Vehicle deceleration control method, vehicle, storage medium and program product

Abstract

The present specification provides a vehicle deceleration control method, a vehicle, a storage medium and a program product, the method comprising: acquiring a deceleration instruction for the vehicle, the deceleration instruction being used for instructing the vehicle to execute a deceleration operation according to an initial deceleration; under the condition that it is determined that the vehicle is about to collide with a target object in the rear area, target deceleration is determined according to vehicle motion information of the vehicle and object motion information of the target object, and the target deceleration is smaller than the initial deceleration; and executing deceleration operation according to the target deceleration.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular, to a vehicle deceleration control method, a vehicle, a storage medium, and a program product. Background Art

[0002] With the wide application of assisted driving technology, drivers may perform unexpected or excessive braking due to various intentions. If the driver of the following vehicle is distracted or the following distance is too close at this time, it is extremely easy to cause the risk of rear-end collision, seriously threatening driving safety and causing accidents. Therefore, the industry urgently needs a technical solution that can effectively address the risk of rear-end collision of the following vehicle caused by unexpected braking of the preceding vehicle.

[0003] In related technologies, current vehicle safety systems usually focus on collision warning and mitigation of the vehicle ahead. However, in high-speed driving scenarios, when the driver of the preceding vehicle brakes suddenly and violently, even if the following vehicle triggers the corresponding collision warning function, it often results in rear-end collision due to insufficient and untimely response. In other words, the above methods lack effective preventive measures for the risk of rear-end collision caused by emergency braking of the own vehicle, resulting in a high collision risk. Summary of the Invention

[0004] In view of this, this specification provides a vehicle deceleration control method to address the deficiencies in related technologies.

[0005] Specifically, this specification is implemented through the following technical solutions: According to the first aspect of the embodiments of this specification, a vehicle deceleration control method is provided, and the method includes: Obtain a deceleration instruction for the vehicle, where the deceleration instruction is used to instruct the vehicle to perform a deceleration operation according to an initial deceleration; In the case of determining that the vehicle is about to collide with a target object in the rear area, determine a target deceleration according to the vehicle motion information of the vehicle and the object motion information of the target object, where the target deceleration is less than the initial deceleration; Perform a deceleration operation according to the target deceleration.

[0006] According to the second aspect of the embodiments of this specification, a vehicle is provided, including: a processor and a memory for storing processor-executable instructions; wherein, the processor realizes the steps of the method as described in the first aspect by running the executable instructions.

[0007] According to the third aspect of the embodiments of this specification, a computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the steps of the method as described in the first aspect are realized.

[0008] According to a fourth aspect of the embodiments of this specification, there is provided a computer program product, including a computer program or instructions, which, when executed by a processor, implement the steps of the method described in the first aspect.

[0009] In the technical solution provided in this specification, when obtaining a deceleration instruction for instructing a vehicle to perform a deceleration operation according to an initial deceleration, if it is determined that the vehicle is about to collide with a target object in the rear area, the deceleration can be actively adjusted to a target deceleration less than the initial deceleration when the vehicle executes the deceleration instruction, thereby slowing down the speed reduction rate of the vehicle during braking, delaying the collision timing with the target object, and effectively alleviating the rear-end collision risk caused by the inability of the following vehicle to react in time when the host vehicle brakes emergently. In short, this solution breaks through the limitation of only focusing on forward collision warning in the traditional solution, and instead targets the potential rear collision hazard caused by the host vehicle's sudden braking. The target deceleration is determined based on the vehicle's motion state and the object motion information of the target object in its rear area. While ensuring safe braking, it provides sufficient reaction time for the vehicle's own collision warning, enabling the driver or the vehicle to successfully execute subsequent relevant measures to reduce the impact on the target object, or even avoid the occurrence of a collision event, thereby making up for the defect of the lack of rear collision prevention measures in the scenario of the host vehicle's emergency braking and effectively reducing the collision risk.

[0010] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit this specification. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] To more clearly illustrate the technical solutions in the embodiments of this specification or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments recorded in this specification. For those of ordinary skill in the art, other drawings can also be obtained based on these drawings.

[0012] Figure 1 is an architecture diagram of a vehicle deceleration control system shown in an exemplary embodiment of this specification; Figure 2 is a flowchart of a vehicle deceleration control method shown in an exemplary embodiment of this specification; Figure 3 is a flowchart of another vehicle deceleration control method shown in an exemplary embodiment of this specification; Figure 4 is a schematic structural diagram of an electronic device shown in an exemplary embodiment of this specification; Figure 5 is a structural diagram of a vehicle deceleration control device shown in an exemplary embodiment of this specification. Detailed Implementation Modes

[0013] Exemplary embodiments will be described in detail herein, and examples thereof are shown in the accompanying drawings. When the following description refers to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this specification. On the contrary, they are merely examples of devices and methods consistent with some aspects of this specification.

[0014] It should be noted that: In other embodiments, the steps of the corresponding methods are not necessarily executed in the order shown and described in this specification. In some other embodiments, the steps included in the method may be more or less than those described in this specification. In addition, a single step described in this specification may be decomposed into multiple steps for description in other embodiments; and multiple steps described in this specification may also be combined into a single step for description in other embodiments. It should be understood that although terms such as first, second, and third may be used in this specification to describe various information, such information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of this specification, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the word "if" as used herein may be interpreted as "when" or "while" or "in response to determining".

[0015] The user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in this specification are all information and data authorized by the user or fully authorized by all parties. Moreover, the collection, use, and processing of relevant data need to comply with the relevant laws, regulations, and standards of relevant countries and regions, and corresponding operation entrances are provided for users to choose to authorize or reject.

[0016] Figure 1 is a schematic diagram of the architecture of a vehicle deceleration control system shown in an exemplary embodiment of this specification. As Figure 1 shown, for a vehicle 10 equipped with the above vehicle deceleration control system, the system may include the following components: a collision response control module 12 and a brake execution module 14. Among them: The collision response control module 12 is the core processing unit for the vehicle 10 to achieve intelligent deceleration control. Its function is to respond to deceleration instructions and adjust the braking strategy to avoid rear collisions or reduce the risk during rear collisions. Specifically, this module can first receive deceleration instructions indicating that the vehicle brakes at the initial deceleration. At the same time, it can continuously monitor the rear area of the vehicle and, by integrating and analyzing the vehicle motion information from various sensors and the status information of the target object, evaluate whether there is an impending collision risk. Once it is determined that there is a collision risk with the rear target object, the collision response control module 12 can, based on the above comprehensive analysis results, determine a target deceleration value lower than the initial deceleration. Among them, the setting of this target deceleration aims to balance the deceleration requirements of the host vehicle and the need to leave more reaction time and space for the following vehicle. Finally, this module can output the determined target deceleration instruction to the braking execution module.

[0017] The braking execution module 14 is the actual physical execution mechanism for the deceleration operation of the vehicle 10, directly responsible for converting the control instruction into the actual deceleration action of the vehicle. This module receives the final deceleration instruction from the collision response control module 12, and this instruction contains the initial deceleration or the adjusted target deceleration. When receiving the target deceleration instruction sent by the collision response control module 12, the braking execution module 14 can accurately execute the deceleration operation according to this instruction. By controlling the hydraulic, pneumatic or motor and other actuators of the braking system, apply the corresponding braking torque to make the vehicle decelerate at the specified target deceleration value lower than the initial instruction, so as to effectively reduce the risk of rear-end collision caused to the following vehicle due to the sudden and sharp deceleration of the host vehicle while meeting the deceleration requirements of the driver.

[0018] The embodiments of the vehicle deceleration control method in this specification will be described in detail below with reference to the accompanying drawings.

[0019] Figure 2 is a schematic flowchart of a vehicle deceleration control method shown in an exemplary embodiment of this specification. As Figure 2 shown, this method can specifically include the following steps: Step S202, obtain a deceleration instruction for the vehicle, where the deceleration instruction is used to instruct the vehicle to perform a deceleration operation according to the initial deceleration.

[0020] The above-mentioned collision response control module can obtain a deceleration command for the vehicle where it is located. Among them, the above-mentioned deceleration command can be used to indicate that the vehicle needs to perform a deceleration operation and specifies the initial deceleration value based on which the operation is to be performed. The deceleration command can be derived from the driver's operation of the vehicle itself, such as stepping on the brake pedal, or the automatic trigger of the Advanced Driver Assistance Systems (ADAS), such as the deceleration request of the Adaptive Cruise Control (ACC) or the output of other vehicle control systems. The core lies in setting the initial target intensity of the vehicle's deceleration behavior.

[0021] Step S204, when it is determined that the vehicle is about to collide with a target object in the rear area, determine a target deceleration according to the vehicle motion information of the vehicle and the object motion information of the target object, where the target deceleration is less than the initial deceleration.

[0022] During the process when the vehicle starts or prepares to decelerate according to the initial deceleration, the above system can continuously or real-time monitor whether there is a target object in the rear area of the vehicle, such as a following vehicle or other moving objects in the rear, and evaluate the possibility of an impending collision with the target object. This determination process is based on the comprehensive real-time analysis of the vehicle motion information of the vehicle and the object motion information of the target object. Among them, the above vehicle motion information can include the current vehicle speed and deceleration of the vehicle obtained or calculated by in-vehicle sensors such as wheel speed sensors, Inertial Measurement Unit (IMU), etc.; the above object motion information can include the current speed and deceleration of the target object obtained by detecting and calculating the corresponding area through perception sensors such as lidar, cameras, etc. Once the system determines that there is an impending collision risk, instead of using the initial deceleration, a target deceleration can be determined according to the real-time motion state information of the vehicle and the target object obtained from the above analysis. The target deceleration is designed to be less than the initial deceleration, aiming to actively reduce the braking intensity of the host vehicle on the premise of meeting the necessary deceleration requirements, leaving more sufficient reaction time and braking space for the host vehicle and the following vehicle, so as to effectively avoid or mitigate rear-end collisions. It should be noted that the above monitoring function for the rear area and target object can operate continuously during the vehicle's driving, independent of whether the deceleration command is received, so as to ensure the timeliness of collision risk assessment. This continuous monitoring mechanism ensures that when the deceleration command is received, the object motion information of the relevant rear target is available in real time, so that the system can quickly enter the risk determination and target deceleration decision-making process.

[0023] Among them, for the so-called rear in the above-mentioned rear area, its geometric definition can be divided into the following angles based on the vehicle body coordinate system. For example, with the vehicle's center of mass as the origin and the vehicle head direction as 0 degrees, the angle increases clockwise. Then, the above-mentioned rear area can be (135° - 225°). At the same time, it can be further divided into the due rear (180°) based on a preset angle relative to the vehicle body, and the angle value of each azimuth can be adjusted according to the actual situation. Each area can form a fan-shaped area based on a fixed radius or a special-shaped area such as a rectangle based on a dynamic radius that changes with the angle. Similarly, in addition to the rear area, this specification can further explain the side area and the front area. For example, the above-mentioned side area can be divided into the right side area (45° - 135°) and the left side area (225° - 315°), and at the same time, it is divided into the left due side (90°), the left front side (45° - 90°), the left rear side (90° - 135°), the right due side (270°), the right front side (270° - 315°), the right rear side (225° - 270°), the right rear (180° - 225°) and the left rear (135° - 180°) based on a preset angle relative to the vehicle body. For overlapping areas, they can be simply referred to as the side rear area or the side front area. For example, the left rear area overlapping the left rear side area and the left rear area, and the right rear area overlapping the right rear side area and the right rear area.

[0024] It is worth mentioning that in physical kinematics, deceleration, as the negative value of acceleration, can be used to describe how fast an object's speed decreases. When the target deceleration is less than the initial deceleration, it means that the absolute value of the target acceleration is smaller and the object's speed decreases more slowly.

[0025] This specification provides corresponding judgment logic for the vehicle and the target object in the rear area that is about to collide, so as to ensure accurate confirmation of the collision risk while improving the confirmation efficiency.

[0026] In one embodiment, the above system can obtain the vehicle motion information of the vehicle and the object motion information of the alternative object in the rear area, and determine the predicted collision duration between the vehicle and the alternative object according to the collision distance between the vehicle and the alternative object, the vehicle motion information, and the object motion information. When the predicted collision duration is not greater than the preset safety redundancy duration, the alternative object can be used as the target object, and it can be determined that a collision is about to occur between the vehicle and the target object. As mentioned above, the vehicle motion information may include the current speed and deceleration of the vehicle, and the object motion information may include the current speed and deceleration of the alternative object. The collision distance can be parsed and determined by being carried in the object motion information, or can be separately obtained through the corresponding perception system. The design of the collision redundancy duration is a key safety threshold, and its value can be set according to different speed segments of the rear alternative object. Taking the alternative object as a vehicle as an example, the collision redundancy duration can fully refer to the activation response time of the emergency braking assistance system such as the Autonomous Emergency Braking (AEB) system installed on the alternative object, so as to leave a necessary reaction and braking buffer period for the rear driver or system. The alternative object refers to all potential relevant objects detected by the vehicle's rearward perception system and located within the rear area of the vehicle. In other words, the essential difference between the alternative object and the target object is that there is no definite collision risk between the alternative object and the vehicle.

[0027] Next, the specific calculation process of the above predicted collision duration will be further introduced: First, the concept of the time axis and the current time point t is introduced, and the speed of the vehicle at the current moment t is obtained and deceleration , as well as the speed and deceleration of the alternative object. Based on this, the collision distance between the vehicle and the alternative object at the current moment t can be combined to calculate the predicted collision duration between the two. This calculation uses a prediction model based on uniform accelerated kinematics, considering the dynamic behaviors of the vehicle and the alternative object at the current moment t respectively. The core is to solve the following displacement equation:

[0028] This equation describes that on the premise that it is assumed that both the vehicle and the alternative object in the rear area maintain their decelerations at the current moment t and perform uniformly variable motion, after time t1, the driving distance of the alternative object represented by the left side is equal to the sum of the collision distance represented by the right side and the driving distance of the vehicle, that is, the positions of the vehicle and the alternative object coincide. After solving the above equation, the predicted collision duration can be determined If the value of the predicted collision duration is not greater than the above safety redundancy duration , that is at this time, it means that there is a very high collision risk between the two vehicles and it can be regarded as an impending collision. At this time, the system will not only determine the alternative object as the target object, but also specifically determine the above target deceleration to slow down the approaching speed of the vehicle and the target object. Conversely, if the predicted collision duration is greater than the above safety redundancy duration , that is at this time, it means that the collision risk between the two vehicles is low and it can be regarded as not an impending collision. At this time, the system does not need to determine the above target deceleration and can normally execute the deceleration operation according to the initial deceleration in the above deceleration instruction.

[0029] Those skilled in the art can understand that in the actual driving process of the above vehicle, multiple alternative objects often appear. Then, the predicted collision duration between each alternative object and the vehicle can be calculated respectively based on the above displacement equation. Finally, all alternative objects are sorted in ascending order according to the predicted collision duration, and the alternative object with the smallest value of the predicted collision duration is selected as the target object. It should be noted that when there are multiple identical predicted collision durations, the vehicle with a relatively higher kinetic energy can be preferentially selected, that is, the one with a higher product of mass and the square of speed. For some vehicles in the sensor blind area, the uncertainty of the above object motion information can be dynamically compensated by fusing the Vehicle-to-Everything (V2X) communication data and the extended Kalman filter algorithm to improve the accuracy of the predicted collision duration.

[0030] After determining that the vehicle is about to collide with the target object behind, the above system can inversely calculate and determine a target deceleration less than the initial deceleration, hereinafter referred to as . The core design goal of this target deceleration is: on the premise of meeting the necessary deceleration requirements of the host vehicle, actively delay the actual collision time between the two vehicles, and leave additional reaction time for the driver of the host vehicle and the driver behind, so as to reduce the probability or severity of the accident. Among them, the above reaction time can be determined with reference to the research data of the average reaction time of the driver in the non-distracted driving state. The typical value can be 1.5 seconds to 2 seconds, which represents the additional safety buffer time reserved by the system for both drivers. Next, the specific calculation process of the target deceleration will be further introduced: First, the above system can use the previously calculated predicted collision duration t1 and a preset driver reaction time Add them to obtain the expected collision duration t2, i.e., t2 = t1 + treact. Meanwhile, based on the above prediction model of uniformly accelerated kinematics, the above system can construct an equation describing the relative position of the vehicle and the target object within the expected collision duration t2. This equation requires that, assuming the following vehicle maintains its speed at the current moment t and deceleration motion, while the vehicle itself adopts the speed at the current moment t and the target deceleration to be determined motion, on the premise that after time t2, the position relationship between the two vehicles should avoid collision or reduce the collision risk. The specific equation is:

[0031] The left end of this equation represents the predicted driving distance of the target object within t2 time. The right end of the equation represents the predicted driving distance of the vehicle within t2 time plus the initial collision distance . Setting them equal means that the system expects the two vehicles to reach the same position exactly at t2, hereinafter simply referred to as the collision point. However, by solving , it is actually to control the deceleration of the host vehicle so that the above collision point occurs at a farther future t2 instead of at the dangerous t1 moment, thus achieving the goal of delaying the collision. Among them, the calculated must be less than the initial deceleration. At the same time as a dynamically adjusted value, when the target object in the rear area adjusts to a greater deceleration, for example, the driver of the following vehicle or the AEB system starts emergency braking, resulting in the negative value increases, then the system of the current vehicle can be determined by recalculating the equation in real time. Under the goal of delaying the collision to t2, it also allows the vehicle to adopt a relatively smaller , that is, the absolute value corresponding to the value becomes larger, but is still less than the initial value. In other words, when the risk in the rear decreases, the of the vehicle itself can also be adjusted accordingly, so as to better meet the driver's expectation for the deceleration amplitude of the vehicle and improve the driving experience on the premise of ensuring rear safety.

[0032] Before performing deceleration adjustment, the system in this specification can also obtain the road environment information around the above vehicle to ensure the safety and effectiveness of the above deceleration control method in different road environments.

[0033] In one embodiment, the above system can obtain the road environment information around the vehicle, and when the road environment information meets the complex road conditions, perform a deceleration operation according to the above initial deceleration. Among them, the road environment information usually comes from the fusion processing of in-vehicle sensors such as cameras, radars, lidars, etc. and map data such as high-precision maps or navigation information, so as to identify the characteristics of the current driving road. At the same time, the above system can analyze the obtained road environment information to determine whether it meets the preset complex road conditions. Typical complex road conditions include but are not limited to: Sharp curve road: That is, the vehicle is in a curve with a significant curvature, where the road curvature radius is less than the preset road threshold. At this time, the relative position and motion trajectory judgment of the target object in the rear area may become unreliable due to limited sensor viewing angles or complex geometric relationships.

[0034] Steep slope road: That is, the vehicle is in a section with a large slope, where the uphill or downhill slope angle exceeds the preset slope threshold. At this time, the slope will significantly affect the dynamic characteristics of the vehicle such as the gravity component, as well as the sensing accuracy of the sensor for relative distance / speed, resulting in an increase in the error of the motion prediction model.

[0035] Section with heavy traffic flow: That is, the vehicle is in an environment where the traffic flow density is significantly higher than that of a conventional road, such as a congested section during peak hours. The high-density traffic flow makes the relative movement between vehicles complex and changeable, such as frequent acceleration and deceleration, close following, and potential lane-changing cuts, greatly increasing the uncertainty of target object recognition, intention judgment, and object motion information prediction in the rear area, and reducing the reliability of collision risk assessment.

[0036] Low adhesion coefficient road surface: That is, the road surface condition is poor, such as ice, water, sand, etc., resulting in a significant reduction in the friction coefficient between the tire and the road surface and lower than the preset friction threshold. At this time, the upper limit of deceleration and stability used to characterize the braking performance of the vehicle will be very different from that of a conventional dry road surface, resulting in the possible failure of the preset deceleration adjustment strategy or the instability of the vehicle.

[0037] Other high-dynamic or complex scenarios: such as intersections, construction sections, non-standard road topologies, etc.

[0038] In short, when the system determines that the current road environment information meets any of the above complex road conditions, for the sake of safety redundancy and functional reliability, the function of dynamically adjusting the deceleration based on the rear collision risk can be selected not to be enabled. At this time, the vehicle will directly perform a deceleration operation according to the above initial deceleration, that is, brake according to the intensity of the original deceleration instruction. This design gives priority to ensuring the predictability and basic safety of the braking behavior in complex scenarios where sensor perception is limited, environmental interference is large, or the vehicle dynamics model has high uncertainty, and avoids introducing additional risks due to dynamic deceleration adjustment.

[0039] Furthermore, the safety strategy of this specification is not limited to dealing with complex road environments. During the execution of the deceleration instruction, the above system can also continuously conduct a full-range collision risk assessment around the vehicle, including the front area, side areas, and rear area of the vehicle. When the system determines that the vehicle is about to collide with target objects such as a vehicle ahead, a pedestrian, an obstacle, or a vehicle cutting in from the side or a non-motor vehicle in the front area or side area, or when these target objects only appear within the preset safety distance range in the corresponding area, the system can, based on the priority of this collision risk, adopt the most direct and effective braking response strategy: that is, execute the deceleration operation according to the above initial deceleration without dynamically reducing the deceleration based on the movement information of the rear target object. Those skilled in the art can understand that the direct collision threat from other objects in the front area or side area usually has a higher priority and a more urgent collision avoidance requirement than the rear-end collision risk, so a faster and more decisive braking response is needed. At this time, the strategy of reducing the deceleration, that is, reducing the braking force, will increase the possibility or severity of the collision, which is contrary to the safety goal. At the same time, directly applying the initial deceleration can provide the fastest and most predictable deceleration effect, avoiding potential delays caused by dynamically calculating and adjusting the deceleration, which is crucial in the race-against-time forward / lateral collision avoidance scenarios.

[0040] Step S206, execute the deceleration operation according to the target deceleration.

[0041] The vehicle control system can execute the deceleration operation according to the target deceleration value determined in the previous step. Among them, in the case of detecting a collision risk from the rear, the actual braking behavior of the vehicle will be based on this lower target deceleration instead of the initial deceleration required by the original deceleration instruction. Finally, the function of actively and intelligently reducing the braking intensity is realized. In short, this method can significantly reduce the risk of inducing a rear-end collision accident of the following vehicle due to the sudden and intense deceleration of the own vehicle while ensuring the safe deceleration of the own vehicle, thus improving driving safety.

[0042] During the execution of the deceleration operation based on the target deceleration, the above system can also continuously monitor the subsequent deceleration instruction input of the driver or the above driving assistance system to flexibly exit the existing collision strategy and respond to the user's real-time intention.

[0043] In one embodiment, the above system may continuously obtain a plurality of subsequent deceleration instructions during the execution phase of the deceleration operation, and when the subsequent decelerations corresponding to the plurality of subsequent deceleration instructions arranged in the order of acquisition time show an overall decreasing trend, and the minimum value of the above-mentioned plurality of subsequent decelerations is less than the target deceleration, switch to the deceleration operation executed according to the subsequent deceleration corresponding to the most recently obtained subsequent deceleration instruction. In this embodiment, the driver or the driving assistance system has realized the collision risk with the target object in the rear area and actively takes a smooth transition to a deceleration smaller than the target deceleration, that is, further slows down the speed reduction rate of the vehicle speed, so as to further postpone the collision time between the vehicle and the target object. At this time, even if it is still in the execution phase of the deceleration operation, it is no longer necessary to continue to execute the deceleration operation according to the above-mentioned target deceleration, but use the subsequent deceleration corresponding to the most recently obtained subsequent deceleration instruction as the execution basis of the deceleration operation, so as to optimize the driving experience on the premise of controllable risk.

[0044] Of course, if the execution duration of the deceleration operation executed according to the above-mentioned target deceleration reaches the preset duration threshold, it means that the deceleration operation has ended and the main purpose of reserving sufficient reaction time for the collision between the vehicle and the target object has been successfully achieved. Then, the execution of this deceleration operation can be stopped, and the new deceleration instruction or acceleration instruction provided by the subsequent driver or driving assistance system can be normally executed, which is not limited in this specification.

[0045] Figure 3 It is a schematic flowchart of another vehicle deceleration control method shown in an exemplary embodiment of this specification. As Figure 3 shown, this method may specifically include the following steps: Step S302, obtain a deceleration instruction.

[0046] In one embodiment, the collision response control module in the vehicle deceleration control system may receive a deceleration instruction from the driver or the ADAS, and this instruction defines the initial deceleration for executing the deceleration operation. For example: when the driver gently steps on the brake pedal on an urban expressway, the system analyzes the pedal travel to generate a deceleration instruction with an initial deceleration of -3 m / s².

[0047] Step S304, judge the complexity of the road environment.

[0048] In one embodiment, the above system can integrate in-vehicle sensors and map data to determine whether the current road environment meets complex conditions such as sharp curves, steep slopes, high traffic flow, and low adhesion coefficient road surfaces. If so, due to the perception reliability and the uncertainty of the dynamic model, step S310 can be executed to disable the deceleration adjustment function; otherwise, step S306 is executed. For example, when the vehicle is traveling on a snow-covered mountain road with a slope > 8° and a friction coefficient < 0.3, the system determines that this section of the road is a complex road by comparing the preset slope threshold and the preset friction coefficient threshold, and directly enters step S310.

[0049] Step S306, determine the collision risk in the rear area.

[0050] In one embodiment, the above system can monitor target objects in the rear area (135° - 225°) through the vehicle's rearward sensors, and calculate the predicted collision duration between the vehicle and the target object based on the vehicle speed and deceleration included in the vehicle motion information, and the rear vehicle speed, deceleration, and the distance between the two included in the object motion information of the target object. If this duration ≤ the preset safety redundancy duration (refer to the AEB response time of the following vehicle), it is determined that there is a rear-end collision risk and step S308 is executed; otherwise, step S310 is executed. For example, the target object is the following vehicle of the above vehicle, the distance between the two vehicles is 50 meters, and the relative speed is 20 km / h. The predicted collision duration calculated based on the prediction model of uniform accelerated kinematics is 3 seconds (≤ the preset ⑤-second safety redundancy duration), triggering a risk response.

[0051] Step S308, determine the collision risk in the detected front / side area.

[0052] In one embodiment, when the road conditions permit and there is a rear collision risk, the front area (0° - 45° / 315° - 360°) or the side area (45° - 135° / 225° - 315°) can be synchronously detected for collision threats. Since the front / side risk has a higher priority, if a threat is detected, step S310 is executed to disable the deceleration reduction; otherwise, step S312 is executed. For example, when the host vehicle brakes and a vehicle cuts in from the 270° direction on the right front side (distance < 3 meters), the system determines that the initial deceleration needs to be maintained.

[0053] Step S310, execute the initial deceleration braking.

[0054] In one embodiment, the system can directly execute the braking according to the initial deceleration. For example, when the vehicle brakes on a sharp curve section with a radius of curvature < 100 m, it directly decelerates at the initial deceleration of -4 m / s².

[0055] Step S312, calculate the target deceleration.

[0056] In one embodiment, when road conditions permit, there is a rear risk, and there is no front / side threat, the system can dynamically calculate a target deceleration that is less than the initial deceleration based on the vehicle movement information of the vehicle and the object movement information of the target object. For example: the initial deceleration is -5 m / s², and the system calculates a target deceleration of -3 m / s² based on the movement state of the following vehicle (30 meters away, deceleration -2 m / s²), leaving a 2-second reaction time for the following vehicle.

[0057] Step S314, perform a deceleration operation according to the target deceleration.

[0058] In one embodiment, the braking execution module receives a target deceleration instruction and precisely controls the braking torque through a hydraulic / motor system. For example: the system outputs a target deceleration of -3 m / s², and the braking system decelerates smoothly according to this value to avoid a rear-end collision with the following vehicle.

[0059] Step S316, exit the vehicle deceleration control.

[0060] In one embodiment, during the execution of the deceleration operation based on the target deceleration, the above system can monitor each subsequent deceleration instruction in the subsequent deceleration instruction sequence within a preset deceleration operation execution duration, for example, within 4 seconds. If the following target situation occurs, it can switch to the most recently obtained subsequent deceleration instruction in the above deceleration instruction sequence: the subsequent decelerations corresponding to each subsequent deceleration instruction in the above deceleration instruction sequence show a decreasing trend as a whole in the order of acquisition time, and the minimum value among them is less than the target deceleration of -5 m / s². For example: when the above instruction sequence is: -5 m / s² → -3.5 m / s² → -2 m / s², the smallest subsequent deceleration value of -2 m / s² is less than the initial deceleration of -2.5 m / s². In short, assuming that the driver changes the pedal travel dynamically by changing the force applied to the brake pedal within the 4-second deceleration operation execution duration, and after providing a deceleration instruction with an initial deceleration of -5, continuously gives a subsequent deceleration instruction sequence of -4 m / s², -3 m / s², -2 m / s², and the target initial velocity is -2.5 m / s², then since the subsequent decelerations in this sequence meet the above conditions, the system can immediately switch to braking at -2 m / s² and no longer execute this deceleration operation according to the above target deceleration.

[0061] Figure 4 It is a schematic structural diagram of an electronic device in an exemplary embodiment. Please refer to Figure 4, at the hardware level, the electronic device includes a processor, an internal bus, a network interface, a memory, and a non-volatile memory. Of course, it may also include other required hardware. The processor reads the corresponding computer program from the non-volatile memory into the memory and then runs it, forming a vehicle deceleration control device at the logical level. Of course, in addition to the software implementation, this specification does not exclude other implementation methods, such as logical devices or a combination of software and hardware, etc. That is to say, the execution subject of the following processing flow is not limited to each logical unit, but can also be hardware or logical devices.

[0062] Corresponding to the embodiment of the foregoing vehicle deceleration control method, this specification also provides an embodiment of a vehicle deceleration control device.

[0063] Please refer to Figure 5 , Figure 5 is a schematic structural diagram of a vehicle deceleration control device shown in an exemplary embodiment. As Figure 5 shown, the device may include: An instruction acquisition unit 502, configured to acquire a deceleration instruction for the vehicle, where the deceleration instruction is used to instruct the vehicle to perform a deceleration operation according to an initial deceleration; A target deceleration determination unit 504, configured to determine a target deceleration according to the vehicle motion information of the vehicle and the object motion information of the target object in the case that it is determined that the vehicle is about to collide with the target object in the rear area, where the target deceleration is less than the initial deceleration; A deceleration operation execution unit 506, configured to perform a deceleration operation according to the target deceleration.

[0064] Optionally, the target deceleration determination unit 504 is specifically configured to: Acquire the vehicle motion information of the vehicle and the object motion information of an alternative object in the rear area, where the vehicle motion information includes the current speed and deceleration of the vehicle, and the object motion information includes the current speed and deceleration of the alternative object; Determine the predicted collision duration between the vehicle and the alternative object according to the collision distance between the vehicle and the alternative object, the vehicle motion information, and the object motion information; In the case that the predicted collision duration is not greater than the safety redundancy duration, use the alternative object as the target object and determine that the vehicle is about to collide with the target object.

[0065] Optionally, the target deceleration determination unit 504 is specifically configured to: Use the sum of the predicted collision duration and a preset reaction duration as the expected collision duration; Determine the target deceleration of the vehicle based on the expected collision duration, the collision distance, the vehicle motion information, and the object motion information.

[0066] Optionally, the device further includes: A complex road processing unit, configured to obtain the road environment information around the vehicle; In the case where the road environment information meets the complex road conditions, perform a deceleration operation according to the initial deceleration.

[0067] Optionally, the device further includes: A non-rear collision risk warning unit, configured to perform a deceleration operation according to the initial deceleration in the case where it is determined that the vehicle is about to collide with other objects in the front area or the side area.

[0068] Optionally, after performing the deceleration operation according to the target deceleration, the device further includes: A deceleration operation switching unit, configured to continuously obtain a plurality of subsequent deceleration instructions during the execution stage of the deceleration operation; In the case where the subsequent decelerations respectively corresponding to the plurality of subsequent deceleration instructions arranged in the order of acquisition time show a decreasing trend as a whole, and the minimum value of the plurality of subsequent decelerations is less than the target deceleration, switch to the deceleration operation performed according to the subsequent deceleration corresponding to the most recently acquired subsequent deceleration instruction.

[0069] Optionally, the device further includes: A deceleration operation stop unit, configured to stop performing the deceleration operation in the case where the execution duration of the deceleration operation performed according to the target deceleration reaches a preset duration threshold.

[0070] For the specific implementation processes of the functions and roles of each unit in the above device, please refer to the implementation processes of the corresponding steps in the above method for details, which will not be elaborated here.

[0071] For the device embodiment, since it basically corresponds to the method embodiment, the relevant parts can refer to the partial description of the method embodiment. The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place, or may be distributed to multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution in this specification. Those of ordinary skill in the art can understand and implement it without creative efforts.

[0072] Based on the same concept as the above method, this specification also provides a vehicle, including: a processor and a memory for storing instructions executable by the processor; wherein, the processor realizes the steps of the method as described in any of the above embodiments by running the executable instructions.

[0073] Based on the same concept as the above method, this specification also provides a computer-readable storage medium, on which computer instructions are stored, and when the instructions are executed by a processor, the steps of the method as described in any of the above embodiments are realized.

[0074] Based on the same concept as the above method, this specification also provides a computer program product, including a computer program / instructions, and when the computer program / instructions are executed by a processor, the steps of the method as described in any of the above embodiments are realized.

[0075] The embodiments of the subject matter and functional operations described in this specification can be implemented in the following: digital electronic circuits, tangible computer software or firmware, computer hardware including the structures disclosed in this specification and their structural equivalents, or a combination of one or more of them. The embodiments of the subject matter described in this specification can be implemented as one or more computer programs, that is, one or more modules in computer program instructions encoded on a tangible non-transitory program carrier to be executed by a data processing device or to control the operation of the data processing device. Alternatively or additionally, the program instructions can be encoded on a manually generated propagated signal, such as a machine-generated electrical, optical or electromagnetic signal, which is generated to encode information and transmit it to a suitable receiver device for execution by the data processing device. The computer storage medium can be a machine-readable storage device, a machine-readable storage substrate, a random or serial access memory device, or a combination of one or more of them.

[0076] The processes and logical flows described in this specification can be executed by one or more programmable computers executing one or more computer programs to perform corresponding functions by operating on input data and generating outputs. The processes and logical flows can also be executed by dedicated logic circuits, such as FPGAs (Field Programmable Gate Arrays) or ASICs (Application Specific Integrated Circuits), and the device can also be implemented as dedicated logic circuits.

[0077] Computers suitable for executing a computer program include, for example, general and / or special purpose microprocessors, or any other type of central processing unit. Generally, the central processing unit will receive instructions and data from read only memory and / or random access memory. Basic components of a computer include a central processing unit for implementing or executing instructions and one or more memory devices for storing the instructions and data. Generally, a computer will also include one or more mass storage devices for storing data, such as magnetic disks, magneto-optical disks, or optical disks, etc., or the computer will be operatively coupled to such mass storage devices to receive data therefrom or transfer data thereto, or both. However, a computer need not have such devices. In addition, a computer may be embedded in another device, such as a mobile phone, a personal digital assistant (PDA), a mobile audio or video player, a game console, a global positioning system (GPS) receiver, or a portable storage device such as a universal serial bus (USB) flash drive, to name but a few.

[0078] Computer-readable media suitable for storing computer program instructions and data include all forms of non-volatile memory, media, and memory devices, such as including semiconductor memory devices (e.g., EPROM, EEPROM, and flash memory devices), magnetic disks (e.g., internal hard disks or removable disks), magneto-optical disks, and CD ROM and DVD-ROM disks. The processor and the memory may be supplemented by, or incorporated in, special purpose logic circuitry.

[0079] Although this specification contains many specific implementation details, these should not be construed as limiting the scope of any invention or the scope of what is claimed, but rather as mainly being used to describe the features of specific embodiments of a particular invention. Certain features that are described in this specification in the context of multiple embodiments may also be implemented in a single embodiment in combination. On the other hand, the various features that are described in a single embodiment may also be implemented in multiple embodiments separately or in any suitable sub-combination. In addition, although the features may act in certain combinations as described above and even be initially claimed as such, one or more features from a claimed combination may in some cases be excluded from the combination, and the claimed combination may be directed to a sub-combination or a variation of a sub-combination.

[0080] Similarly, although operations are depicted in the drawings in a particular order, this should not be understood as requiring that the operations be performed in the particular order shown or sequentially, or that all illustrated operations be performed, to achieve a desired result. In some cases, multitasking and parallel processing may be advantageous. In addition, the separation of various system modules and components in the above embodiments should not be understood as requiring such separation in all embodiments, and it should be understood that the described program components and systems may generally be integrated together in a single software product, or packaged into multiple software products.

[0081] Accordingly, specific embodiments of the subject matter have been described. Additionally, the processes depicted in the figures are not necessarily in the particular order or sequential order shown to achieve the desired results. In some implementations, multitasking and parallel processing may be advantageous.

[0082] The above are only the preferred embodiments of this specification and are not intended to limit this specification. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of this specification shall be included within the scope of protection of this specification.

Claims

1. A vehicle deceleration control method, characterized in that, The method includes: Obtaining a deceleration instruction for a vehicle, the deceleration instruction being used to instruct the vehicle to perform a deceleration operation according to an initial deceleration; When it is determined that the vehicle is about to collide with a target object in the rear area, determining a target deceleration according to the vehicle motion information of the vehicle and the object motion information of the target object, the target deceleration being less than the initial deceleration; Performing a deceleration operation according to the target deceleration.

2. The method according to claim 1, wherein The determination that the vehicle is about to collide with a target object in the rear area includes: Obtaining the vehicle motion information of the vehicle and the object motion information of an alternative object in the rear area, the vehicle motion information including the current speed and deceleration of the vehicle, and the object motion information including the current speed and deceleration of the alternative object; Determining the predicted collision duration between the vehicle and the alternative object according to the collision distance between the vehicle and the alternative object, the vehicle motion information, and the object motion information; When the predicted collision duration is not greater than a safety redundancy duration, taking the alternative object as the target object and determining that the vehicle is about to collide with the target object.

3. The method according to claim 2, wherein The determination of the target deceleration according to the vehicle motion information of the vehicle and the object motion information of the target object includes: Taking the sum of the predicted collision duration and a preset reaction duration as the desired collision duration; Determining the target deceleration of the vehicle according to the desired collision duration, the collision distance, the vehicle motion information, and the object motion information.

4. The method according to claim 1, wherein The method further includes: Obtaining the road environment information around the vehicle; When the road environment information meets complex road conditions, performing a deceleration operation according to the initial deceleration.

5. The method according to claim 1, characterized in that The method includes: When it is determined that the vehicle is about to collide with other objects in the front area or the side area, performing a deceleration operation according to the initial deceleration.

6. The method according to claim 1, wherein After performing the deceleration operation according to the target deceleration, the method further includes: Continuously obtaining a plurality of subsequent deceleration instructions during the execution stage of the deceleration operation; When the subsequent decelerations respectively corresponding to the plurality of subsequent deceleration instructions arranged in the order of acquisition time show an overall decreasing trend, and the minimum value of the plurality of subsequent decelerations is less than the target deceleration, switching to the deceleration operation performed according to the subsequent deceleration corresponding to the most recently obtained subsequent deceleration instruction.

7. The method according to claim 1, wherein The method further includes: When the execution duration of the deceleration operation performed according to the target deceleration reaches a preset duration threshold, stopping the execution of this deceleration operation.

8. A vehicle, characterized in that, Includes: A processor and a memory for storing processor-executable instructions; wherein, the processor realizes the steps of the method according to any one of claims 1-7 by running the executable instructions.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it realizes the steps of the method according to any one of claims 1-7.

10. A computer program product, characterized in that, Includes a computer program or instruction, which realizes the steps of the method according to any one of claims 1-7 when executed by the processor.

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