining the target braking strategy to be either reducing the vehicle's braking force or releasing the vehicle's braking force.

[0061] Exemplarily, when the collision risk state indicates a decrease in the vehicle's collision risk, a decrease in the collision risk means that the vehicle's collision risk has slowed down compared to the previous collision risk. Then, at this time, the target braking strategy is determined to be either reducing the vehicle's braking force or releasing the vehicle's braking force, so that the vehicle can return to the normal driving state faster subsequently. Reducing the vehicle's braking force can be understood as gradually reducing the vehicle's braking force until the vehicle's braking force is zero, and releasing can be understood as immediately releasing the vehicle's braking force, and the vehicle's braking force immediately becomes zero.

[0062] It should be noted that evaluating the collision risk is a real-time process, and the increase or decrease in the vehicle's collision risk may also be a real-time changing process. Determining different target braking strategies according to different situations of the collision risk change is more in line with the vehicle's application scenario and improves the user experience.

[0063] As an example, when the collision risk state indicates a decrease in the vehicle's collision risk, determining the target braking strategy to be either reducing the vehicle's braking force or releasing the vehicle's braking force includes: when the collision risk state indicates a decrease in the vehicle's collision risk and the vehicle has a collision risk, determining the target braking strategy to be reducing the vehicle's braking force.

[0064] For the situation where the vehicle's collision risk decreases, it can also be discussed in detail. For example, when the collision risk state indicates a decrease in the vehicle's collision risk and the vehicle has a collision risk, although the vehicle's collision risk has decreased at this time, the vehicle still has a collision risk, and the vehicle's braking force can be appropriately reduced.

[0065] As an example, when the collision risk state indicates a decrease in the vehicle's collision risk, determining the target braking strategy to be either reducing the vehicle's braking force or releasing the vehicle's braking force includes: when the collision risk state indicates a decrease in the vehicle's collision risk and the vehicle does not have a collision risk, determining the target braking strategy to be releasing the vehicle's braking force.

[0066] Exemplarily, for the case where the collision risk of the vehicle is reduced, there is another case. For example, when the collision risk state indicates that the collision risk of the vehicle is reduced and the vehicle has no collision risk, at this time, the collision risk of the vehicle is reduced to the point where the vehicle has no collision risk. At this time, it is determined that the target braking strategy of reducing the vehicle braking force can no longer meet the driving requirements of the vehicle, so the target braking strategy is determined to release the vehicle braking force so that the vehicle can resume the normal driving state as soon as possible.

[0067] As an example, such as Figure 4 shown, based on the motion state data of the target object and the driving state data of the vehicle, determining the collision risk state of the vehicle includes:

[0068] S401, determining the collision time based on the motion state data of the target object and the driving state data of the vehicle.

[0069] S402, determining the collision risk state of the vehicle according to the collision time.

[0070] Exemplarily, the present application can determine the collision risk state of the vehicle by calculating the collision time of the vehicle. The collision time is an important indicator for evaluating the collision risk. The present application determines the vehicle collision risk by calculating the collision time. The collision time represents the time from the current moment to the possible collision if the target object and the vehicle maintain their current motion states. It should be noted that using the collision time as a reference parameter to determine the collision risk state of the vehicle is an example of the present application. Of course, the collision risk state of the vehicle can also be determined by other parameters.

[0071] As an example, such as Figure 5 shown, determining the collision time based on the motion state data of the target object and the driving state data of the vehicle includes:

[0072] S501, based on the motion state data of the target object and the driving state data of the vehicle, determining the relative speed and relative acceleration of the target object relative to the vehicle.

[0073] S502, determining the collision distance based on the relative speed and relative acceleration.

[0074] S503, determining the collision time based on the collision distance and the relative speed.

[0075] Exemplarily, the collision time represents the time calculated from the current moment to the possible collision if the target object and the vehicle maintain their current motion states. First, based on the motion state data and the driving state data of the vehicle, determine the relative speed and relative acceleration of the target object relative to the vehicle. The relative speed and relative acceleration can be obtained by processing the data collected by the vehicle sensors. The relative speed can be denoted as V rel, the relative acceleration is a rel , determine the collision distance S according to the relative speed and relative acceleration. For example, when the target object approaches the vehicle with a relative acceleration a rel , according to the kinematic equation S = V rel t + 1 / 2a rel t 2 , calculate the collision distance S. If the target object and the vehicle maintain their current motion states, the collision time is the time from the current moment to the possible collision. That is, assuming the target object moves in a uniform straight line relative to the vehicle, according to the ratio between the collision distance S and the relative speed V rel , obtain the time to collision TTC, that is, TTC = S / V rel . It should be noted that this collision time is the updated collision time, which is different from the collision time calculated before the vehicle brakes.

[0076] As an example, the motion state data of the target object includes the speed of the target object, and the driving state data of the vehicle includes the vehicle speed. As Figure 6 shown, based on the motion state data of the target object and the driving state data of the vehicle, determine the relative speed and relative acceleration of the target object relative to the vehicle, including:

[0077] S601, based on the speed of the target object and the vehicle speed, determine the relative speed of the target object relative to the vehicle.

[0078] S602, based on the first relative speed before the time interval, the second relative speed after the time interval, and the time interval, determine the relative acceleration, where the relative acceleration is the ratio of the difference between the first relative speed and the second relative speed to the time interval.

[0079] Exemplarily, the speed data of the target object can be obtained according to the radar sensor, and the vehicle speed can be obtained according to its own speed sensor or other devices. According to the difference between the speed of the target object and the vehicle speed, obtain the relative speed of the target object relative to the vehicle. The present application provides a method for measuring relative acceleration. By continuously measuring the relative speed and performing time difference processing, information on relative acceleration can be obtained. For example, within a short time interval △t, the first relative speed V1 of the target object relative to the vehicle is measured for the first time, and the second relative speed V2 of the target object relative to the vehicle is measured for the second time after the short time interval △t. The relative acceleration is obtained according to the ratio of the difference between the first relative speed and the second relative speed to the time interval, that is, the relative acceleration a rel ≈(V2 - V1) / △t. It should be noted that the accuracy of this method for calculating relative acceleration is affected by the radar measurement accuracy and the selection of the time interval. High-precision radar sensors can be selected as much as possible, and the time interval can be selected as short as possible.

[0080] In addition, when calculating the updated time to collision, the different braking performances of different vehicles should be considered, which will affect the collision risk. The maximum braking acceleration of a vehicle is a key factor. For example, after the vehicle starts braking, the braking acceleration of the vehicle needs to be added to the motion equation of the target object relative to the vehicle. At this time, the calculation of the time to collision will be more complex, and the changes in the motion states of both the vehicle and the target object need to be comprehensively considered.

[0081] According to the above evaluation method of the time to collision, update the current collision risk state of the vehicle, and adjust the target braking strategy according to the updated collision risk state.

[0082] As an example, determining the collision risk state of a vehicle according to the time to collision includes: if the time to collision is greater than or equal to the time to collision before a preset time period, it is determined that the collision risk state of the vehicle indicates a reduction in the collision risk of the vehicle.

[0083] Exemplarily, the time to collision before a preset time period includes, for example, the time to collision when the vehicle is triggered to enter the automatic emergency braking state. Since the evaluation of the vehicle risk state is a real-time process, the time to collision before a preset time period also includes the time to collision evaluated before the current time after the vehicle has entered the automatic emergency braking state. The preset time period can be configured according to requirements. For example, for the consideration of system resources, a relatively large preset time period can be set, and after the vehicle enters the automatic emergency braking state, the time to collision is evaluated every preset time period. Also, for example, for the consideration of evaluation real-time performance, a relatively short preset time period can be set, and after the vehicle enters the automatic emergency braking state, the time to collision is evaluated every preset time period.

[0084] Exemplarily, if the time to collision is greater than the time to collision before a preset time period, that is, the time to collision increases, at this time the collision risk of the vehicle decreases. If the time to collision is equal to the time to collision before a preset time period, intuitively, the time to collision has not changed, but as time goes by, the time to collision being equal to the time to collision before a preset time period indicates a reduction in the collision risk of the vehicle.

[0085] As an example, determining the collision risk state of a vehicle according to the time to collision includes: if the time to collision is less than the time to collision before a preset time period, it is determined that the collision risk state of the vehicle indicates an increase in the collision risk of the vehicle.

[0086] Exemplarily, if the time to collision is less than the time to collision before a preset time period, that is, the time to collision decreases, at this time it is determined that the collision risk state of the vehicle indicates an increase in the collision risk of the vehicle.

[0087] In this application, according to different risk levels, the AEB system can adopt different strategies to adjust the automatic emergency braking of the vehicle. For example, when the time to collision is greater than or equal to the time to collision before a preset time period, that is, the time to collision increases, and the risk level of the increase in the time to collision decreases. At this time, it can be determined that the target braking strategy is to reduce the vehicle braking force or release the vehicle braking force. Reducing the vehicle braking force can be understood as gradually reducing the vehicle braking force until the vehicle braking force is zero, and releasing can be understood as immediately releasing the vehicle braking force, and the vehicle braking force immediately becomes zero. If the time to collision is less than the time to collision before the preset time period, that is, the time to collision decreases, and the risk level of the decrease in the time to collision increases. At this time, it can be determined that the target braking strategy is to increase the vehicle braking force. If the risk level continues to increase, the vehicle braking force can be increased until the maximum braking force to avoid or mitigate the collision.

[0088] As an example, if the time to collision is greater than or equal to the time to collision before a preset time period, determining that the collision risk state of the vehicle indicates a decrease in the collision risk of the vehicle includes: if the time to collision is greater than or equal to the time to collision before the preset time period and the time to collision is greater than a first preset value, determining that the collision risk state of the vehicle indicates a decrease in the collision risk of the vehicle and the vehicle does not have a collision risk.

[0089] Exemplarily, for the time to collision being greater than or equal to the time to collision before a preset time period, there is also a situation where the time to collision is greater than a first preset value. It can be understood that the first preset value is a relatively large value. When the time to collision is greater than the first preset value, it means that the time to collision is invalid. At this time, it is determined that the collision risk state of the vehicle indicates a decrease in the collision risk of the vehicle and the vehicle does not have a collision risk. For example, if the calculated time to collision is infinite, such as greater than twenty thousand, the time to collision is invalid, and it is determined that the collision risk of the vehicle decreases and the vehicle does not have a collision risk.

[0090] Exemplarily, when the time to collision is greater than or equal to the time to collision before a preset time period and the time to collision is greater than the first preset value, it indicates that there is no collision risk at this time. The braking force can be immediately released so that the vehicle can be driven as soon as possible. In this case, it is determined that the target braking strategy is to release the vehicle braking force.

[0091] As an example, if the time to collision is greater than or equal to the time to collision before a preset time period, determining that the collision risk state of the vehicle indicates a decrease in the collision risk of the vehicle includes: if the time to collision is greater than or equal to the time to collision before the preset time period and the time to collision is less than or equal to the first preset value, determining that the collision risk state of the vehicle indicates a decrease in the collision risk of the vehicle and the vehicle has a collision risk.

[0092] Exemplarily, for a collision time greater than or equal to the collision time before a preset time period, there is also a situation where the collision time is greater than or equal to the collision time before the preset time period and the collision time is less than or equal to a first preset value. At this time, it is determined that the collision risk state of the vehicle indicates that the collision risk of the vehicle decreases and the vehicle still has a collision risk.

[0093] Exemplarily, when the collision time is greater than or equal to the collision time before the preset time period and the collision time is less than or equal to the first preset value, it means that there is still a collision risk but the risk level is reduced. At this time, it can be determined that the target braking strategy is to reduce the braking force of the vehicle.

[0094] Figure 7 It is a schematic flowchart of a method for dynamic monitoring and adjustment of automatic emergency braking according to an embodiment of the present application.

[0095] As Figure 7 shown, the method includes steps S701 to S703. Step S701, monitor the motion state of the target object during the braking process of the vehicle's AEB system. Step S702, determine the current collision risk according to the motion state of the target object and the current driving state of the vehicle. Step S703, adjust the automatic emergency braking strategy of the vehicle according to the collision risk.

[0096] Specifically. Step S701 specifically includes the following content:

[0097] During the braking process of the AEB system, multi-sensor fusion technology can be used, including sensors such as millimeter-wave radar, camera, lidar, etc., to monitor the motion state of the target object in real time. For example, the millimeter-wave radar can measure parameters such as the distance and relative speed of the target object in real time; the camera can obtain the image information of the target object and use image processing algorithms to identify the type, shape and motion direction of the target object; the lidar sensor can provide high-precision distance measurement and three-dimensional space information. By using data fusion algorithms such as Kalman filtering, the data of different sensors can be fused to more accurately determine the motion state parameters of the target object and predict its motion trajectory. The motion state parameters of the target object include the speed of the target object relative to the vehicle (divided into approaching speed and departing speed), acceleration (positive acceleration indicates accelerating towards the vehicle, negative acceleration indicates decelerating or departing from the vehicle), and direction (the angle with the vehicle's driving direction).

[0098] At the same time, collect the current driving state parameters of the vehicle, such as vehicle speed, vehicle acceleration (braking acceleration or driving acceleration), vehicle steering angle, etc. These parameters can be used for subsequent collision risk assessment and adjustment of the automatic emergency braking strategy.

[0099] Step S702 specifically includes the following content:

[0100] When the motion trajectory of the target object changes, the system will recalculate the collision risk according to the new motion state of the target object and the new trajectory prediction result. For example, when the vehicle is moving at a high speed and the braking deceleration is small, in the face of a target object approaching with acceleration, the collision risk will increase. As mentioned above, the time to collision is an important indicator for evaluating the collision risk. If the target object and the vehicle maintain their current motion states, calculate the time from the current moment to the possible collision. When the target object moves in a uniform straight line relative to the vehicle, TTC = S / Vrel, where S is the distance between the current vehicle and the target, and Vrel is the relative speed. If the target object has an acceleration, the kinematic equation needs to be solved to calculate the TTC. For example, when the target object approaches the vehicle with a relative acceleration arel, according to the kinematic equation S = Vrelt + 1 / 2arelt2, the updated time to collision TTCnew is obtained by solving the quadratic equation. (arel is calculated according to the formula arel ≈ V2 - V1 / △t, substituted into the above formula to calculate S, and S / Vrel gives the updated TTCnew).

[0101] In addition, when calculating the updated time to collision, the different braking performances of different vehicles should be considered, which will affect the collision risk. The maximum braking acceleration of the vehicle is a key factor. For example, after the vehicle starts braking, the braking acceleration of the vehicle needs to be added to the motion equation of the target object relative to the vehicle. At this time, the calculation of the time to collision will be more complex, and the changes in the motion states of the vehicle and the target object need to be considered comprehensively.

[0102] Step S703 specifically includes the following content:

[0103] According to different risk levels, the AEB system can adopt different strategies to adjust the automatic emergency braking of the vehicle. (Whether the risk level decreases or increases is related to the TTC calculated above. For example, when TTC increases, the risk level decreases, and when TTC decreases, the risk level increases.) For the case where the risk level decreases, a reminder can be issued and the braking force can be gradually released or immediately released; for the case where the risk level increases, the braking force is immediately increased until the maximum braking force to avoid or mitigate the collision.

[0104] As an example, the vehicle braking control method further includes: when the motion state data indicates that the motion state of the target object has not changed, performing braking control on the vehicle based on the default automatic emergency braking strategy.

[0105] Exemplarily, when the motion state data indicates that the motion state of the target object has not changed, when the motion state and the motion trajectory of the target object have not changed, it means that the collision risk has not changed, and the AEB system will continue to perform braking according to the default braking strategy to avoid or mitigate the collision risk.

[0106] As an example, the motion state data of the target object includes the motion trajectory of the target object, and the driving state data of the vehicle includes the motion trajectory of the vehicle. Based on the motion state data of the target object and the driving state data of the vehicle, determining the collision risk state of the vehicle includes: if the motion trajectory of the target object and the motion trajectory of the vehicle do not intersect, determining that the collision risk state of the vehicle indicates that the vehicle does not have a collision risk.

[0107] Exemplarily, in the case where the motion trajectory of the target object does not cross the motion trajectory of the vehicle. For example, when the vehicle is in motion, a pedestrian in front suddenly changes the walking direction and deviates from the path where a collision with the vehicle might originally occur. At this time, the system predicts the new motion trajectory of the pedestrian, and the prediction result is that the motion trajectory of the target object does not cross the vehicle trajectory. Determining that the collision risk state of the vehicle indicates that the vehicle does not have a collision risk, the vehicle braking force can then be released.

[0108] Figure 8 It is a flowchart of the dynamic monitoring and adjustment method for automatic emergency braking according to another embodiment of the present application.

[0109] As Figure 8 shown, when the vehicle is in the automatic emergency braking state, the motion state of the target object is monitored in real time, and changes in the collision risk are detected in a timely manner. If the motion state of the target object changes, the AEB system determines the current collision risk based on the motion state of the target object and the current driving state of the vehicle, and adjusts the automatic emergency braking strategy of the vehicle according to the collision risk. If the motion state of the target object does not change, it indicates that the collision risk has not changed, and the default automatic emergency braking strategy is not adjusted.

[0110] Advantages of the present application: During the braking process, the braking control strategy can be dynamically and timely adjusted according to different driving scenarios and road conditions, improving the adaptability and flexibility of the system. For example, when driving on a highway, if the target object suddenly accelerates and moves away from the host vehicle, the system will judge whether to cancel the braking force based on factors such as the current vehicle speed, vehicle distance, and traffic conditions. If the judgment result is that the braking force can be cancelled, the system will gradually reduce the braking pressure or directly cancel the braking request signal to restore the normal driving state of the vehicle. When driving on urban roads, due to more complex traffic conditions, the system will be more cautious in deciding whether to cancel the braking force. For example, when the target object stops briefly and then moves again, the system will comprehensively consider factors such as the driving conditions of surrounding vehicles and traffic lights to judge whether to continue to maintain the braking force or gradually cancel the braking force.

[0111] As an example, the vehicle includes a display screen, and the vehicle braking control method further includes: when the vehicle is in the automatic emergency braking state, displaying at least one of the motion state data of the target object, the driving state data of the vehicle, and the target braking strategy.

[0112] Exemplarily, a vehicle includes a display screen, and can provide at least one of the motion state data of the target object, the driving state data of the vehicle, and the target braking strategy to the driver in real time through the display screen. The driver can easily obtain the system state through an interface such as an instrument and take over the vehicle in time, which helps to improve the driver's trust in the system and the vehicle's handling ability.

[0113] As an example, the vehicle braking control method further includes: when the vehicle performs braking control on the vehicle based on the target braking strategy, a prompt message is sent to prompt the user, where the prompt message is associated with the target braking strategy.

[0114] Exemplarily, when executing the target braking strategy, to ensure safety, a prompt message can be sent to prompt the driver that the vehicle is currently executing the target automatic strategy to assist the driver in controlling. For example, when the target braking strategy is to release the braking force, a prompt sound "Release braking" can be sent to remind the driver. Of course, the way of the prompt message is not limited to the sound, and other ways such as vision can also be used.

[0115] Figure 9 It is a schematic diagram of the system architecture of the dynamic monitoring and adjustment method for automatic emergency braking according to an embodiment of the present application.

[0116] As Figure 9 shown, the dynamic monitoring system architecture for automatic emergency braking includes a sensor and data processing module, a collision risk assessment module, a control module, and a display module.

[0117] The sensor and data processing module is responsible for collecting the motion state parameters of the target object and the current driving state parameters of the vehicle, and processing and fusing the sensor data. According to the motion state parameters of the target object and the current driving state parameters of the vehicle, it is determined whether the motion state of the target object has changed.

[0118] The collision risk assessment module assesses the current collision risk according to the motion state of the target object and the current driving state of the vehicle. For example, during the vehicle braking process, if the target object accelerates towards the vehicle, the collision risk will increase; otherwise, the collision risk will decrease.

[0119] The control module adjusts the braking strategy of the AEB system according to the motion state of the target object. If the collision risk remains unchanged, the default automatic emergency braking strategy is not adjusted; if the collision risk increases, the braking force is increased until the maximum braking force to avoid or reduce the collision; if the collision risk decreases, only a reminder needs to be sent and the braking force is gradually released or immediately released.

[0120] The display module can provide the driver with real-time information on the motion status of the target object and the working status of the AEB system. The driver can easily obtain the system status through the instrument and other interfaces and take over the vehicle in time, which helps to improve the driver's trust in the system and the ability to control the vehicle.

[0121] In summary, the dynamic monitoring and adjustment method of automatic emergency braking provided by the present application has the following advantages:

[0122] 1) Real-time adjustment of braking strategy can make more reasonable braking decisions according to the changes in the motion state of the target object, thereby improving the safety of the vehicle.

[0123] 2) When the collision risk is detected during the braking process, the braking force can be withdrawn in time to reduce the false triggering rate of the AEB system.

[0124] 3) Provide the driver with real-time information on the target object’s motion status and the AEB system’s working status, enhancing the driver’s ability to perceive and control vehicle safety.

[0125] The present application also proposes a vehicle, which is used to implement the steps of the above-mentioned vehicle braking control method.

[0126] The application also proposes a computer-readable storage medium.

[0127] In this embodiment, a computer program is stored on a computer-readable storage medium, and when the computer program is executed by a processor, the steps of the above-mentioned vehicle braking control method are implemented.

[0128] Figure 10 A block diagram of an electronic device provided for an embodiment of the present application.

[0129] An embodiment of the present application provides an electronic device, including a memory and a processor, wherein the memory stores a computer program, and the above-mentioned vehicle braking control method is implemented when the processor executes the computer program.

[0130] like Figure 10 As shown, for ease of understanding, the embodiment of the present application shows a specific electronic device.

[0131] Electronic devices are intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframes, and other suitable computers. Electronic devices may also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present disclosure described and / or claimed herein.

[0132] As Figure 10 shown, the device includes a computing unit 1001, which can perform various appropriate actions and processes according to a computer program stored in a read-only memory (ROM) 1002 or a computer program loaded from a storage unit 1008 into a random access memory (RAM) 1003. In the RAM 1003, various programs and data required for the operation of the electronic device can also be stored. The computing unit 1001, the ROM 1002, and the RAM 1003 are connected to each other via a bus 1004. An input / output (I / O) interface 1005 is also connected to the bus 1004.

[0133] Multiple components in the electronic device are connected to the I / O interface 1005. The multiple components include: an input unit 1006, such as a keyboard, a mouse, etc.; an output unit 1007, such as various types of displays, speakers, etc.; a storage unit 1008, such as a magnetic disk, an optical disc, etc.; and a communication unit 1009, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 1009 allows the electronic device to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0134] The computing unit 1001 can be various general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the computing unit 1001 include but are not limited to a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The computing unit 1001 executes the various methods described above, such as the vehicle braking control method. For example, in some embodiments, the vehicle braking control method can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as the storage unit 1008. In some embodiments, part or all of the computer program can be loaded and / or installed onto the electronic device via the ROM 1002 and / or the communication unit 1009. When the computer program is loaded into the RAM 1003 and executed by the computing unit 1001, the vehicle braking control method described above can be executed. Alternatively, in other embodiments, the computing unit 1001 can be configured to execute the vehicle braking control method by any other appropriate means (e.g., by means of firmware).

[0135] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a definite sequence list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by an instruction execution system, apparatus or device (such as a computer-based system, a system including a processor, or other systems that can fetch and execute instructions from the instruction execution system, apparatus or device), or used in combination with these instruction execution systems, apparatuses or devices. For the purposes of this application, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus or device. More specific examples (non-exhaustive list) of the computer-readable medium include the following: an electrical connection part with one or more wirings (electronic device), a portable computer diskette (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). In addition, the computer-readable medium can even be paper or other suitable media on which a program can be printed, because the program can be obtained electronically, for example, by optically scanning the paper or other media, followed by editing, interpretation or other suitable processing as necessary, and then stored in a computer memory.

[0136] It should be understood that various parts of the present application can be implemented by hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, any one or a combination of the following techniques well known in the art can be used: discrete logic circuits having logic gate circuits for implementing logical functions on data signals, application specific integrated circuits having appropriate combinational logic gate circuits, programmable gate arrays (PGAs), field programmable gate arrays (FPGAs), etc.

[0137] In the description of the present application, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc. means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present application, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0138] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on the present application.

[0139] In addition, the terms "first", "second", etc. used in the embodiments of the present application are only for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated in this embodiment. Thus, the features defined with the terms "first", "second", etc. in the embodiments of the present application may explicitly or implicitly indicate that at least one such feature is included in this embodiment. In the description of the present application, the meaning of the word "plurality" is at least two or more than two, such as two, three, four, etc., unless otherwise explicitly specifically defined in the embodiment.

[0140] In the present application, unless otherwise explicitly specified or limited in the embodiments, the terms "mounted", "connected", "connected" and "fixed" etc. appearing in the embodiments should be understood in a broad sense. For example, the connection can be a fixed connection, a detachable connection, or integrated. It can be understood that it can also be a mechanical connection, an electrical connection, etc.; of course, it can also be directly connected, or indirectly connected through an intermediate medium, or it can be the communication inside two elements, or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific implementation situations.

[0141] In the present application, unless otherwise explicitly specified and limited, the first feature being "on" or "under" the second feature can be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on" the second feature can be that the first feature is directly above or obliquely above the second feature, or merely indicates that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath" and "under" the second feature can be that the first feature is directly below or obliquely below the second feature, or merely indicates that the first feature has a lower horizontal height than the second feature.

[0142] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present application. Those of ordinary skill in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present application.

Claims

1. A vehicle braking control method, characterized in that, The method includes: When the vehicle is in the automatic emergency braking state, in response to a change in the motion state of the target object, determining a target braking strategy based on the motion state data of the target object and the driving state data of the vehicle; Performing braking control on the vehicle based on the target braking strategy.

2. The vehicle braking control method according to claim 1, wherein The determining of the target braking strategy based on the motion state data of the target object and the driving state data of the vehicle includes: Determining the collision risk state of the vehicle based on the motion state data of the target object and the driving state data of the vehicle; Determining the target braking strategy based on the collision risk state.

3. The vehicle braking control method according to claim 2, wherein The determining of the target braking strategy based on the collision risk state includes: When the collision risk state indicates an increase in the collision risk of the vehicle, determining the target braking strategy as strengthening the braking force of the vehicle.

4. The vehicle braking control method according to claim 2, characterized in that, The determining of the target braking strategy based on the collision risk state includes: When the collision risk state indicates a decrease in the collision risk of the vehicle, determining the target braking strategy as reducing the braking force of the vehicle or releasing the braking force of the vehicle.

5. The vehicle braking control method according to claim 4, wherein The determining of the target braking strategy as reducing the braking force of the vehicle or releasing the braking force of the vehicle when the collision risk state indicates a decrease in the collision risk of the vehicle includes: When the collision risk state indicates a decrease in the collision risk of the vehicle and the vehicle has a collision risk, determining the target braking strategy as reducing the braking force of the vehicle.

6. The vehicle braking control method according to claim 4, characterized in that, The determining of the target braking strategy as reducing the braking force of the vehicle or releasing the braking force of the vehicle when the collision risk state indicates a decrease in the collision risk of the vehicle includes: When the collision risk state indicates a decrease in the collision risk of the vehicle and the vehicle has no collision risk, determining the target braking strategy as releasing the braking force of the vehicle.

7. The vehicle braking control method according to any one of claims 2-6, characterized in that, The determining of the collision risk state of the vehicle based on the motion state data of the target object and the driving state data of the vehicle includes: Determining the collision time based on the motion state data of the target object and the driving state data of the vehicle; Determining the collision risk state of the vehicle according to the collision time.

8. The vehicle braking control method according to claim 7, wherein, The determining of the collision time based on the motion state data of the target object and the driving state data of the vehicle includes: Determining the relative speed and relative acceleration of the target object relative to the vehicle based on the motion state data of the target object and the driving state data of the vehicle; Determining the collision distance based on the relative speed and the relative acceleration; Determining the collision time based on the collision distance and the relative speed.

9. The vehicle braking control method according to claim 8, characterized in that, The motion state data of the target object includes the speed of the target object, and the driving state data of the vehicle includes the vehicle speed. The determining of the relative speed and relative acceleration of the target object relative to the vehicle based on the motion state data of the target object and the driving state data of the vehicle includes: Determining the relative speed of the target object relative to the vehicle based on the speed of the target object and the vehicle speed; Determine the relative acceleration based on a first relative velocity before the time interval, a second relative velocity after the time interval, and the time interval, where the relative acceleration is the ratio of the difference between the first relative velocity and the second relative velocity to the time interval.

10. The vehicle braking control method according to claim 7, wherein, The determining the collision risk state of the vehicle according to the collision time includes: If the collision time is greater than or equal to the collision time before a preset time period, determine that the collision risk state of the vehicle indicates that the collision risk of the vehicle decreases.

11. The vehicle braking control method according to claim 7, characterized in that, The determining the collision risk state of the vehicle according to the collision time includes: If the collision time is less than the collision time before a preset time period, determine that the collision risk state of the vehicle indicates that the collision risk of the vehicle increases.

12. The vehicle braking control method according to claim 10, wherein The if the collision time is greater than or equal to the collision time before a preset time period, determine that the collision risk state of the vehicle indicates that the collision risk of the vehicle decreases, includes: If the collision time is greater than or equal to the collision time before a preset time period and the collision time is greater than a first preset value, determine that the collision risk state of the vehicle indicates that the collision risk of the vehicle decreases and the vehicle does not have a collision risk.

13. The vehicle braking control method according to claim 10, wherein The if the collision time is greater than or equal to the collision time before a preset time period, determine that the collision risk state of the vehicle indicates that the collision risk of the vehicle decreases, includes: If the collision time is greater than or equal to the collision time before a preset time period and the collision time is less than or equal to a first preset value, determine that the collision risk state of the vehicle indicates that the collision risk of the vehicle decreases and the vehicle has a collision risk.

14. The vehicle braking control method according to any one of claims 2-6, characterized in that The motion state data of the target object includes the motion trajectory of the target object, the driving state data of the vehicle includes the motion trajectory of the vehicle, and the determining the collision risk state of the vehicle based on the motion state data of the target object and the driving state data of the vehicle includes: If the motion trajectories of the target object and the vehicle do not intersect, determine that the collision risk state of the vehicle indicates that the vehicle does not have a collision risk.

15. The vehicle braking control method according to claim 1, characterized in that The method further includes: When the vehicle is in the automatic emergency braking state, if the motion state of the target object does not change, perform braking control on the vehicle based on a default automatic emergency braking strategy.

16. The vehicle braking control method according to claim 1, characterized in that, The change in the motion state of the target object includes at least one of the following: The running speed of the target object changes; the motion acceleration of the target object changes; the motion direction of the target object changes; the motion trajectory of the target object changes.

17. The vehicle braking control method according to claim 1, characterized in that, The vehicle includes a display screen, and the method further includes: When the vehicle is in the automatic emergency braking state, display at least one of the motion state data of the target object, the driving state data of the vehicle, and the target braking strategy.

18. The vehicle braking control method according to claim 1, wherein The method further includes; When performing braking control on the vehicle based on the target braking strategy, send a prompt message to prompt the user, where the prompt message is associated with the target braking strategy.

19. An electronic device, characterized in that, It includes a memory and a processor, and the memory stores a computer program. It is characterized in that when the processor executes the computer program, the steps of the method described in any one of claims 1-18 are implemented.

20. A vehicle, characterized in that, The vehicle includes the electronic device described in claim 19.

21. A computer-readable storage medium, characterized in that, A computer program is stored thereon, and when the computer program is executed by a processor, the steps of the method described in any one of claims 1-18 are implemented.

22. A computer program product, characterized in that, The computer program product includes instructions, and when the instructions are executed by a processor of a computer device, the computer device is enabled to execute the steps of the method described in any one of claims 1-18.

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