Vehicle brake light control method and electronic device

Abstract

The present application provides a method and electronic device for controlling vehicle brake lights. The method obtains driving information of the vehicle, determines the current deceleration of the vehicle and the triggering deceleration threshold of the brake lights through the driving information, and then determines whether the vehicle meets the preset brake light lighting conditions based on the driving information, the current deceleration and the triggering deceleration threshold. If the conditions are met, the brake lights are controlled to light up, so as to accurately trigger the brake lights to light up when the vehicle decelerates due to kinetic energy recovery, and promptly alert the following vehicles. The method can adjust the size of the deceleration threshold according to actual conditions, thereby reducing the number of incorrect brake light lighting in low-speed scenarios, and trigger the brake lights in advance in high-speed scenarios to fully prompt the following vehicles to keep a safe distance. In addition, the method combines the driving information and the current deceleration to determine whether to trigger the brake lights to light up. It can accurately trigger the brake lights to light up under various working conditions of deceleration due to kinetic energy recovery, thereby improving driving safety and reducing the risk of rear-end collisions.

Description

Technical Field

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

[0002] In the field of new energy vehicles, kinetic energy recovery systems are a key technology for improving energy efficiency and extending driving range. However, when a vehicle decelerates rapidly due to kinetic energy recovery, traditional braking signals are not triggered, and the brake lights fail to illuminate. This makes it difficult for vehicles behind to detect the deceleration status of the vehicle ahead, increasing the risk of rear-end collisions. To address this issue, related technologies use deceleration to trigger the brake lights, triggering them when the deceleration exceeds a threshold.

[0003] However, the trigger signal in the above method is single and only relies on a single fixed deceleration threshold. It cannot distinguish between kinetic energy recovery and coasting deceleration, which can easily lead to false triggering or delay of the brake lights. In addition, the above method will frequently turn on the lights during low-speed light recovery, such as following a car in congestion, 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 vehicle brake light control method and electronic device to solve the problems of false triggering, delayed triggering and overly frequent triggering caused by a single trigger signal and reliance on a single fixed deceleration threshold.

[0005] An embodiment of the present application provides a method for controlling a vehicle brake light, the method comprising:

[0006] Acquiring driving information of a vehicle, and determining a current deceleration of the vehicle and a triggering deceleration threshold of a brake light in the vehicle based on the driving information;

[0007] Based on the driving information, the current deceleration, and the trigger deceleration threshold, determining whether the vehicle meets a preset brake light lighting condition;

[0008] In response to the vehicle satisfying the preset brake light lighting condition, the brake light is controlled to be illuminated.

[0009] Optionally, the driving information includes deceleration data measured by an inertial measurement unit, motor power, and vehicle wheel speed, and determining the current deceleration of the vehicle based on the driving information includes:

[0010] 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;

[0011] A current deceleration of the vehicle is determined based on the measured deceleration, the derived deceleration, and the predicted deceleration.

[0012] Optionally, the driving information further includes vehicle speed, and determining a current deceleration of the vehicle based on the measured deceleration, the derived deceleration, and the predicted deceleration includes:

[0013] determining a first difference between the measured deceleration and the derived deceleration, and determining a second difference between the measured deceleration and the predicted deceleration;

[0014] determining a maximum gap between the first gap and the second gap, and adjusting the maximum gap based on the vehicle speed;

[0015] It is determined whether the maximum difference is less than or equal to a preset difference threshold; if so, the measured deceleration is used as the current deceleration.

[0016] Optionally, after determining whether the maximum gap is lower than a preset gap threshold, the method further includes:

[0017] If the maximum difference is greater than the preset difference threshold, determining whether the measured deceleration, the derived deceleration, and the predicted deceleration are the same;

[0018] If there are two identical decelerations, the current deceleration is determined based on the two identical decelerations; otherwise, the measured deceleration, the derived deceleration, and the predicted deceleration are weighted to obtain the current deceleration.

[0019] Optionally, weighting the measured deceleration, the derived deceleration, and the predicted deceleration to obtain the current deceleration includes:

[0020] Sending a fault code to the cloud to obtain measured compensation parameters, derived compensation parameters, and predicted compensation parameters fed back by the cloud;

[0021] Determining a measurement value weight, a derived value weight, and a predicted value weight based on the measurement compensation parameter, the derived compensation parameter, and the predicted compensation parameter;

[0022] The measured deceleration, the derived deceleration, and the predicted deceleration are weighted based on the measured value weight, the derived value weight, and the predicted value weight to obtain the current deceleration.

[0023] Optionally, the driving information includes vehicle speed, and determining a triggering deceleration threshold for a brake light in the vehicle based on the driving information includes:

[0024] comparing the vehicle speed with a preset speed threshold, selecting a corresponding vehicle speed compensation model based on the comparison result, inputting the vehicle speed into the vehicle speed compensation model, and determining a vehicle speed compensation coefficient;

[0025] A reference deceleration threshold is obtained, and the reference deceleration threshold is adjusted based on the vehicle speed compensation coefficient to obtain the trigger deceleration threshold.

[0026] Optionally, the driving information includes vehicle speed, slope angle, vehicle load, and road friction coefficient, and determining a triggering deceleration threshold for a brake light in the vehicle based on the driving information includes:

[0027] Get the baseline deceleration threshold;

[0028] determining a deceleration compensation amount based on the slope angle, the vehicle load, and the road friction coefficient;

[0029] The base deceleration threshold is adjusted based on the vehicle speed, and the adjusted base deceleration threshold is compensated based on the deceleration compensation amount to obtain the trigger deceleration threshold.

[0030] Optionally, 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 a preset brake light lighting condition includes:

[0031] If the current deceleration is greater than the trigger deceleration threshold, and the motor torque is less than the preset torque threshold, determining that the vehicle meets the preset brake light lighting condition;

[0032] Alternatively, if the current deceleration is greater than the trigger 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;

[0033] Alternatively, if the current deceleration is greater than the trigger 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.

[0034] Optionally, after determining whether the vehicle meets the preset brake light lighting condition, the method further includes:

[0035] If the vehicle does not meet the preset brake light lighting condition, controlling the brake light to be pre-lit when the accelerator release rate is greater than a preset release rate threshold;

[0036] When the pre-lighting time of the brake light does not reach the set time, the current deceleration of the vehicle is re-acquired, and if the new current deceleration is greater than the trigger deceleration threshold, the brake light is controlled to light up.

[0037] An embodiment of the present application further provides an electronic device, comprising:

[0038] processor and memory;

[0039] The processor is used to execute the steps of the vehicle brake light control method provided in any embodiment of the present application by calling the program or instructions stored in the memory.

[0040] An embodiment of the present application also provides a computer-readable storage medium, which stores a program or instruction, and the program or instruction enables a computer to execute the steps of the vehicle brake light control method provided in any embodiment of the present application.

[0041] In summary, the present application proposes a method for controlling vehicle brake lights. The method obtains vehicle driving information, determines the vehicle's current deceleration and the brake light triggering deceleration threshold through the driving information, and then determines whether the vehicle meets the preset brake light lighting conditions based on the driving information, the current deceleration and the triggering deceleration threshold. In response to the vehicle meeting the preset brake light lighting conditions, the brake lights are controlled to light up, so as to accurately trigger the brake lights to light up when the vehicle decelerates due to kinetic energy recovery, and timely remind the following vehicles. The method dynamically determines the triggering deceleration threshold through vehicle driving information, and can adjust the size of the deceleration threshold according to actual conditions, thereby reducing the number of false lighting of the brake lights in low-speed scenarios, and triggering the brake lights in advance in high-speed scenarios to fully remind the following vehicles to keep a safe distance. In addition, the method combines the driving information and the current deceleration to determine whether to trigger the brake lights. It can accurately trigger the brake lights to light up under various working conditions of deceleration due to kinetic energy recovery, thereby improving driving safety and reducing the risk of rear-end collisions. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the specific implementation methods of the present application or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the specific implementation methods or the description of the prior art. Obviously, the drawings described below are some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0043] Figure 1 This is a flow chart of a method for controlling a vehicle brake light provided by an embodiment of the present application;

[0044] Figure 2 This is a schematic diagram of controlling the lighting of a brake light provided in an embodiment of the present application;

[0045] Figure 3 This is a structural diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0046] The present application will be further described in detail below with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are merely for the purpose of explaining the relevant invention and are not intended to limit the invention. It should also be noted that, for ease of description, only portions relevant to the invention are shown in the accompanying drawings.

[0047] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0048] As mentioned in the background art, in order to solve the problems in the prior art, this application proposes a method for controlling a vehicle brake light. Figure 1 This 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:

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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:

[0054] 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;

[0055] Step 12: Determine the current deceleration of the vehicle based on the measured deceleration, the derived deceleration, and the predicted deceleration.

[0056] The deceleration data measured by the inertial measurement unit may include a deceleration measurement value, or may include a pitch angle of the vehicle.

[0057] 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:

[0058] ;

[0059] Where, To measure deceleration, is the vehicle speed, is the sampling interval, is the pitch angle, is the acceleration due to gravity (take 9.81 m / s 2 ).

[0060] In addition to determining the measured deceleration, in step 11, the vehicle deceleration can also be derived based on the motor power to obtain a derived deceleration. The derived deceleration can be understood as the vehicle's deceleration at the current moment derived from the power. This is shown in the following formula:

[0061] ;

[0062] Where, To derive the deceleration, is the motor power, which can be the real-time power value read by the motor controller. is the rolling resistance, is the air resistance, For vehicle load, is the vehicle speed.

[0063] Furthermore, the vehicle's deceleration at the current moment can be predicted by performing a differential calculation based on the vehicle's wheel speed to obtain a predicted deceleration, wherein the predicted deceleration can be understood as the vehicle's deceleration at the current moment predicted based on the vehicle's wheel speed.

[0064] After obtaining the measured deceleration, the derived deceleration, and the predicted deceleration, a final deceleration may be determined based on the measured deceleration, the derived deceleration, and the predicted deceleration in step 12 as the vehicle's current deceleration. For example, the measured deceleration, the derived deceleration, and the predicted deceleration may be combined to obtain the vehicle's current deceleration through a weighted method.

[0065] In steps 11 and 12 above, the vehicle's deceleration at the current moment can be determined separately through multiple source signals such as deceleration data, motor power, and vehicle wheel speed. The current deceleration is then determined by fusing the multi-signal data. This greatly reduces the deceleration error caused by measurement deviation, ensures the accuracy of the deceleration, and further improves the stability of the brake light control.

[0066] In an embodiment of the present application, a three-modal redundant architecture can also be set up, with the measured deceleration determined based on the deceleration data as the main channel signal, the derived deceleration determined based on the motor power as the first auxiliary channel signal, and 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 redundant verification between the main channel signal, the first auxiliary channel signal, and the second auxiliary channel signal.

[0067] Regarding step 12 above, in some embodiments, 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 the following steps:

[0068] Step 121: determining a first difference between the measured deceleration and the derived deceleration, and determining a second difference between the measured deceleration and the predicted deceleration;

[0069] Step 122: determining a maximum gap between the first gap and the second gap, and adjusting the maximum gap based on the vehicle speed;

[0070] Step 123: determine whether the maximum difference is less than or equal to a preset difference threshold; if so, use the measured deceleration as the current deceleration.

[0071] 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 the first gap between the main channel signal and the first auxiliary channel signal can be calculated; for example, the difference between the main channel signal and the first auxiliary channel signal can be calculated, and the ratio of the difference to the first auxiliary channel signal can be used as the first gap.

[0072] In addition, the measured deceleration can be used as the main channel signal and the predicted deceleration can be used as the second auxiliary channel signal to calculate the first gap between the main channel signal and the second auxiliary channel signal; for example, the difference between the main channel signal and the second auxiliary channel signal can be calculated, and the ratio of the difference to the second auxiliary channel signal can be used as the second gap.

[0073] Furthermore, in step 122 , the first gap and the second gap may be compared, and the maximum value between the first gap and the second gap may be used as the maximum gap, which may reflect the degree of deviation between the decelerations of the three channels.

[0074] After obtaining the maximum gap, the maximum gap can be compared with the preset gap threshold to facilitate the subsequent voting mechanism among the decelerations of the three channels to determine the current deceleration. It should be noted that in this embodiment of the present application, in order to cope with high-speed wind resistance disturbances, the maximum gap can also be adjusted according to the vehicle speed. When the vehicle speed is high, the threshold tolerance can be expanded by reducing the maximum gap.

[0075] For example, the maximum gap is adjusted based on the vehicle speed, and specifically the following formula may be satisfied:

[0076] ;

[0077] Where, is the maximum gap after adjustment, For the largest gap, is the vehicle speed.

[0078] 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 the 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.

[0079] In the above steps 121 to 123, the current deceleration is determined by taking 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 ensure the accuracy of the current deceleration; and the maximum gap is adjusted by the vehicle speed to achieve adaptive adjustment of the maximum gap, which can reduce the maximum gap 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, so as to further improve the accuracy of the current deceleration by combining the influence of wind resistance disturbance on deceleration under high-speed driving.

[0080] 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 initiated to determine whether the measured deceleration, the derived deceleration and the predicted deceleration are consistent, and then the current deceleration is determined based on the results of the consistency check.

[0081] Optionally, after determining whether the maximum gap is lower than a preset gap threshold, the following steps are further included:

[0082] Step 124: If the maximum difference is greater than the preset difference threshold, determine whether the measured deceleration, the derived deceleration, and the predicted deceleration are the same;

[0083] 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.

[0084] In step 124 , when the maximum difference is greater than the preset difference threshold, a consistency check may be performed to determine whether the measured deceleration, the derived deceleration, and the predicted deceleration are the same.

[0085] Furthermore, in step 125, if the consistency check results in two identical decelerations, the current deceleration may be determined using the same two decelerations. For example, if the measured deceleration is identical to the derived deceleration, both the measured deceleration and the derived deceleration may be used to determine the current deceleration; if the derived deceleration is identical to the predicted deceleration, both the derived deceleration and the predicted deceleration may be used to determine the current deceleration; and if the measured deceleration is identical to the predicted deceleration, both the measured deceleration and the predicted deceleration may be used to determine the current deceleration.

[0086] Furthermore, if the consistency check results show that the three decelerations are different, a safe mode strategy can be used to weight the measured, derived, and predicted decelerations to obtain the current deceleration. The measured, derived, and predicted decelerations each have a corresponding weight, which can be pre-set or issued by the cloud.

[0087] In one example, weighting the measured deceleration, the derived deceleration, and the predicted deceleration to obtain the current deceleration includes the following steps:

[0088] Step 1251: Send the fault code to the cloud to obtain the measured compensation parameters, derived compensation parameters, and predicted compensation parameters fed back by the cloud;

[0089] Step 1252: Determine the measurement value weight, the derived value weight, and the predicted value weight based on the measurement compensation parameter, the derived compensation parameter, and the predicted compensation parameter;

[0090] Step 1253: Based on the measured value weight, the derived value weight and the predicted value weight, the measured deceleration, the derived deceleration and the predicted deceleration are weighted to obtain the current deceleration.

[0091] Among them, in step 1251, when it is detected that the measured deceleration, the derived deceleration and the predicted deceleration are all different, a fault code can be sent to the cloud via OTA to obtain the measured compensation parameters, the derived compensation parameters and the predicted compensation parameters sent by the cloud.

[0092] Among them, the measurement compensation parameter is a parameter for compensating the weight corresponding to the measured deceleration, the derivation compensation parameter is a parameter for compensating the weight corresponding to the derived deceleration, and the prediction compensation parameter is a parameter for compensating the weight corresponding to the predicted deceleration.

[0093] For example, 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 measured compensation parameters, derived compensation parameters and predicted compensation parameters.

[0094] After obtaining the measurement compensation parameters, derived compensation parameters and predicted compensation parameters sent from the cloud, in step 1252, the weights corresponding to the measured deceleration, derived deceleration and predicted deceleration can be compensated respectively by using the measurement compensation parameters, derived compensation parameters and predicted compensation parameters to obtain the measured value weight, derived value weight and predicted value weight.

[0095] Furthermore, in step 1253, the measured deceleration, the derived deceleration, and the predicted deceleration may be weighted using the measured value weight, the derived value weight, and the predicted value weight to obtain the current deceleration, as shown in the following formula:

[0096] ;

[0097] Where, is the current deceleration, 、 、 They are measured deceleration, derived deceleration and predicted deceleration, 、 、 They are the measured value weight, the derived value weight and the predicted value weight respectively.

[0098] Through the above implementation, when the deceleration differences among the three channels are large and different, the safety mode strategy can be activated, and the decelerations of the three channels can be weighted by dynamically corrected weights to obtain an accurate current deceleration, thereby ensuring the reliability of subsequent deceleration-based judgment on whether to trigger the brake light.

[0099] In the embodiment of the present application, in addition to determining the current deceleration based on the vehicle's driving information, the brake light triggering deceleration threshold can also be determined in real time based on the vehicle's driving information. The triggering deceleration threshold can be understood as the deceleration threshold that triggers the brake light to illuminate.

[0100] For example, a pre-set deceleration threshold can be obtained, and then the base deceleration threshold can be adjusted based on vehicle speed in driving information to obtain the trigger deceleration threshold, thereby achieving dynamic determination of the trigger deceleration threshold. By dynamically and adaptively adjusting the base deceleration threshold based on vehicle speed, the base deceleration threshold can be lowered at high speeds, causing the brake lights to illuminate earlier, compensating for the driver's reaction time and ensuring a safe distance from the following vehicle. The base deceleration threshold can also be raised at low speeds to prevent frequent brake light illumination, thereby preventing the kinetic energy recovery system from frequently triggering the brake lights, which could cause misunderstandings among following vehicles and affect traffic safety.

[0101] In a specific embodiment, the driving information includes vehicle speed, and determining a triggering deceleration threshold for a brake light in the vehicle based on the driving information includes the following steps:

[0102] Step 21: Compare the vehicle speed with a preset speed threshold, select a corresponding speed compensation model based on the comparison result, input the vehicle speed into the speed compensation model, and determine a speed compensation coefficient;

[0103] Step 22: Obtain a reference deceleration threshold, and adjust the reference deceleration threshold based on the vehicle speed compensation coefficient to obtain a trigger deceleration threshold.

[0104] The preset speed threshold may be a preset compensation speed threshold. A speed compensation model may be pre-set for a range greater than the preset speed threshold, and another speed compensation model may be pre-set for a range less than the preset speed threshold. The speed compensation model is a digital mapping model (e.g., a nonlinear model) that may be obtained through fitting.

[0105] Specifically, in step 21, the vehicle speed can be compared with a preset speed threshold to determine whether the vehicle speed is within a range greater than or less than the preset speed threshold. Furthermore, a corresponding speed compensation model can be selected based on the range of the vehicle speed, and the vehicle speed can be input into the speed compensation model to calculate the speed compensation coefficient. This is shown in the following formula:

[0106] , ;

[0107] , ;

[0108] Where, is the preset speed critical value, which can be obtained through calibration. and represent the speed compensation coefficient calculated by the linear model when the speed is greater than the preset speed threshold, and the speed compensation coefficient calculated by the linear model when the speed is less than the preset speed threshold, respectively. is the vehicle speed.

[0109] By the above method, when the vehicle speed is greater than the preset speed critical value, a vehicle speed compensation coefficient greater than 1 can be calculated, and when the vehicle speed is less than the preset speed critical value, a vehicle speed compensation coefficient less than 1 can be calculated.

[0110] 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. The vehicle speed compensation coefficient can then be used to adjust the reference deceleration threshold to obtain a trigger deceleration threshold.

[0111] For example, the speed compensation factor is multiplied by the baseline deceleration threshold to increase the baseline deceleration threshold when the vehicle speed exceeds a preset speed threshold, and decrease it when the vehicle speed is below the preset speed threshold. This approach dynamically adjusts the deceleration threshold based on real-time vehicle speed, enabling the brake lights to illuminate earlier at high speeds to alert following vehicles, while minimizing frequent brake light activation at slower speeds. This improves driving safety while reducing the risk of rear-end collisions.

[0112] In the embodiment of the present application, considering that in addition to the vehicle speed affecting the vehicle braking efficiency, the slope of the road on which the vehicle is located and the vehicle load will also affect the vehicle braking efficiency, the baseline deceleration threshold can also be adjusted according to the vehicle speed, the slope of the road and the vehicle load to obtain the trigger deceleration threshold.

[0113] In another specific embodiment, the driving information includes vehicle speed, slope angle, vehicle load, and road friction coefficient, and determining a triggering deceleration threshold for a brake light in the vehicle based on the driving information includes the following steps:

[0114] Step 31: Obtain a reference deceleration threshold;

[0115] Step 32: Determine a deceleration compensation amount based on the slope angle, vehicle load, and road friction coefficient;

[0116] Step 33: Adjust the base deceleration threshold based on the vehicle speed, and compensate the adjusted base deceleration threshold based on the deceleration compensation amount to obtain a trigger deceleration threshold.

[0117] The road friction coefficient can be determined based on the road type of the vehicle. For example, a road image can be captured by a vehicle-mounted camera, and the road type can be analyzed based on the captured road image to determine the road friction coefficient corresponding to the road type.

[0118] Specifically, in steps 31 and 32, the baseline deceleration threshold can be obtained first, and then the slope angle of the road on which the vehicle is located, the vehicle load, and the road friction coefficient are substituted into the pre-fitted mapping model to calculate the deceleration compensation amount. It is shown in the following formula:

[0119] ;

[0120] Where, is the deceleration compensation amount; is the slope coefficient, is the slope angle; is the load factor, which can be determined based on the vehicle load and is used to integrate the coupling effect of load and road friction; is the road friction coefficient.

[0121] After obtaining the deceleration compensation amount, further, in step 33, the reference deceleration threshold may be adjusted according to the vehicle speed, as shown in the following formula:

[0122] ;

[0123] Where, is the adjusted baseline deceleration threshold, is the baseline deceleration threshold; is the velocity term coefficient, which is used to control the intensity of velocity influence and can be determined by fitting experimental data; is the speed attenuation factor, which is used to adjust the attenuation rate that changes with speed and can be determined by fitting experimental data; is the vehicle speed.

[0124] Furthermore, the deceleration compensation amount can be added to the adjusted baseline deceleration threshold to obtain the trigger deceleration threshold, as shown in the following formula:

[0125] ;

[0126] Where, The deceleration threshold is triggered.

[0127] In the above steps 31 to 33, the baseline deceleration threshold is adjusted according to the vehicle speed, vehicle load, slope angle and road friction coefficient. This can further take into account the impact of vehicle speed, slope angle and vehicle load on vehicle braking efficiency. By dynamically adjusting the deceleration threshold, the effect of triggering the brake lights in advance in high-speed scenarios and reducing the number of false triggering of the brake lights in low-speed scenarios can be further improved.

[0128] In an embodiment of the present application, before using the vehicle speed to dynamically adjust the reference deceleration threshold in the above process, a sliding average filter may be used to process the current vehicle speed to ensure the accuracy of the real-time vehicle speed.

[0129] For example, the vehicle speed at the N (e.g., 9) moments before the current moment can be used to sum and average the vehicle speed at the current moment, and the average value can be used as the final vehicle speed at the current moment. The average vehicle speed can be used in the subsequent calculation of the deceleration threshold. The sliding average can refer to the following formula:

[0130] ;

[0131] Where, is the average vehicle speed, is the number of real-time vehicle speeds used for sliding average, For the Vehicle speed.

[0132] S120: Based on the driving information, the current deceleration, and the triggering deceleration threshold, determine whether the vehicle meets the preset brake light lighting condition.

[0133] Specifically, after calculating the current deceleration and the trigger deceleration threshold, it is possible to combine some data in the driving information, as well as the current deceleration and the trigger deceleration threshold to determine whether the vehicle meets the preset brake light lighting conditions.

[0134] For example, it is possible to determine whether the current deceleration is greater than a trigger deceleration threshold, and to determine whether the vehicle meets the preset brake light lighting conditions in combination with the throttle opening or motor torque in the driving information.

[0135] In a specific embodiment, the driving information includes motor torque, throttle opening, and throttle release rate. Based on the driving information, current deceleration, and trigger deceleration threshold, determining whether the vehicle meets the preset brake light lighting conditions includes:

[0136] 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;

[0137] Alternatively, if the current deceleration is greater than the trigger 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;

[0138] Alternatively, if the current deceleration is greater than the trigger 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.

[0139] The preset torque threshold can be a preset torque threshold 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 preset accelerator pedal release rate threshold indicating user-initiated deceleration, such as 50% / s (releasing 50% of the pedal opening per second). The preset opening degree can be a preset opening degree indicating that the driver has completely released the accelerator pedal, such as 0%.

[0140] In the embodiment of the present application, the throttle release rate can be calculated by the throttle opening. For example, the throttle release rate can be calculated based on the throttle opening change between the current moment and the previous moment, combined with the sampling time interval. It is shown in the following formula:

[0141] ;

[0142] Where, is the throttle release rate, is the change in throttle opening between two moments, is the sampling time interval. The unit is % / s.

[0143] Specifically, if the current deceleration is greater than the trigger deceleration threshold and the motor torque is less than a preset torque threshold, the vehicle can be determined to be in a deceleration state due to driver-initiated deceleration or a downhill scenario, and the vehicle can be determined to have met the preset brake light lighting conditions. Alternatively, if the current deceleration is greater than the trigger deceleration threshold and the throttle release rate is greater than a preset release rate threshold, the vehicle can be determined to be in a deceleration state due to driver-initiated deceleration, and the vehicle can be determined to have met the preset brake light lighting conditions. Alternatively, if the current deceleration is greater than the trigger deceleration threshold and the throttle opening is equal to a preset opening, the vehicle can be determined to be in a deceleration state due to a long downhill scenario, and the vehicle can be determined to have met the preset brake light lighting conditions.

[0144] For example, the vehicle meets the preset brake light lighting condition, which can be expressed by the following formula:

[0145] ;

[0146] Where, is the current deceleration, To trigger the deceleration threshold, is the motor torque, is the throttle release rate, is the throttle opening.

[0147] Through the above implementation, multiple signals such as throttle opening, current deceleration, motor torque and throttle release rate can be integrated to realize the conditional judgment of brake light triggering. Compared with relying solely on deceleration to trigger the brake light lighting, the accuracy of brake light lighting can be further improved. The brake lights can be triggered in time in scenarios such as long downhill slopes and emergency avoidance to remind the following vehicles to keep a safe distance.

[0148] S130: In response to the vehicle satisfying a preset brake light lighting condition, control the brake lights to light up.

[0149] Specifically, if the vehicle is detected to meet the preset brake light activation conditions, the brake lights can be controlled to illuminate. Furthermore, considering that when the driver suddenly releases the accelerator, the current deceleration may not reach the trigger deceleration threshold in time due to factors such as slippery roads. In this case, the brake lights can be pre-triggered in time to remind the following vehicle to maintain a safe distance. Furthermore, if the vehicle does not meet the preset brake light activation conditions, the system can determine whether the brake lights need to be pre-activated to promptly warn the following vehicle in an emergency avoidance scenario.

[0150] In some embodiments, after determining whether the vehicle meets the preset brake light lighting condition, the method further includes:

[0151] If the vehicle does not meet the preset brake light lighting conditions, the brake lights will be controlled to pre-light up if the throttle release rate is greater than the preset release rate threshold. When the pre-lighting duration of the brake lights does not reach the set duration, the current deceleration of the vehicle is re-acquired. If the new current deceleration is greater than the trigger deceleration threshold, the brake lights will be controlled to light up.

[0152] Specifically, if the vehicle does not meet the above-mentioned preset brake light lighting conditions, it can continue to determine whether the vehicle's throttle release rate is greater than the preset release rate threshold. If so, it means that the driver has the intention to decelerate. At this time, the brake lights can be controlled to pre-light up, and the pre-lighting duration is the set duration.

[0153] After controlling the brake lights to pre-light up, the current deceleration of the vehicle can be reacquired before the pre-lighting time of the brake lights reaches the set time, and a judgment can be made in real time as to whether the current deceleration is greater than the trigger deceleration threshold. If not, the brake lights can be turned off after the pre-lighting time of the brake lights reaches the set time. If so, it indicates that the vehicle is in a decelerating state and the brake lights can be controlled to light up.

[0154] Through the above implementation, when the driver suddenly releases the accelerator but the current deceleration does not reach the trigger deceleration threshold due to reasons such as slippery road surface, the brake lights can be triggered to light up in advance. This can achieve timely pre-triggering of the brake lights in emergency avoidance scenarios, reminding the following vehicle to maintain a safe distance, and further improving driving safety.

[0155] For example, Figure 2 This is a control diagram of a brake light lighting provided by an embodiment of the present application, such as Figure 2 As shown, first, the vehicle speed, throttle opening, motor torque and other data can be obtained to calculate the accelerator pedal rate, current deceleration and trigger deceleration threshold.

[0156] Furthermore, if the current deceleration is greater than the deceleration threshold trigger and the motor torque is less than a preset torque threshold, the brake lights are illuminated. If the current deceleration is greater than the deceleration threshold trigger and the throttle release rate is greater than a preset release rate threshold, the brake lights are illuminated. If the current deceleration is greater than the deceleration threshold trigger and the throttle opening is equal to a preset opening, the brake lights are illuminated.

[0157] Moreover, when any of the above conditions are not met, if the throttle release rate is greater than the preset release rate threshold, the brake lights can be turned on for 0.5s, and if the current deceleration is greater than the trigger deceleration threshold within 0.5s, the brake lights can be turned on.

[0158] The vehicle brake light control method provided in the embodiment of the present application obtains the vehicle's driving information, determines the vehicle's current deceleration and the brake light triggering deceleration threshold based on the driving information, and then determines whether the vehicle meets the preset brake light lighting conditions based on the driving information, the current deceleration and the triggering deceleration threshold. In response to the vehicle meeting the preset brake light lighting conditions, the brake lights are controlled to light up, so that the brake lights are accurately triggered to light up when the vehicle decelerates due to kinetic energy recovery, and the following vehicles are promptly reminded. The method dynamically determines the triggering deceleration threshold based on the vehicle's driving information, and can adjust the size of the deceleration threshold according to actual conditions, thereby reducing the number of false lighting of the brake lights in low-speed scenarios, and triggering the brake lights in advance in high-speed scenarios to fully prompt the following vehicles to keep a safe distance. In addition, the method combines the driving information and the current deceleration to determine whether to trigger the brake lights. It can accurately trigger the brake lights to light up under various working conditions of deceleration due to kinetic energy recovery, thereby improving driving safety and reducing the risk of rear-end collisions. In addition, this method does not require additional hardware costs and can utilize the detection data of the vehicle's existing sensors. It can accurately trigger the brake lights under various driving conditions due to kinetic energy recovery and deceleration, thereby improving driving safety and reducing the risk of rear-end collisions.

[0159] Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. Figure 3As shown, the electronic device 400 includes one or more processors 401 and a memory 402 .

[0160] The processor 401 may be a central processing unit (CPU) or other forms of processing units having data processing capabilities and / or instruction execution capabilities, and may control other components in the electronic device 400 to perform desired functions.

[0161] Memory 402 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. Volatile memory may include, for example, random access memory (RAM) and / or cache memory. Non-volatile memory may include, for example, read-only memory (ROM), a hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and processor 401 may execute the program instructions to implement the vehicle brake light control method described above in any embodiment of the present application and / or other desired functions. Various contents such as initial external parameters and threshold values ​​may also be stored in the computer-readable storage medium.

[0162] In one example, electronic device 400 may further include an input device 403 and an output device 404, which are interconnected via a bus system and / or other connection mechanisms (not shown). Input device 403 may include, for example, a keyboard, a mouse, etc. Output device 404 may output various information to the outside, including warning information, braking force, etc. Output device 404 may include, for example, a display, a speaker, a printer, a communication network, and remote output devices connected thereto.

[0163] Of course, to simplify, 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, the electronic device 400 may further include any other appropriate components according to specific application scenarios.

[0164] In addition to the above-mentioned methods and devices, an embodiment of the present application may also be a computer program product, which includes computer program instructions, which, when executed by a processor, enable the processor to execute the steps of the vehicle brake light control method provided by any embodiment of the present application.

[0165] The computer program product may be written in any combination of one or more programming languages ​​to implement the program code for performing the operations of the embodiments of the present application, including object-oriented programming languages ​​such as Java, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0166] In addition, an embodiment of the present application may also be a computer-readable storage medium having computer program instructions stored thereon. When the computer program instructions are executed by a processor, the processor executes the steps of the vehicle brake light control method provided by any embodiment of the present application.

[0167] The computer-readable storage medium may be any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. The readable storage medium may include, for example, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or device, or any combination thereof. More specific examples (a non-exhaustive list) of readable storage media 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 thereof.

[0168] It should be noted that the terms used in this application are only for describing specific embodiments and are not intended to limit the scope of this application. As shown in the specification and claims of this application, unless the context clearly indicates an exception, the words "one", "an", "a kind of" and / or "the" do not specifically refer to the singular and may also include the plural. The terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method or device. In the absence of further restrictions, the elements defined by the sentence "comprise a..." do not exclude the presence of other identical elements in the process, method or device comprising the elements.

[0169] It should also be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application. Unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", etc. should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be a communication between the internal parts of two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0170] This article uses specific examples to illustrate the principles and implementation methods of this application. The description of the above embodiments is only used to help understand the method and core ideas of this application. The above is only the preferred implementation method of this application. It should be pointed out that due to the limitations of textual expression, there are objectively infinite specific structures. For ordinary technicians in this technical field, without departing from the principles of this application, they can also make several improvements, modifications or changes, and can also combine the above technical features in an appropriate manner; these improvements, modifications, changes or combinations, or the direct application of the inventive concept and technical solution to other occasions without improvement, should be regarded as the scope of protection of this application.

Claims

1. A method for controlling a vehicle brake light, characterized in that: include: Acquiring driving information of the vehicle, the driving information including deceleration data measured by an inertial measurement unit, motor power, vehicle wheel speed, and vehicle speed; 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; determining a first difference between the measured deceleration and the derived deceleration, and determining a second difference between the measured deceleration and the predicted deceleration; determining a maximum gap between the first gap and the second gap, and adjusting the maximum gap based on the vehicle speed so as to increase tolerance of a preset gap threshold by reducing the maximum gap when the vehicle speed is high; determining whether the maximum difference is less than or equal to a preset difference threshold, and if so, taking the measured deceleration as the current deceleration; determining a current deceleration of the vehicle and a triggering deceleration threshold of a brake light in the vehicle based on the driving information; Based on the driving information, the current deceleration, and the trigger deceleration threshold, determining whether the vehicle meets a preset brake light lighting condition; In response to the vehicle satisfying the preset brake light lighting condition, the brake light is controlled to be illuminated.

2. The vehicle brake light control method according to claim 1, characterized in that: After determining whether the maximum gap is lower than a preset gap threshold, the method further includes: If the maximum difference is greater than the preset difference threshold, determining whether the measured deceleration, the derived deceleration, and the predicted deceleration are the same; If there are two identical decelerations, the current deceleration is determined based on the two identical decelerations; otherwise, the measured deceleration, the derived deceleration, and the predicted deceleration are weighted to obtain the current deceleration.

3. The vehicle brake light control method according to claim 2, characterized in that: 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 measured compensation parameters, derived compensation parameters, and predicted compensation parameters fed back by the cloud; Determining a measurement value weight, a derived value weight, and a predicted value weight based on the measurement compensation parameter, the derived compensation parameter, and the predicted compensation parameter; The measured deceleration, the derived deceleration, and the predicted deceleration are weighted based on the measured value weight, the derived value weight, and the predicted value weight to obtain the current deceleration.

4. The method for controlling a vehicle brake light according to claim 1, wherein: Determining a triggering deceleration threshold for a brake light in the vehicle based on the driving information includes: comparing the vehicle speed with a preset speed threshold, selecting a corresponding vehicle speed compensation model based on the comparison result, inputting the vehicle speed into the vehicle speed compensation model, and determining a vehicle speed compensation coefficient; A reference deceleration threshold is obtained, and the reference deceleration threshold is adjusted based on the vehicle speed compensation coefficient to obtain the trigger deceleration threshold.

5. The method for controlling a vehicle brake light according to claim 1, wherein: The driving information includes a slope angle, a vehicle load, and a road friction coefficient. Determining a triggering deceleration threshold for a brake light in the vehicle based on the driving information includes: Get the baseline deceleration threshold; determining a deceleration compensation amount based on the slope angle, the vehicle load, and the road friction coefficient; The base deceleration threshold is adjusted based on the vehicle speed, and the adjusted base deceleration threshold is compensated based on the deceleration compensation amount to obtain the trigger deceleration threshold.

6. The method for controlling a vehicle brake light according to claim 1, wherein: 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 a 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, determining 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 release rate is greater than a 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 a preset opening, it is determined that the vehicle meets the preset brake light lighting condition.

7. The method for controlling a vehicle brake light according to claim 6, wherein: After determining whether the vehicle meets the preset brake light lighting condition, the method further includes: If the vehicle does not meet the preset brake light lighting condition, controlling the brake light to be pre-lit when the accelerator release rate is greater than a preset release rate threshold; When the pre-lighting time of the brake light does not reach the set time, the current deceleration of the vehicle is re-acquired, and if the new current deceleration is greater than the trigger deceleration threshold, the brake light is controlled to light up.

8. An electronic device, characterized in that: The electronic device comprises: processor and memory; The processor is configured to execute the steps of the vehicle brake light control method according to any one of claims 1 to 7 by calling the program or instruction stored in the memory.

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