Vehicle brake lamp control method and electronic equipment

Abstract

The invention provides a vehicle brake lamp control method and electronic equipment, and the method comprises the steps: obtaining the driving information of a vehicle, determining the current deceleration of the vehicle and a trigger deceleration threshold value of a brake lamp through the driving information, and obtaining the brake lamp according to the driving information, the current deceleration and the trigger deceleration threshold value. Whether the vehicle meets the preset brake lamp lightening condition or not is judged, if yes, the brake lamp is controlled to be lightened, the brake lamp is accurately triggered to be lightened when the vehicle decelerates due to kinetic energy recovery, and a rear vehicle is reminded in time. The brake lamp is triggered in advance in a high-speed scene to fully prompt a rear vehicle to keep a vehicle distance, and whether the brake lamp is triggered and lightened or not is judged by combining the driving information and the current deceleration, so that the brake lamp can be accurately triggered and lightened under various working conditions of deceleration due to kinetic energy recovery, the driving safety is improved, and the rear-end collision accident risk is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of brake light control, and particularly to a control method and an electronic device for vehicle brake lights. Background Art

[0002] In the field of new energy vehicles, the kinetic energy recovery system is a key technology for improving energy efficiency and extending the cruising range. However, when a vehicle decelerates rapidly due to kinetic energy recovery, the traditional braking signal is not triggered, and the brake lights cannot be turned on, making it difficult for the following vehicle to judge the deceleration state of the preceding vehicle in a timely manner and increasing the risk of rear-end collisions. To solve this problem, in related technologies, deceleration is used to trigger the brake lights, and the brake lights are triggered when the deceleration exceeds a threshold.

[0003] However, the triggering signal in the above method is single, relying only on a single fixed deceleration threshold, and it cannot distinguish between kinetic energy recovery and coasting deceleration, easily resulting in false triggering or delay of the brake lights; moreover, the above method will frequently turn on the lights during low-speed light recovery, such as in congested traffic following, affecting the user experience. Summary of the Invention

[0004] In view of the above-mentioned defects or deficiencies in the prior art, the present application aims to provide a control method and an electronic device for vehicle brake lights to solve problems such as false triggering, delayed triggering, and overly frequent triggering caused by a single triggering signal and relying on a single fixed deceleration threshold.

[0005] An embodiment of the present application provides a control method for vehicle brake lights, and the method includes: Obtain the driving information of the vehicle, and determine the current deceleration of the vehicle and the triggering deceleration threshold of the brake lights in the vehicle based on the driving information; Based on the driving information, the current deceleration, and the triggering deceleration threshold, determine whether the vehicle meets the preset brake light lighting condition; In response to the vehicle meeting the preset brake light lighting condition, control the brake lights to turn on.

[0006] Optionally, the driving information includes deceleration data measured by an inertial measurement unit, motor power, and vehicle wheel speed. Determining the current deceleration of the vehicle based on the driving information includes: Determine the measured deceleration based on the deceleration data, determine the derived deceleration based on the motor power, and determine the predicted deceleration according to the vehicle wheel speed; Based on the measured deceleration, the derived deceleration, and the predicted deceleration, determine the current deceleration of the vehicle.

[0007] Optionally, the driving information further includes the vehicle speed. Determining the current deceleration of the vehicle based on the measured deceleration, the derived deceleration, and the predicted deceleration includes: Determining a first gap between the measured deceleration and the derived deceleration, and determining a second gap between the measured deceleration and the predicted deceleration; Determining the maximum gap between the first gap and the second gap, and adjusting the maximum gap based on the vehicle speed; Determining whether the maximum gap is less than or equal to a preset gap threshold. If so, using the measured deceleration as the current deceleration.

[0008] Optionally, after determining whether the maximum gap is lower than the preset gap threshold, it further includes: If the maximum gap is greater than the preset gap threshold, determining whether the measured deceleration, the derived deceleration, and the predicted deceleration are the same; If there are two identical decelerations, determining the current deceleration based on the two identical decelerations. Otherwise, weighting the measured deceleration, the derived deceleration, and the predicted deceleration to obtain the current deceleration.

[0009] Optionally, weighting the measured deceleration, the derived deceleration, and the predicted deceleration to obtain the current deceleration includes: Sending a fault code to the cloud to obtain the measured compensation parameter, the derived compensation parameter, and the predicted compensation parameter feedback by the cloud; Determining the measured value weight, the derived value weight, and the predicted value weight based on the measured compensation parameter, the derived compensation parameter, and the predicted compensation parameter; Weighting the measured deceleration, the derived deceleration, and the predicted deceleration based on the measured value weight, the derived value weight, and the predicted value weight to obtain the current deceleration.

[0010] Optionally, the driving information includes the vehicle speed. Determining the trigger deceleration threshold of the brake light in the vehicle based on the driving information includes: Comparing the vehicle speed with a preset speed critical value, selecting a corresponding vehicle speed compensation model based on the comparison result, and inputting the vehicle speed into the vehicle speed compensation model to determine the vehicle speed compensation coefficient; Obtaining a reference deceleration threshold, and adjusting the reference deceleration threshold based on the vehicle speed compensation coefficient to obtain the trigger deceleration threshold.

[0011] Optionally, the driving information includes vehicle speed, slope angle, vehicle load, and road surface friction coefficient. Determining the triggering deceleration threshold of the brake lights in the vehicle based on the driving information includes: Obtain a reference deceleration threshold; Determine a deceleration compensation amount based on the slope angle, the vehicle load, and the road surface friction coefficient; Adjust the reference deceleration threshold based on the vehicle speed, and compensate the adjusted reference deceleration threshold based on the deceleration compensation amount to obtain the triggering deceleration threshold.

[0012] Optionally, the driving information includes motor torque, throttle opening, and throttle release rate. Judging whether the vehicle meets the preset brake light lighting condition based on the driving information, the current deceleration, and the triggering deceleration threshold includes: If the current deceleration is greater than the triggering deceleration threshold, and the motor torque is less than a preset torque threshold, it is determined that the vehicle meets the preset brake light lighting condition; Or, if the current deceleration is greater than the triggering deceleration threshold, and the throttle release rate is greater than a preset release rate threshold, it is determined that the vehicle meets the preset brake light lighting condition; Or, if the current deceleration is greater than the triggering deceleration threshold, and the throttle opening is equal to a preset opening, it is determined that the vehicle meets the preset brake light lighting condition.

[0013] Optionally, after judging whether the vehicle meets the preset brake light lighting condition, it further includes: If the vehicle does not meet the preset brake light lighting condition, then when the throttle release rate is greater than a preset release rate threshold, control the brake lights to be pre-lit; During the process that the pre-lighting duration of the brake lights does not reach the set duration, re-obtain the current deceleration of the vehicle. If the new current deceleration is greater than the triggering deceleration threshold, control the brake lights to be lit.

[0014] The embodiment of the present application further provides an electronic device, and the electronic device includes: A processor and a memory; The processor is used to execute the steps of the control method of the vehicle brake lights provided in any embodiment of the present application by calling the program or instruction stored in the memory.

[0015] The embodiment of the present application further provides a computer-readable storage medium, and the computer-readable storage medium stores a program or instruction, and the program or instruction enables a computer to execute the steps of the control method of the vehicle brake lights provided in any embodiment of the present application.

[0016] In summary, the present application proposes a control method for a vehicle brake light. The method obtains the driving information of the vehicle, determines the current deceleration of the vehicle and the triggering deceleration threshold of the brake light based on the driving information, and then determines whether the vehicle meets the preset brake light lighting condition according to the driving information, the current deceleration, and the triggering deceleration threshold. In response to the vehicle meeting the preset brake light lighting condition, the brake light is controlled to light up, so as to accurately trigger the brake light to light up when the vehicle decelerates due to kinetic energy recovery, and timely remind the following vehicle. The method dynamically determines the triggering deceleration threshold based on the vehicle driving information, and can adjust the size of the deceleration threshold according to the actual situation, thereby reducing the number of incorrect brake light illuminations in low-speed scenarios, and triggering the brake light in advance in high-speed scenarios to fully prompt the following vehicle to keep a safe distance. Moreover, the method combines the driving information and the current deceleration to determine whether to trigger the brake light to light up, and can accurately trigger the brake light to light up under various working conditions of deceleration due to kinetic energy recovery, improving driving safety and reducing the risk of rear-end collisions. Description of the Drawings

[0017] In order to more clearly illustrate the specific embodiments of the present application or the technical solutions in the prior art, the following will briefly introduce the drawings required for use in the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0018] Figure 1 is a flowchart of a control method for a vehicle brake light provided by an embodiment of the present application; Figure 2 is a control schematic diagram of brake light lighting provided by an embodiment of the present application; Figure 3 is a schematic structural diagram of an electronic device provided by an embodiment of the present application. Detailed Embodiments

[0019] The following will further elaborate on the present application in conjunction with the drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the related invention, rather than limiting the invention. Additionally, it should be noted that for the sake of convenience of description, only the parts related to the invention are shown in the drawings.

[0020] It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments can be combined with each other. The following will detail the present application with reference to the drawings and embodiments.

[0021] Just as mentioned in the background art, in response to the problems in the prior art, the present application proposes a control method for a vehicle brake light. Figure 1This is a flow chart of a method for controlling a vehicle brake light provided by an embodiment of the present application. Figure 1 , the vehicle brake light control method specifically includes: S110: Acquire driving information of the vehicle, and determine a current deceleration of the vehicle and a triggering deceleration threshold of a brake light in the vehicle based on the driving information.

[0022] Driving information may include relevant operating data during vehicle driving. For example, the driving information may include vehicle speed, deceleration data measured by the vehicle's inertial measurement unit, motor power, vehicle wheel speed, slope angle, vehicle load, road friction coefficient, motor torque, throttle opening, throttle release rate, etc.

[0023] Specifically, the current deceleration can be obtained by analyzing the vehicle's current deceleration using partial data in the driving information. For example, the current deceleration can be determined using deceleration data measured by an inertial measurement unit in the driving information. Alternatively, the current deceleration can be obtained by inferring the vehicle's current deceleration based on the vehicle speed in the driving information.

[0024] In an embodiment of the present application, considering that the deceleration data measured by the sensor may have deviations, or the deceleration derived based on the vehicle speed may have deviations, in order to ensure the accuracy of the current deceleration, multi-signal data can be fused to determine the current deceleration.

[0025] In a specific embodiment, the driving information includes deceleration data measured by an inertial measurement unit, motor power, and vehicle wheel speed. Determining the current deceleration of the vehicle based on the driving information includes the following steps: Step 11: determining a measured deceleration based on the deceleration data, determining a derived deceleration based on the motor power, and determining a predicted deceleration based on the vehicle wheel speed; Step 12: Determine the current deceleration of the vehicle based on the measured deceleration, the derived deceleration, and the predicted deceleration.

[0026] The deceleration data measured by the inertial measurement unit may include a deceleration measurement value, or may include a pitch angle of the vehicle.

[0027] Specifically, in step 11, the deceleration measurement value in the deceleration data can be used as the measured deceleration, or the vehicle deceleration can be calculated based on the vehicle speed and the pitch angle in the deceleration data to obtain the measured deceleration; wherein the measured deceleration can be understood as the deceleration of the vehicle at the current moment determined by the sensor measurement data. It is shown in the following formula: ; In the formula, To measure deceleration, is the vehicle speed, is the sampling interval time, is the pitch angle, is the acceleration due to gravity (take 9.81 m / s 2 ).

[0028] In addition to determining the measured deceleration, in step 11, the vehicle deceleration can also be derived based on the motor power to obtain the derived deceleration; where the derived deceleration can be understood as the deceleration of the vehicle at the current moment derived through power. As shown in the following formula: ; In the formula, is the derived deceleration, is the motor power, which can be the real-time power value read through the motor controller, is the rolling resistance, is the air resistance, is the vehicle load, is the vehicle speed.

[0029] And, the deceleration of the vehicle at the current moment can also be predicted by differential calculation based on the vehicle wheel speed to obtain the predicted deceleration. Among them, the predicted deceleration can be understood as the deceleration of the vehicle at the current moment predicted through the vehicle wheel speed.

[0030] After obtaining the measured deceleration, the derived deceleration and the predicted deceleration, further, in step 12, the final deceleration can be determined based on the measured deceleration, the derived deceleration and the predicted deceleration as the current deceleration of the vehicle. Exemplarily, the measured deceleration, the derived deceleration and the predicted deceleration can be fused to obtain the current deceleration of the vehicle by weighting.

[0031] The above steps 11 - step 12 can respectively determine the deceleration of the vehicle at the current moment through multi-source signals such as deceleration data, motor power and vehicle wheel speed, and then determine the current deceleration by fusing multi-signal data, greatly reducing the deceleration error caused by measurement deviation, ensuring the accuracy of the deceleration, and thus further improving the stability of the brake light control.

[0032] In the embodiment of the present application, a three-mode redundant architecture can also be set up, taking the measured deceleration determined based on the deceleration data as the main channel signal, taking the derived deceleration determined based on the motor power as the first auxiliary channel signal, and taking the predicted deceleration determined based on the vehicle wheel speed as the second auxiliary channel signal; and then the current deceleration of the vehicle can be determined through the redundancy verification between the main channel signal, the first auxiliary channel signal and the second auxiliary channel signal.

[0033] Regarding the above step 12, in some embodiments, the driving information further includes the vehicle speed. Based on the measured deceleration, the derived deceleration, and the predicted deceleration, determining the current deceleration of the vehicle includes the following steps: Step 121, determine a first gap between the measured deceleration and the derived deceleration, and determine a second gap between the measured deceleration and the predicted deceleration; Step 122, determine the maximum gap between the first gap and the second gap, and adjust the maximum gap based on the vehicle speed; Step 123, determine whether the maximum gap is less than or equal to a preset gap threshold. If so, use the measured deceleration as the current deceleration.

[0034] Among them, in step 121, the measured deceleration can be used as the main channel signal, the derived deceleration can be used as the first auxiliary channel signal, and calculate the first gap between the main channel signal and the first auxiliary channel signal; for example, calculate the difference between the main channel signal and the first auxiliary channel signal, and use the ratio between the difference and the first auxiliary channel signal as the first gap.

[0035] And, the measured deceleration can also be used as the main channel signal, the predicted deceleration can be used as the second auxiliary channel signal, and calculate the first gap between the main channel signal and the second auxiliary channel signal; for example, calculate the difference between the main channel signal and the second auxiliary channel signal, and use the ratio between the difference and the second auxiliary channel signal as the second gap.

[0036] Furthermore, in step 122, the first gap and the second gap can be compared, and the maximum value between the first gap and the second gap can be used as the maximum gap, which can reflect the deviation degree between the decelerations of the three channels.

[0037] After obtaining the maximum gap, the maximum gap can be compared with the preset gap threshold to facilitate the subsequent initiation of a voting mechanism among the decelerations of the three channels to determine the current deceleration. It should be noted that in the embodiments of the present application, in order to cope with high-speed wind resistance disturbances, the maximum gap can also be adjusted by the vehicle speed, so as to increase the threshold tolerance by reducing the maximum gap when the vehicle speed is high.

[0038] Exemplarily, adjusting the maximum gap based on the vehicle speed can specifically satisfy the following formula: ; In the formula, is the adjusted maximum gap, is the maximum gap, is the vehicle speed.

[0039] After adjusting the maximum gap based on the vehicle speed, further, in step 123, it can be determined whether the adjusted maximum gap is less than or equal to a preset gap threshold. If so, it means that the gap between the main channel signal and the two auxiliary channel signals is small, and the main channel signal can be used as the final current deceleration.

[0040] In the above steps 121 - 123, by using the measured deceleration as the main channel signal, the derived deceleration as the first auxiliary channel signal, and the predicted deceleration as the second auxiliary channel signal, and then measuring the gap between the three channel signals to determine the current deceleration, the accuracy of the current deceleration is ensured; moreover, by adjusting the maximum gap according to the vehicle speed, the adaptive adjustment of the maximum gap is realized, and the maximum gap can be reduced when the vehicle speed is high, so as to achieve the purpose of expanding the difference between the maximum gap and the preset gap threshold, and in combination with the influence of wind resistance disturbance on deceleration during high-speed driving, the accuracy of the current deceleration is further improved.

[0041] The above step 123 describes that when the maximum gap does not exceed the preset gap threshold, the main channel signal can be used as the final current deceleration. In addition, when the maximum gap exceeds the preset gap threshold, a consistency check can be started to determine whether the measured deceleration, the derived deceleration, and the predicted deceleration are consistent, and then the current deceleration is determined according to the result of the consistency check.

[0042] Optionally, after determining whether the maximum gap is lower than the preset gap threshold, the following steps are further included: Step 124: If the maximum gap is greater than the preset gap threshold, determine whether the measured deceleration, the derived deceleration, and the predicted deceleration are the same; Step 125: If there are two identical decelerations, determine the current deceleration based on the two identical decelerations. Otherwise, weight the measured deceleration, the derived deceleration, and the predicted deceleration to obtain the current deceleration.

[0043] Among them, in step 124, when the maximum gap is greater than the preset gap threshold, a consistency check can be performed to determine whether the measured deceleration, the derived deceleration, and the predicted deceleration are the same.

[0044] Further, in step 125, if there are two identical decelerations in the result of the consistency check, the two identical decelerations can be used to determine the current deceleration. For example, if the measured deceleration is the same as the derived deceleration, the measured deceleration and the derived deceleration can be used to determine the current deceleration; if the derived deceleration is the same as the predicted deceleration, the derived deceleration and the predicted deceleration can be used to determine the current deceleration; if the measured deceleration is the same as the predicted deceleration, the measured deceleration and the predicted deceleration can be used to determine the current deceleration.

[0045] In addition, if the three deceleration values are all different in the result of the consistency check, a safety mode strategy can be adopted to weight the measured deceleration, the derived deceleration, and the predicted deceleration to obtain the current deceleration. Among them, the measured deceleration, the derived deceleration, and the predicted deceleration respectively correspond to a weight, and this weight can be preset or sent by the cloud.

[0046] In one example, weighting the measured deceleration, the derived deceleration, and the predicted deceleration to obtain the current deceleration includes the following steps: Step 1251: Send a fault code to the cloud to obtain the measured compensation parameter, the derived compensation parameter, and the predicted compensation parameter feedback by the cloud; Step 1252: Determine the measured value weight, the derived value weight, and the predicted value weight based on the measured compensation parameter, the derived compensation parameter, and the predicted compensation parameter; Step 1253: Weight the measured deceleration, the derived deceleration, and the predicted deceleration based on the measured value weight, the derived value weight, and the predicted value weight to obtain the current deceleration.

[0047] Among them, in step 1251, when it is detected that the measured deceleration, the derived deceleration, and the predicted deceleration are all different, the fault code can be sent to the cloud through OTA, so as to obtain the measured compensation parameter, the derived compensation parameter, and the predicted compensation parameter sent by the cloud.

[0048] Among them, the measured compensation parameter is a parameter for compensating the weight corresponding to the measured deceleration, the derived compensation parameter is a parameter for compensating the weight corresponding to the derived deceleration, and the predicted compensation parameter is a parameter for compensating the weight corresponding to the predicted deceleration.

[0049] Exemplarily, the cloud can dynamically correct the weights corresponding to the three decelerations through big data analysis, and determine the dynamic correction values in real time, including the measured compensation parameter, the derived compensation parameter, and the predicted compensation parameter.

[0050] After obtaining the measured compensation parameter, the derived compensation parameter, and the predicted compensation parameter sent by the cloud, in step 1252, the weights corresponding to the measured deceleration, the derived deceleration, and the predicted deceleration can be compensated respectively through the measured compensation parameter, the derived compensation parameter, and the predicted compensation parameter to obtain the measured value weight, the derived value weight, and the predicted value weight.

[0051] Furthermore, in step 1253, the measured value weight, the derived value weight, and the predicted value weight can be used to weight the measured deceleration, the derived deceleration, and the predicted deceleration to obtain the current deceleration. As shown in the following formula: ; In the formula, is the current deceleration, , , are the measured deceleration, the derived deceleration, and the predicted deceleration respectively, , , are the weight of the measured value, the weight of the derived value, and the weight of the predicted value respectively.

[0052] Through the above implementation, when the decelerations of the three channels are significantly different and all different, the safety mode strategy can be activated, and the decelerations of the three channels are weighted by the dynamically corrected weights to obtain the accurate current deceleration, thereby ensuring the reliability of subsequent determination of whether to trigger the brake light based on the deceleration.

[0053] In the embodiment of the present application, in addition to determining the current deceleration through the driving information of the vehicle, the triggering deceleration threshold of the brake light can also be determined in real time through the driving information of the vehicle. Among them, the triggering deceleration threshold can be understood as the deceleration threshold for triggering the brake light to light up.

[0054] Exemplarily, the pre-set deceleration threshold can be obtained, and then the reference deceleration threshold is adjusted through the vehicle speed in the driving information, so as to obtain the triggering deceleration threshold, realizing the dynamic determination of the triggering deceleration threshold. By dynamically and adaptively adjusting the reference deceleration threshold according to the vehicle speed, the reference deceleration threshold can be reduced when the vehicle speed is high, so that the brake light lights up in advance, compensating the reaction time of the driver of the following vehicle and ensuring the safe distance from the following vehicle. It can also increase the reference deceleration threshold when the vehicle speed is low, avoiding frequent lighting of the brake light, thereby avoiding the kinetic energy recovery system from frequently triggering the brake light and causing misunderstanding of the following vehicle, affecting traffic safety.

[0055] In a specific implementation, the driving information includes the vehicle speed. Determining the triggering deceleration threshold of the brake light in the vehicle based on the driving information includes the following steps: Step 21: Compare the vehicle speed with the pre-set speed critical value, select the corresponding vehicle speed compensation model based on the comparison result, and input the vehicle speed into the vehicle speed compensation model to determine the vehicle speed compensation coefficient; Step 22: Obtain the reference deceleration threshold, and adjust the reference deceleration threshold based on the vehicle speed compensation coefficient to obtain the triggering deceleration threshold.

[0056] Among them, the pre-set speed critical value can be the pre-set compensation vehicle speed threshold. A vehicle speed compensation model can be pre-set for the range greater than the pre-set speed critical value, and a vehicle speed compensation model can be pre-set for the range less than the pre-set speed critical value. The vehicle speed compensation model is a digital mapping model (such as a non-linear model) and can be obtained by fitting.

[0057] Specifically, in step 21, the vehicle speed can be compared with a preset speed threshold to determine whether the vehicle speed is in a range greater than the preset speed threshold or less than the preset speed threshold. Further, according to the range where the vehicle speed is located, a corresponding vehicle speed compensation model can be selected, and the vehicle speed is input into the vehicle speed compensation model to calculate a vehicle speed compensation coefficient. As shown in the following formula: , ; , ; In the formula, is the preset speed threshold, which can be obtained through calibration, and respectively represent the vehicle speed compensation coefficient calculated by the linear model used when the speed is greater than the preset speed threshold and the vehicle speed compensation coefficient calculated by the linear model used when the speed is less than the preset speed threshold, is the vehicle speed.

[0058] Through the above method, when the vehicle speed is greater than the preset speed threshold, a vehicle speed compensation coefficient greater than 1 can be calculated, and when the vehicle speed is less than the preset speed threshold, a vehicle speed compensation coefficient less than 1 can be calculated.

[0059] After obtaining the vehicle speed compensation coefficient, in step 22, a reference deceleration threshold can be obtained. The reference deceleration threshold can be a pre-set deceleration threshold, and then the reference deceleration threshold can be adjusted using the vehicle speed compensation coefficient to obtain a trigger deceleration threshold.

[0060] For example, multiply the vehicle speed compensation coefficient by the reference deceleration threshold to increase the reference deceleration threshold when the vehicle speed is greater than the preset speed threshold and decrease the reference deceleration threshold when the vehicle speed is less than the preset speed threshold. Through this method, the deceleration threshold can be dynamically adjusted in real time according to the vehicle speed, which can turn on the brake light in advance when the vehicle speed is high to timely remind the following vehicle, and avoid frequently turning on the brake light when the vehicle speed is slow, while improving driving safety and reducing the risk of rear-end accidents.

[0061] In the embodiments of the present application, considering that in addition to the vehicle speed affecting the vehicle braking efficiency, the slope of the road surface where the vehicle is located and the vehicle load also affect the vehicle braking efficiency, therefore, the reference deceleration threshold can also be adjusted by the vehicle speed, the slope of the road surface and the vehicle load to obtain a trigger deceleration threshold.

[0062] In another specific embodiment, the driving information includes vehicle speed, slope angle, vehicle load and road surface friction coefficient. Determining the trigger deceleration threshold of the brake light in the vehicle based on the driving information includes the following steps: Step 31: Obtain the reference deceleration threshold; Step 32: Determine the deceleration compensation amount based on the slope angle, vehicle load, and road surface friction coefficient; Step 33: Adjust the reference deceleration threshold based on the vehicle speed, and compensate the adjusted reference deceleration threshold based on the deceleration compensation amount to obtain the trigger deceleration threshold.

[0063] Among them, the road surface friction coefficient can be determined based on the road surface type of the road where the vehicle is located. Exemplarily, the road surface image can be collected by an in-vehicle camera, the road surface type can be analyzed based on the collected road surface image, and then the road surface friction coefficient corresponding to the road surface type can be determined.

[0064] Specifically, in Steps 31 - 32, the reference deceleration threshold can be obtained first, and then the slope angle, vehicle load, and road surface friction coefficient of the road where the vehicle is located are substituted into a pre-fitted mapping model to calculate the deceleration compensation amount. As shown in the following formula: ; In the formula, is the deceleration compensation amount; is the slope term coefficient, is the slope angle; is the load factor, which can be determined based on the vehicle load and is used to fuse the coupling effect of the load and the road surface friction; is the road surface friction coefficient.

[0065] After obtaining the deceleration compensation amount, further, in Step 33, the reference deceleration threshold can be adjusted by the vehicle speed first, as shown in the following formula: ; In the formula, is the adjusted reference deceleration threshold, is the reference deceleration threshold; is the speed term coefficient, which is used to control the intensity of the speed influence and can be determined by fitting experimental data; is the speed decay factor, which is used to adjust the decay rate with the change of speed and can be determined by fitting experimental data; is the vehicle speed.

[0066] Further, the deceleration compensation amount can be added to the adjusted reference deceleration threshold to obtain the trigger deceleration threshold, as shown in the following formula: ; In the formula, is the trigger deceleration threshold.

[0067] In the above steps 31-33, by adjusting the reference deceleration threshold according to the vehicle speed, vehicle load, slope angle, and road surface friction coefficient, the influence of the vehicle speed, slope angle, and vehicle load on the vehicle braking efficiency can be further considered. By dynamically adjusting the deceleration threshold, the effect of triggering the brake light to light up in advance in the high-speed scenario and reducing the number of false triggers of the brake light in the low-speed scenario can be further improved.

[0068] In the embodiment of the present application, before dynamically adjusting the reference deceleration threshold using the vehicle speed in the above process, a moving average filter can also be used to process the current vehicle speed to ensure the accuracy of the real-time vehicle speed.

[0069] For example, the vehicle speeds at the previous N (such as 9) moments before the current moment can be used, and the sum average is taken together with the vehicle speed at the current moment, and the average value is used as the final vehicle speed at the current moment. Subsequently, the averaged vehicle speed can be used in the process of calculating the trigger deceleration threshold. The moving average can refer to the following formula: ; In the formula, is the averaged vehicle speed, is the number of real-time vehicle speeds used for the moving average, is the th vehicle speed.

[0070] S120. Based on the driving information, the current deceleration, and the trigger deceleration threshold, determine whether the vehicle meets the preset brake light lighting condition.

[0071] Specifically, after calculating the current deceleration and the trigger deceleration threshold, some data in the driving information, as well as the current deceleration and the trigger deceleration threshold, can be combined to determine whether the vehicle meets the preset brake light lighting condition.

[0072] Exemplarily, it can be determined whether the current deceleration is greater than the trigger deceleration threshold, and in combination with the throttle opening or motor torque in the driving information, it is determined whether the vehicle meets the preset brake light lighting condition.

[0073] In a specific implementation manner, the driving information includes motor torque, throttle opening, and throttle release rate. Based on the driving information, the current deceleration, and the trigger deceleration threshold, determining whether the vehicle meets the preset brake light lighting condition includes: If the current deceleration is greater than the trigger deceleration threshold and the motor torque is less than the preset torque threshold, it is determined that the vehicle meets the preset brake light lighting condition; Or, if the current deceleration is greater than the trigger deceleration threshold and the throttle release rate is greater than the preset release rate threshold, it is determined that the vehicle meets the preset brake light lighting condition; Alternatively, if the current deceleration is greater than the trigger deceleration threshold and the throttle opening is equal to the preset opening, it is determined that the vehicle meets the preset brake light lighting condition.

[0074] Among them, the preset torque threshold can be a torque critical value set in advance indicating that the vehicle is in a deceleration state or a downhill coasting state, such as -20 Nm. The preset release rate threshold can be a throttle pedal release rate critical value set in advance indicating that the user actively decelerates, such as 50% / s (releasing 50% of the pedal opening per second). The preset opening can be an opening set in advance indicating that the driver completely releases the throttle pedal, such as 0%.

[0075] In the embodiments of the present application, the throttle release rate can be calculated from the throttle opening. For example, based on the change in the throttle opening between the current moment and the previous moment, combined with the sampling time interval, the throttle release rate can be calculated. As shown in the following formula: ; In the formula, is the throttle release rate, is the change in the throttle opening between two moments, is the sampling time interval. The unit of is % / s.

[0076] Specifically, when the current deceleration is greater than the trigger deceleration threshold and the motor torque is less than the preset torque threshold, it can be determined that the vehicle is in a deceleration state in the driver's active deceleration or downhill scenario, and then it is determined that the vehicle meets the preset brake light lighting condition. Alternatively, when the current deceleration is greater than the trigger deceleration threshold and the throttle release rate is greater than the preset release rate threshold, it can be determined that the vehicle is in a deceleration state in the driver's active deceleration scenario, and then it is determined that the vehicle meets the preset brake light lighting condition. Alternatively, when the current deceleration is greater than the trigger deceleration threshold and the throttle opening is equal to the preset opening, it can be determined that the vehicle is in a deceleration state in the long downhill scenario, and then it is determined that the vehicle meets the preset brake light lighting condition.

[0077] Exemplarily, that the vehicle meets the preset brake light lighting condition can be expressed by the following formula: ; In the formula, is the current deceleration, is the trigger deceleration threshold, is the motor torque, is the throttle release rate, is the throttle opening.

[0078] Through the above embodiments, it is possible to fuse multiple signals such as throttle opening, current deceleration, motor torque, and throttle release rate to realize the condition judgment for triggering the brake light. Compared with only relying on deceleration to trigger the brake light to light up, it can further improve the accuracy of the brake light lighting, and can trigger the brake light in time in scenarios such as long downhill and emergency avoidance to remind the following vehicle to keep a safe distance.

[0079] S130. In response to the vehicle satisfying the preset brake light lighting condition, control the brake light to light up.

[0080] Specifically, if it is detected that the vehicle satisfies the preset brake light lighting condition, the brake light can be controlled to light up. In addition, considering that when the driver suddenly releases the throttle, there may be a situation where the current deceleration fails to reach the trigger deceleration threshold in time due to reasons such as slippery road surface. Therefore, in this case, the brake light can also be pre-triggered in time to remind the following vehicle to keep a safe distance. It is also possible to judge whether the brake light needs to be pre-lit when the vehicle does not satisfy the preset brake light lighting condition, so as to remind the following vehicle in time in the emergency avoidance scenario.

[0081] In some embodiments, after judging whether the vehicle satisfies the preset brake light lighting condition, it further includes: If the vehicle does not satisfy the preset brake light lighting condition, then when the throttle release rate is greater than the preset release rate threshold, control the brake light to be pre-lit; during the process that the pre-lighting duration of the brake light does not reach the set duration, re-obtain the current deceleration of the vehicle. If the new current deceleration is greater than the trigger deceleration threshold, control the brake light to light up.

[0082] Specifically, if the vehicle does not satisfy the above preset brake light lighting condition, it can continue to judge whether the throttle release rate of the vehicle is greater than the preset release rate threshold. If so, it means that the driver has a deceleration intention. At this time, the brake light can be controlled to be pre-lit, and the pre-lighting duration is the set duration.

[0083] After controlling the brake light to be pre-lit, during the process that the pre-lighting duration of the brake light does not reach the set duration, re-obtain the current deceleration of the vehicle and continuously judge whether the current deceleration is greater than the trigger deceleration threshold. If not, the brake light can be turned off after the pre-lighting duration of the brake light reaches the set duration. If so, it means that the vehicle is in a deceleration state, and the brake light can be controlled to light up.

[0084] Through the above embodiments, it is possible to trigger the brake light to light up in advance when the driver suddenly releases the throttle but the current deceleration does not reach the trigger deceleration threshold due to reasons such as slippery road surface, and can realize the timely pre-triggering of the brake light in the emergency avoidance scenario, remind the following vehicle to keep a safe distance, and further improve driving safety.

[0085] Exemplarily,Figure 2 This is a control schematic diagram of brake light lighting provided by an embodiment of the present application. As Figure 2 shown, first, data such as vehicle speed, throttle opening, and motor torque can be obtained, and the throttle pedal rate, current deceleration, and trigger deceleration threshold are calculated.

[0086] Furthermore, when the current deceleration is greater than the trigger deceleration threshold and the motor torque is less than the preset torque threshold, the brake light is lit. When the current deceleration is greater than the trigger deceleration threshold and the throttle release rate is greater than the preset release rate threshold, the brake light is lit. When the current deceleration is greater than the trigger deceleration threshold and the throttle opening is equal to the preset opening, the brake light is lit.

[0087] And, when none of the above conditions are met, if the throttle release rate is greater than the preset release rate threshold, the brake light can be lit for 0.5 s. If the current deceleration is greater than the trigger deceleration threshold within 0.5 s, the brake light can be lit.

[0088] The control method of the vehicle brake light provided by the embodiment of the present application obtains the driving information of the vehicle, determines the current deceleration of the vehicle and the trigger deceleration threshold of the brake light through the driving information, and then judges whether the vehicle meets the preset brake light lighting condition according to the driving information, current deceleration, and trigger deceleration threshold. In response to the vehicle meeting the preset brake light lighting condition, the brake light is controlled to be lit, realizing accurate triggering of the brake light lighting when the vehicle decelerates due to kinetic energy recovery, and timely reminding the following vehicle. This method dynamically determines the trigger deceleration threshold through the vehicle driving information, can adjust the size of the deceleration threshold according to the actual situation, thereby reducing the number of false brake light illuminations in low-speed scenarios, and triggering the brake light in advance in high-speed scenarios to fully prompt the following vehicle to keep a safe distance. And, this method combines the driving information and the current deceleration to judge whether to trigger the lighting of the brake light, can accurately trigger the lighting of the brake light under various working conditions of deceleration due to kinetic energy recovery, improve driving safety, and reduce the risk of rear-end accidents. In addition, this method does not require additional hardware costs, can utilize the detection data of existing vehicle sensors, can accurately trigger the brake light under various driving working conditions of deceleration due to kinetic energy recovery, improves driving safety, and reduces the occurrence risk of rear-end accidents.

[0089] Figure 3 This is a structural schematic diagram of an electronic device provided by an embodiment of the present application. As Figure 3 shown, the electronic device 400 includes one or more processors 401 and a memory 402.

[0090] The processor 401 can be a central processing unit (CPU) or other forms of processing units with data processing capabilities and / or instruction execution capabilities, and can control other components in the electronic device 400 to perform desired functions.

[0091] The memory 402 may include one or more computer program products, and the computer program products may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory, etc. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage media, and the processor 401 may run the program instructions to implement the control method of the vehicle brake light in any embodiment of the present application described above and / or other desired functions. Various contents such as initial external parameters, thresholds, etc. may also be stored in the computer-readable storage media.

[0092] In one example, the electronic device 400 may further include: an input device 403 and an output device 404, and these components are interconnected through a bus system and / or other forms of connection mechanisms (not shown). The input device 403 may include, for example, a keyboard, a mouse, etc. The output device 404 may output various information to the outside, including warning prompt information, braking force, etc. The output device 404 may include, for example, a display, a speaker, a printer, and a communication network and its connected remote output devices, etc.

[0093] Of course, for simplicity, Figure 3 only some of the components related to the present application in the electronic device 400 are shown, and components such as buses, input / output interfaces, etc. are omitted. In addition, according to specific application scenarios, the electronic device 400 may further include any other appropriate components.

[0094] In addition to the above methods and devices, the embodiments of the present application may also be computer program products, which include computer program instructions, and when the computer program instructions are run by a processor, the processor is caused to execute the steps of the control method of the vehicle brake light provided in any embodiment of the present application.

[0095] The computer program products may be written in any combination of one or more programming languages to write program codes for performing the operations of the embodiments of the present application. The programming languages include object-oriented programming languages, such as Java, C++, etc., and also include conventional procedural programming languages, such as the "C" language or similar programming languages. The program codes may be executed entirely on the user computing device, partially on the user device, executed as an independent software package, partially on the user computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0096] In addition, an embodiment of the present application may also be a computer-readable storage medium storing computer program instructions, which, when run by a processor, cause the processor to execute the steps of the method for controlling a vehicle brake light provided in any embodiment of the present application.

[0097] The computer-readable storage medium may adopt any combination of one or more readable media. The readable media may be a readable signal medium or a readable storage medium. The readable storage medium may, for example, include but is not limited to an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above. More specific examples (a non-exhaustive list) of the readable storage medium include: an electrical connection with one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0098] It should be noted that the terms used in the present application are only for describing specific embodiments and do not limit the scope of the present application. As shown in the specification and claims of the present application, unless the context clearly indicates an exception, words such as "a", "an", "one", and / or "the" are not specifically singular and may also include the plural. The term "comprising", "including", or any other variant thereof is intended to cover non-exclusive inclusion, such that a process, method, or device including a series of elements not only includes those elements but also includes other elements not explicitly listed, or further includes elements inherent to such a process, method, or device. Without further limitation, an element defined by the statement "including one..." does not exclude the existence of additional identical elements in the process, method, or device including the element.

[0099] It should also be noted that the orientation or positional relationship indicated by terms such as "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", 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 thus cannot be understood as a limitation to the present application. Unless otherwise clearly specified and limited, terms such as "installed", "connected", "connected to", etc. should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and may be the internal communication of two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood in specific cases.

[0100] In this text, specific examples are used to elaborate on the principles and implementation manners of the present application. The description of the above embodiments is only used to help understand the method and its core idea of the present application. The above is only the preferred implementation manner of the present application. It should be noted that due to the limited nature of written expression and the objectively infinite specific structures, for those of ordinary skill in the art, without departing from the principles of the present application, several improvements, embellishments or changes can be made, or the above technical features can be combined in an appropriate manner; these improvements, embellishments, changes or combinations, or directly applying the inventive concept and technical solution to other occasions without improvement, shall all be regarded as the protection scope of the present application.

Claims

1. A control method for a vehicle brake light, characterized in that, Including: Obtain the driving information of the vehicle, and determine the current deceleration of the vehicle and the triggering deceleration threshold of the brake lights in the vehicle based on the driving information; Based on the driving information, the current deceleration, and the triggering deceleration threshold, determine whether the vehicle meets the preset brake light lighting condition; In response to the vehicle meeting the preset brake light lighting condition, control the brake lights to light up.

2. The control method of the vehicle brake lamp according to claim 1, wherein The driving information includes deceleration data measured by an inertial measurement unit, motor power, and vehicle wheel speed. Determining the current deceleration of the vehicle based on the driving information includes: Determine the measured deceleration based on the deceleration data, determine the derived deceleration based on the motor power, and determine the predicted deceleration according to the vehicle wheel speed; Based on the measured deceleration, the derived deceleration, and the predicted deceleration, determine the current deceleration of the vehicle.

3. The control method of the vehicle brake lamp according to claim 2, characterized in that, The driving information further includes vehicle speed. Determining the current deceleration of the vehicle based on the measured deceleration, the derived deceleration, and the predicted deceleration includes: Determine a first difference between the measured deceleration and the derived deceleration, and determine a second difference between the measured deceleration and the predicted deceleration; Determine the maximum difference between the first difference and the second difference, and adjust the maximum difference based on the vehicle speed; Judge whether the maximum difference is less than or equal to a preset difference threshold. If so, use the measured deceleration as the current deceleration.

4. The control method of a vehicle brake light according to claim 3, wherein, After judging whether the maximum difference is lower than the preset difference threshold, it further includes: If the maximum difference is greater than the preset difference threshold, judge whether the measured deceleration, the derived deceleration, and the predicted deceleration are the same; If there are two identical decelerations, determine the current deceleration based on the two identical decelerations. Otherwise, weight the measured deceleration, the derived deceleration, and the predicted deceleration to obtain the current deceleration.

5. The control method of the vehicle brake lamp according to claim 4, characterized in that, Weighting the measured deceleration, the derived deceleration, and the predicted deceleration to obtain the current deceleration includes: Send a fault code to the cloud to obtain the measured compensation parameter, the derived compensation parameter, and the predicted compensation parameter feedback by the cloud; Based on the measured compensation parameter, the derived compensation parameter, and the predicted compensation parameter, determine the measured value weight, the derived value weight, and the predicted value weight; Based on the measured value weight, the derived value weight, and the predicted value weight, weight the measured deceleration, the derived deceleration, and the predicted deceleration to obtain the current deceleration.

6. The control method of the vehicle brake lamp according to claim 1, characterized in that, The driving information includes vehicle speed. Determining the triggering deceleration threshold of the brake lights in the vehicle based on the driving information includes: Compare the vehicle speed with a preset speed critical value, select a corresponding vehicle speed compensation model based on the comparison result, and input the vehicle speed into the vehicle speed compensation model to determine the vehicle speed compensation coefficient; Obtain a reference deceleration threshold, and adjust the reference deceleration threshold based on the vehicle speed compensation coefficient to obtain the triggering deceleration threshold.

7. The control method of the vehicle brake light according to claim 1, wherein The driving information includes vehicle speed, slope angle, vehicle load, and road surface friction coefficient. Determining the triggering deceleration threshold of the brake lights in the vehicle based on the driving information includes: Obtaining a reference deceleration threshold; Determining a deceleration compensation amount based on the slope angle, the vehicle load, and the road surface friction coefficient; Adjusting the reference deceleration threshold based on the vehicle speed, and compensating the adjusted reference deceleration threshold based on the deceleration compensation amount to obtain the triggering deceleration threshold.

8. The control method of a vehicle brake light according to claim 1, characterized in that, The driving information includes motor torque, throttle opening, and throttle release rate. Judging whether the vehicle meets the preset brake light lighting condition based on the driving information, the current deceleration, and the triggering deceleration threshold includes: If the current deceleration is greater than the triggering deceleration threshold, and the motor torque is less than a preset torque threshold, it is determined that the vehicle meets the preset brake light lighting condition; Or, if the current deceleration is greater than the triggering deceleration threshold, and the throttle release rate is greater than a preset release rate threshold, it is determined that the vehicle meets the preset brake light lighting condition; Or, if the current deceleration is greater than the triggering deceleration threshold, and the throttle opening is equal to a preset opening, it is determined that the vehicle meets the preset brake light lighting condition.

9. The control method of a vehicle brake light according to claim 8, characterized in that, After judging whether the vehicle meets the preset brake light lighting condition, it further includes: If the vehicle does not meet the preset brake light lighting condition, when the throttle release rate is greater than a preset release rate threshold, controlling the brake lights to be pre-lit; During the process that the pre-lighting duration of the brake lights does not reach the set duration, re-obtaining the current deceleration of the vehicle. If the new current deceleration is greater than the triggering deceleration threshold, controlling the brake lights to be lit.

10. An electronic device, characterized in that, The electronic device includes: A processor and a memory; The processor is configured to execute the steps of the control method of the vehicle brake lights according to any one of claims 1 to 9 by calling a program or instruction stored in the memory.

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