A vehicle deceleration control method, a vehicle, a storage medium, and a program product

Abstract

This specification provides a vehicle deceleration control method, a vehicle, a storage medium, and a program product. The method includes: acquiring a deceleration command for the vehicle, the deceleration command instructing the vehicle to perform a deceleration operation based on an initial deceleration; determining a target deceleration based on vehicle motion information and target object motion information when it is determined that the vehicle is about to collide with a target object in a rear area, the target deceleration being less than the initial deceleration; and performing a deceleration operation based on the target deceleration.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle deceleration control method, a vehicle, a storage medium, and a program product. Background Technology

[0002] With the widespread application of driver assistance technologies, drivers may brake unexpectedly or excessively due to various intentions. If the driver of the following vehicle is distracted or following too closely at this time, it can easily lead to a rear-end collision, seriously threatening driving safety and causing accidents. Therefore, the industry urgently needs technical solutions that can effectively address the risk of rear-end collisions caused by unexpected braking of the vehicle in front.

[0003] In current vehicle safety systems, the focus is typically on warning and mitigating collisions ahead. However, in high-speed driving scenarios, when a driver brakes suddenly and violently, vehicles behind often fail to react in time enough to trigger the corresponding collision warning function, resulting in rear-end collisions. In other words, the methods described above lack effective preventative measures against the risk of rear-end collisions caused by the driver's own emergency braking, leading to a persistently high collision risk. Summary of the Invention

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

[0005] Specifically, this specification is implemented through the following technical solution:

[0006] According to a first aspect of the embodiments of this specification, a vehicle deceleration control method is provided, the method comprising:

[0007] Obtain a deceleration command for the vehicle, the deceleration command being used to instruct the vehicle to perform a deceleration operation based on an initial deceleration;

[0008] If it is determined that the vehicle is about to collide with a target object in the rear area, a target deceleration is determined based on the vehicle's motion information and the target object's motion information, wherein the target deceleration is less than the initial deceleration;

[0009] Perform a deceleration operation based on the target deceleration.

[0010] According to a 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 performs the steps of the method as described in the first aspect by executing the executable instructions.

[0011] According to a third aspect of the embodiments of this specification, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described in the first aspect.

[0012] According to a fourth aspect of the embodiments of this specification, a computer program product is provided, including a computer program or instructions that, when executed by a processor, implement the steps of the method described in the first aspect.

[0013] In the technical solution provided in this specification, when a deceleration command is received to instruct the vehicle to perform deceleration operation based on the 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 lower than the initial deceleration when the vehicle executes the deceleration command. This slows down the rate of vehicle speed reduction during braking, delays the collision with the target object, and effectively mitigates the risk of rear-end collisions caused by the following vehicle's insufficient reaction time during emergency braking. In summary, this solution breaks through the limitations of traditional solutions that only focus on forward collision warnings, instead addressing the rear collision hazard caused by the vehicle's emergency braking. It determines the target deceleration based on the vehicle's motion state and the object motion information of the target object in the rear area. While ensuring safe braking, it provides sufficient reaction time for the vehicle's own collision warnings, allowing the driver or vehicle to successfully execute subsequent related measures to reduce the impact on the target object or even avoid the collision. This compensates for the lack of rear collision prevention measures in emergency braking scenarios and effectively reduces the risk of collision.

[0014] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this specification. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments or prior art of this specification, the drawings used in the description of the embodiments or prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this specification. For those skilled in the art, other drawings can be obtained based on these drawings.

[0016] Figure 1 This is an exemplary embodiment of a vehicle deceleration control system architecture diagram shown in this specification;

[0017] Figure 2 This is a schematic flowchart illustrating an exemplary embodiment of a vehicle deceleration control method shown in this specification;

[0018] Figure 3 This is a schematic flowchart illustrating another vehicle deceleration control method according to an exemplary embodiment of this specification;

[0019] Figure 4 This is a schematic structural diagram of an electronic device shown in an exemplary embodiment of this specification;

[0020] Figure 5 This is a schematic diagram of the structure of a vehicle deceleration control device shown in an exemplary embodiment of this specification. Detailed Implementation

[0021] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this specification. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this specification.

[0022] It should be noted that in other embodiments, the steps of the corresponding methods are not necessarily performed in the order shown and described in this specification. In some other embodiments, the methods may include more or fewer steps than those described in this specification. Furthermore, a single step described in this specification may be broken down into multiple steps in other embodiments; and multiple steps described in this specification may be combined into a single step in other embodiments. It should be understood that although the terms first, second, third, etc., may be used in this specification to describe various information, this information should not be limited to these terms. These terms are only used to distinguish information of the same type from each other. For example, without departing from the scope of this specification, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to a determination."

[0023] The user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this manual are all information and data authorized by the user or fully authorized by all parties. The collection, use and processing of related data shall comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation portals shall be provided for users to choose to authorize or refuse.

[0024] Figure 1 This is a schematic diagram of the architecture of a vehicle deceleration control system shown in an exemplary embodiment of this specification, such as... Figure 1 As shown, for the vehicle 10 equipped with the aforementioned vehicle deceleration control system, the system may include the following components: a collision response control module 12 and a braking execution module 14. Wherein:

[0025] The collision response control module 12 is the core processing unit for intelligent deceleration control of the vehicle 10. Its function is to respond to deceleration commands and adjust braking strategies to avoid rear-end collisions or reduce the risk of such collisions. Specifically, this module first receives a deceleration command instructing the vehicle to brake at an initial deceleration. Simultaneously, it continuously monitors the area behind the vehicle and assesses the potential for an impending collision by integrating and analyzing vehicle motion information from various sensors and the state information of target objects. Once a collision risk with a rear target object is determined, the collision response control module 12 determines a target deceleration lower than the initial deceleration based on the aforementioned comprehensive analysis results. This target deceleration is set to balance the vehicle's deceleration needs with the need to allow more reaction time and space for rear vehicles. Finally, this module outputs the determined target deceleration command to the braking execution module.

[0026] The braking execution module 14 is the actual physical actuator for the vehicle 10's deceleration operation, directly responsible for translating control commands into actual deceleration actions. This module receives the final deceleration command from the collision response control module 12, which includes an initial deceleration or an adjusted target deceleration. Upon receiving the target deceleration command from the collision response control module 12, the braking execution module 14 can accurately execute the deceleration operation according to the command. By controlling the hydraulic, pneumatic, or electric actuators of the braking system, it applies a corresponding braking torque, causing the vehicle to decelerate at the specified target deceleration value, which is lower than the initial command. This effectively reduces the risk of rear-end collisions caused by sudden and severe deceleration of the vehicle while meeting the driver's deceleration needs.

[0027] The embodiments of the vehicle deceleration control method described in this specification will now be described in detail with reference to the accompanying drawings.

[0028] Figure 2 This is a schematic flowchart illustrating a vehicle deceleration control method according to an exemplary embodiment of this specification. Figure 2 As shown, the method may specifically include the following steps:

[0029] Step S202: Obtain a deceleration command for the vehicle, the deceleration command being used to instruct the vehicle to perform a deceleration operation based on the initial deceleration.

[0030] The aforementioned collision response control module can acquire deceleration commands for its own vehicle. These deceleration commands instruct the vehicle to perform a deceleration operation and specify the initial deceleration value upon which this operation will be based. These deceleration commands can originate from driver actions, such as pressing the brake pedal, automatic triggering of Advanced Driver Assistance Systems (ADAS), deceleration requests from Adaptive Cruise Control (ACC), or outputs from other onboard control systems. The core function is to set the initial target intensity of the vehicle's deceleration behavior.

[0031] Step S204: If it is determined that the vehicle is about to collide with a target object in the rear area, a target deceleration is determined based on the vehicle motion information of the vehicle and the object motion information of the target object, wherein the target deceleration is less than the initial deceleration.

[0032] During the process of a vehicle beginning or preparing to decelerate based on an initial deceleration, the aforementioned system can continuously or in real-time monitor whether there are target objects in the area behind the vehicle, such as following vehicles or other moving objects, and assess the possibility of an impending collision with the target object. This determination process is based on a comprehensive real-time analysis of the vehicle's motion information and the target object's motion information. The vehicle motion information can include the vehicle's current speed and deceleration obtained or calculated by onboard sensors such as wheel speed sensors and inertial measurement units (IMUs); the target object motion information can include the target object's current speed and deceleration obtained by sensing sensors such as lidar and cameras detecting and calculating the corresponding area. Once the system determines that there is an impending collision risk, it can determine a target deceleration based on the real-time motion state information of the vehicle and the target object obtained from the aforementioned analysis, without using an initial deceleration. This target deceleration is designed to be less than the initial deceleration, with the aim of actively reducing the vehicle's braking intensity while meeting necessary deceleration requirements, providing more reaction time and braking space for the vehicle and following vehicles, thereby effectively avoiding or mitigating rear-end collisions. It should be noted that the aforementioned monitoring function for the rear area and target objects can operate continuously during vehicle movement, independent of whether a deceleration command is received, thereby ensuring the timeliness of collision risk assessment. This continuous monitoring mechanism ensures that when a deceleration command is received, the relevant object motion information of the rear target is available in real time, so that the system can quickly enter the risk assessment and target deceleration decision-making process.

[0033] Specifically, the "rear" region mentioned above can be geometrically defined based on the vehicle's coordinate system, with the vehicle's center of gravity as the origin and the frontal direction as 0 degrees, increasing clockwise. Therefore, the rear region can be defined as (135°-225°). Furthermore, it can be further divided into a direct rear region (180°) based on a preset angle relative to the vehicle body. The angle value for each direction can be adjusted according to actual conditions. Each region can be formed as a fan-shaped area with a fixed radius, or as a rectangular or other special-shaped area with a dynamic radius that changes with the angle. Similarly, in addition to the rear area, this manual can further explain the side and front areas. For example, the aforementioned side area can be divided into the right side area (45°-135°) and the left side area (225°-315°). Based on preset angles relative to the vehicle body, it can also be divided into the left front side (90°), left front side (45°-90°), left rear side (90°-135°), right front side (270°), right front side (270°-315°), right rear side (225°-270°), right rear (180°-225°), and left rear (135°-180°). Overlapping areas can be simply referred to as the side-rear area or side-front area, such as the left rear area overlapping the left rear side area and the left rear area, or the right rear area overlapping the right rear side area and the right rear area.

[0034] It's worth noting that in kinematic physics, deceleration, as the negative of acceleration, can be used to describe how quickly an object's velocity 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 velocity decreases more slowly.

[0035] This manual provides corresponding judgment logic for when a vehicle is about to collide with a target object in the rear area, so as to ensure accurate confirmation of collision risk and improve confirmation efficiency.

[0036] In one embodiment, the system can acquire vehicle motion information of the vehicle and object motion information of a candidate object in the rear region, and determine the estimated collision duration between the vehicle and the candidate object based on the collision distance between the vehicle and the candidate object, the vehicle motion information, and the object motion information. If the estimated collision duration is not greater than a preset safety redundancy duration, the candidate object can be used as the target object, and it can be determined that a collision between the vehicle and the target object is imminent. As mentioned above, the vehicle motion information may include the vehicle's current speed and deceleration, the object motion information may include the candidate object's current speed and deceleration, and the collision distance can be included in the object motion information and thus determined, or it can be acquired separately through a corresponding sensing system. The aforementioned collision redundancy duration is a key safety threshold. Its value can be set according to different speed ranges of potential rear-end collisions. Taking a vehicle as an example, the collision redundancy duration can fully reference the activation response time of emergency braking assistance systems such as Automatic Emergency Braking (AEB) equipped on the vehicle, thus allowing necessary reaction and braking buffer time for the driver or system behind. The aforementioned potential rear-end collisions refer to all potentially relevant objects detected by the vehicle's rearward perception system and located in the area behind the vehicle. In other words, the essential difference between potential rear-end collisions and target objects is that there is no definite collision risk between the potential rear-end collisions and the vehicle.

[0037] The following section further details the specific calculation process for the estimated collision duration: First, we introduce the concepts of a time axis and the current time point t, and obtain the vehicle's speed at the current time t. With deceleration And the speed of the alternatives With deceleration Based on this, the collision distance between the vehicle and the candidate at the current time t can be considered. Calculate the expected collision duration between the two. This calculation employs a prediction model based on uniformly accelerated kinematics, considering the dynamic behavior of both the vehicle and the candidate at the current time t. The core task is to solve for the displacement equations that satisfy the following:

[0038]

[0039] This equation describes how, assuming both the vehicle and the candidate object in the rear region maintain their current deceleration at time t and undergo uniformly accelerated motion, after time t1, the distance traveled by the candidate object, represented by the left-hand side, is equal to the collision distance, represented by the right-hand side. The sum of the distances traveled by the vehicle and the target object indicates that the vehicle's position coincides with the target object's position. Solving the above equations will determine the estimated collision duration. The value of is determined if the expected collision duration is not greater than the aforementioned safety redundancy duration. ,Right now If the estimated collision duration exceeds the aforementioned safety redundancy time, it means there is an extremely high risk of collision between the two vehicles, and a collision can be considered imminent. In this case, the system will not only identify the candidate vehicle as the target vehicle, but also specifically determine the aforementioned target deceleration to slow the approach speed between the vehicles and the target vehicle. Conversely, if the estimated collision duration exceeds the aforementioned safety redundancy time... ,Right now When the collision risk between the two vehicles is low, it can be considered that a collision is not imminent. At this time, the system does not need to determine the target deceleration and can perform the deceleration operation normally according to the initial deceleration in the deceleration command.

[0040] Those skilled in the art will understand that, in actual driving, the aforementioned vehicle often encounters multiple potential collision targets. Therefore, the estimated collision duration between each potential target and the vehicle can be calculated based on the aforementioned displacement equation. Finally, all potential targets are sorted in ascending order of estimated collision duration, and the target target is selected based on the smallest estimated collision duration. It should be noted that when multiple vehicles have the same estimated collision duration, the vehicle with the greater relative kinetic energy (i.e., the one with the higher product of mass and velocity squares) can be prioritized. For vehicles located in sensor blind spots, the accuracy of the estimated collision duration can be improved by dynamically compensating for the uncertainty of the object's motion information through the fusion of Vehicle-to-Everything (V2X) communication data and the extended Kalman filter algorithm.

[0041] After determining that a collision is imminent between the vehicle and a target object behind it, the aforementioned system can calculate and determine a target deceleration less than the initial deceleration based on the vehicle's motion information and the target object's motion information. (hereinafter referred to as...) The core design objective of this target deceleration is to proactively delay the actual collision time between the two vehicles, while meeting the necessary deceleration requirements of the unilateral vehicle. This provides additional reaction time for both the unilateral driver and the driver behind, thereby reducing the probability or severity of the accident. The aforementioned reaction time can be determined by referring to research data on the average reaction time of drivers in an undistracted driving state; a typical value is 1.5 to 2 seconds, representing the extra safety buffer time the system reserves for both drivers. The specific calculation process for the target deceleration is further explained below: First, the system can combine the previously calculated estimated collision duration t1 with a preset driver reaction time. Adding these together, we obtain the expected collision duration t2, i.e., t2 = t1 + treact. Simultaneously, based on the aforementioned predictive model of uniform acceleration kinematics, the system can construct an equation describing the relative positions of the vehicle and the target object within the expected collision duration t2. This equation requires: assuming the following vehicle maintains its current velocity at time t... With deceleration The vehicle is in motion, and its speed is at the current time t. and the target deceleration Under the premise of motion, after time t2, the positional relationship between the two vehicles should avoid a collision or reduce the risk of a collision. The specific equation is:

[0042]

[0043] The left-hand side of this equation represents the predicted travel distance of the target object within time t2. The right-hand side represents the predicted travel distance of the vehicle within time t2 plus the initial collision distance. Setting both to be equal implies that the system expects the two vehicles to reach the same position at time t2, hereinafter referred to as the collision point. However, by solving... In reality, this is to control the vehicle's deceleration, causing the aforementioned collision to occur in the more distant future (t2) rather than at the dangerous moment (t1), thus achieving the goal of delaying the collision. The calculated... It must be less than the initial deceleration, and at the same time As a dynamically adjusted value, when the target object in the rear area adjusts to a greater deceleration, such as when the driver of the following vehicle or the AEB system initiates emergency braking, resulting in... As the negative value increases, the current vehicle's system can be determined through real-time recalculation of equations, allowing the vehicle to adopt a relatively smaller [mechanism / mechanism] while still meeting the objective of delaying the collision to t2. This means that the absolute value corresponding to the new value increases, but remains less than the initial value. In other words, with the risk behind reduced, the vehicle's own... It can also be adjusted accordingly to better meet the driver's expectations for the vehicle's deceleration range, thereby improving the driving experience while ensuring safety behind the vehicle.

[0044] Before performing deceleration adjustments, the system described in this manual can also acquire information about the road environment surrounding the vehicle to ensure the safety and effectiveness of the deceleration control method under different road conditions.

[0045] In one embodiment, the system can acquire road environment information surrounding the vehicle and, if the road environment information meets the criteria for complex road conditions, perform a deceleration operation based on the initial deceleration. This road environment information typically originates from the fusion processing of vehicle-mounted sensors such as cameras, radar, and lidar with map data such as high-precision maps or navigation information, used to identify the characteristics of the currently driving road. Simultaneously, the system can analyze the acquired road environment information to determine whether it meets preset complex road conditions. Typical complex road conditions include, but are not limited to:

[0046] Sharp curves: This refers to vehicles in curves with significant curvature, where the radius of curvature is less than a preset road threshold. In this case, the determination of the relative position and trajectory of target objects in the rear area may become unreliable due to the limited sensor field of view or complex geometric relationships.

[0047] Steep slope roads: These are road sections where vehicles are on steep slopes, where the slope angle exceeds a preset slope threshold. In this case, the slope will significantly affect the dynamic characteristics of the vehicle, such as the gravity component, as well as the sensor's accuracy in sensing relative distance / speed, leading to an increase in motion prediction model error.

[0048] High-traffic areas: These are environments where vehicles are in traffic densities significantly higher than on regular roads, such as congested areas during peak hours. High-density traffic leads to complex and variable relative movements between vehicles, such as frequent acceleration and deceleration, close following, and potential lane changes and cut-ins. This significantly increases the uncertainty in identifying target objects in the rear area, judging their intentions, and predicting their movement information, thus reducing the reliability of collision risk assessment.

[0049] Low-friction coefficient road surface: This refers to a road surface with poor conditions, such as ice, snow, water, and sand, which causes the friction coefficient between the tire and the road surface to be significantly reduced and lower than the preset friction threshold. At this time, the upper limit of deceleration and stability used to characterize the vehicle's braking performance will be very different from those on a normal dry road surface, which may cause the preset deceleration adjustment strategy to fail or cause the vehicle to become unstable.

[0050] Other highly dynamic or complex scenarios, such as intersections, construction zones, and non-standard road topologies.

[0051] In summary, if the system determines that the current road environment meets any of the above-mentioned complex road conditions, for safety redundancy and functional reliability, the function of dynamically adjusting deceleration based on rear collision risk can be disabled. In this case, the vehicle will directly perform deceleration based on the initial deceleration, i.e., braking according to the intensity of the original deceleration command. This design prioritizes the predictability and basic safety of braking behavior in complex scenarios with limited sensor perception, significant environmental interference, or high uncertainty in vehicle dynamics models, avoiding the introduction of additional risks due to dynamic deceleration adjustment.

[0052] Furthermore, the safety strategy described in this specification is not limited to dealing with complex road environments. During the execution of the deceleration command, the system can continuously perform a comprehensive collision risk assessment of the area surrounding the vehicle, including the area in front, to the sides, and behind. When the system determines that a collision is imminent between the vehicle and a target object in the area in front or to the sides, such as a vehicle ahead, pedestrian, obstacle, or a vehicle cutting in from the side, or a non-motorized vehicle, or only when such a target object appears within a preset safe distance of the corresponding area, the system can adopt the most direct and effective braking response strategy based on the priority of the collision risk: that is, to perform deceleration based on the initial deceleration, without dynamically adjusting the deceleration based on the motion information of the target object behind. Those skilled in the art will understand that direct collision threats from other objects in the area in front or to the sides usually have a higher priority and a more urgent collision avoidance requirement than the risk of a rear-end collision, thus requiring a faster and more decisive braking response. At this point, reducing deceleration, i.e., reducing braking force, will increase the likelihood or severity of a collision, which contradicts the safety objective. Meanwhile, directly applying the initial deceleration can provide the fastest and most predictable deceleration effect, avoiding the potential delay caused by dynamic calculation and adjustment of deceleration, which is crucial in forward / lateral collision avoidance scenarios where every second counts.

[0053] Step S206: Perform a deceleration operation according to the target deceleration.

[0054] The vehicle's control system can execute deceleration operations based on the target deceleration value determined in the previous step. Specifically, if a rear collision risk is detected, the vehicle's actual braking behavior will be based on this lower target deceleration, rather than the initial deceleration required by the initial deceleration command. This ultimately achieves the function of actively and intelligently reducing braking intensity. In summary, this method significantly reduces the risk of rear-end collisions caused by sudden and drastic deceleration of the vehicle while ensuring safe deceleration, thus improving driving safety.

[0055] During the execution of deceleration based on target deceleration, the system can also continuously monitor subsequent deceleration command inputs from the driver or the aforementioned driver assistance system to enable flexible exit from existing collision strategies and respond to real-time user intentions.

[0056] In one embodiment, the system can continuously acquire multiple subsequent deceleration commands during the deceleration operation execution phase. If the subsequent decelerations corresponding to these commands, arranged in chronological order, exhibit an overall decreasing trend, and the minimum value among these subsequent decelerations is less than the target deceleration, the system switches to deceleration based on the most recently acquired subsequent deceleration command. In this embodiment, the driver or driving assistance system is aware of the collision risk with a target object in the rear area and proactively adopts a smooth transition to a deceleration smaller than the target deceleration, further slowing the vehicle's speed decrease and thus further delaying the collision time with the target object. Even while still in the deceleration operation execution phase, it is not necessary to continue performing deceleration based on the target deceleration; instead, the most recently acquired subsequent deceleration command's subsequent deceleration is used as the basis for deceleration execution, thereby optimizing the driving experience under controllable risk.

[0057] Of course, if the execution time of the deceleration operation performed according to the above target deceleration reaches the preset time 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 deceleration operation can be stopped and the new deceleration or acceleration commands provided by the driver or driving assistance system can be executed normally. This manual does not impose any restrictions on this.

[0058] Figure 3 This is a schematic flowchart illustrating another vehicle deceleration control method according to an exemplary embodiment of this specification. Figure 3 As shown, the method may specifically include the following steps:

[0059] Step S302: Obtain the deceleration command.

[0060] In one embodiment, the collision response control module in the vehicle deceleration control system can receive a deceleration command from the driver or ADAS, which defines the initial deceleration for performing the deceleration operation. For example, if the driver lightly presses the brake pedal on an urban expressway, the system analyzes the pedal travel and generates a deceleration command with an initial deceleration of -3 m / s².

[0061] Step S304: Determine the complexity of the road environment.

[0062] In one embodiment, the system can integrate vehicle-mounted sensor data and map data to determine whether the current road environment meets complex conditions such as sharp bends, steep slopes, high traffic volume, and low friction coefficient road surfaces. If it does, due to the uncertainty of perception reliability and dynamic model, step S310 can be executed to disable the deceleration adjustment function; otherwise, step S306 is executed. For example, when a vehicle is driving on a snow-covered mountain road with a slope >8° and a friction coefficient <0.3, the system determines that the road section is a complex road by comparing a preset slope threshold with a preset friction coefficient threshold, and directly proceeds to step S310.

[0063] Step S306: Determine the collision risk in the rear area.

[0064] In one embodiment, the system can monitor a target object within a rear area (135°-225°) using the vehicle's rearward sensors. Based on the vehicle's motion information, including its speed and deceleration, and the target object's motion information, including the speed and deceleration of the following vehicle and the distance between them, the system calculates the estimated collision duration between the vehicle and the target object. If this duration is less than or equal to a preset safety redundancy time (referencing the AEB response time of the following vehicle), a rear-end collision risk is determined, and step S308 is executed; otherwise, step S310 is executed. For example, if the target object is the vehicle behind the aforementioned vehicle, the distance between the two vehicles is 50 meters, and the relative speed is 20 km / h, the estimated collision duration calculated based on the uniform acceleration kinematics prediction model is 3 seconds (≤ the preset 5-second safety redundancy time), triggering a risk response.

[0065] Step S308: Determine the collision risk in the front / side area.

[0066] In one embodiment, when road conditions permit and there is a risk of rear-end collision, the system can simultaneously detect collision threats in the forward area (0°-45° / 315°-360°) or the lateral area (45°-135° / 225°-315°). Since forward / lateral risks have higher priority, if a threat is detected, step S310 is executed to disable deceleration reduction; otherwise, step S312 is executed. For example, when the vehicle is braking, if a vehicle cuts in from the right front 270° direction (distance < 3 meters), the system determines that the initial deceleration must be maintained.

[0067] Step S310: Perform initial deceleration braking.

[0068] In one embodiment, the system can directly apply braking at the initial deceleration. For example, when a vehicle brakes on a sharp curve with a radius of curvature <100m, it can directly decelerate at the initial deceleration of -4m / s².

[0069] Step S312: Calculate the target deceleration.

[0070] In one embodiment, when road conditions permit, there is a rear risk but no front / side threat, the system can dynamically calculate a target deceleration less than the initial deceleration based on the vehicle's motion information and the target object's motion information. For example, if the initial deceleration is -5 m / s², the system calculates a target deceleration of -3 m / s² based on the following vehicle's motion state (30 meters away, deceleration -2 m / s²), allowing the following vehicle 2 seconds to react.

[0071] Step S314: Perform a deceleration operation based on the target deceleration.

[0072] In one embodiment, the braking execution module receives a target deceleration command and precisely controls the braking torque through a hydraulic / electric system. For example, if the system outputs a target deceleration of -3 m / s², the braking system will decelerate smoothly according to this value to avoid rear-end collisions.

[0073] Step S316: Exit vehicle deceleration control.

[0074] In one embodiment, during the deceleration operation based on the target deceleration, the system can monitor each subsequent deceleration command in the subsequent deceleration command sequence within a preset deceleration operation execution duration, such as 4 seconds. If the following target condition occurs, the system can switch to the most recently acquired subsequent deceleration command in the aforementioned deceleration command sequence: the subsequent deceleration corresponding to each subsequent deceleration command in the aforementioned deceleration command sequence shows an overall decreasing trend according to the acquisition time order, and the minimum value is less than the target deceleration -5m / s². For example, if the command sequence is: -5m / s² → -3.5m / s² → -2m / s², the smallest subsequent deceleration value, -2m / s², is less than the initial deceleration -2.5m / s². In summary, assuming the driver dynamically changes the pedal travel by altering the force applied to the brake pedal within the 4-second deceleration operation duration, and after providing an initial deceleration command of -5 m / s², subsequently issues a sequence of deceleration commands of -4 m / s², -3 m / s², and -2 m / s², with a target initial velocity of -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 the deceleration operation based on the aforementioned target deceleration.

[0075] Figure 4 This is a schematic structural diagram of an electronic device according to an exemplary embodiment. Please refer to... Figure 4At the hardware level, the electronic device includes a processor, internal bus, network interface, memory, and non-volatile memory, and may also include other necessary hardware. The processor reads the corresponding computer program from the non-volatile memory into memory and then executes it, forming the vehicle deceleration control device at the logical level. Of course, in addition to software implementation, this specification does not exclude other implementation methods, such as logic devices or a combination of hardware and software, etc. That is to say, the execution subject of the following processing flow is not limited to individual logic units, but can also be hardware or logic devices.

[0076] Corresponding to the embodiments of the aforementioned vehicle deceleration control method, this specification also provides embodiments of a vehicle deceleration control device.

[0077] Please refer to Figure 5 , Figure 5 This is a schematic diagram illustrating the structure of a vehicle deceleration control device in an exemplary embodiment. For example... Figure 5 As shown, the device may include:

[0078] The instruction acquisition unit 502 is used to acquire a deceleration instruction for the vehicle, the deceleration instruction being used to instruct the vehicle to perform a deceleration operation based on an initial deceleration.

[0079] The target deceleration determination unit 504 determines a target deceleration based on the vehicle motion information and the object motion information of the target object when it is determined that the vehicle is about to collide with a target object in the rear area. The target deceleration is less than the initial deceleration.

[0080] The deceleration operation execution unit 506 is used to perform a deceleration operation according to the target deceleration.

[0081] Optionally, the target deceleration determination unit 504 is specifically used for:

[0082] The vehicle motion information and the object motion information of the candidate object in the rear area are obtained. 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 candidate object.

[0083] The estimated collision duration between the vehicle and the candidate object is determined based on the collision distance between the vehicle and the candidate object, the vehicle motion information, and the object motion information.

[0084] If the expected collision duration is not greater than the safety redundancy duration, the candidate object is selected as the target object, and it is determined that the vehicle and the target object are about to collide.

[0085] Optionally, the target deceleration determination unit 504 is specifically used for:

[0086] The sum of the predicted collision duration and the preset reaction duration is taken as the expected collision duration;

[0087] The target deceleration of the vehicle is determined based on the expected collision duration, collision distance, vehicle motion information, and object motion information.

[0088] Optionally, the device further includes:

[0089] A complex road processing unit is used to acquire road environment information around the vehicle;

[0090] If the road environment information meets the conditions of complex road conditions, a deceleration operation is performed based on the initial deceleration.

[0091] Optionally, the device further includes:

[0092] The non-rear collision risk warning unit is used to perform deceleration operation based on the initial deceleration when it is determined that the vehicle is about to collide with other objects in the front or side areas.

[0093] Optionally, after performing the deceleration operation according to the target deceleration, the device further includes:

[0094] A deceleration operation switching unit is used to continuously acquire multiple subsequent deceleration commands during the execution phase of the deceleration operation;

[0095] If the subsequent decelerations corresponding to the multiple subsequent deceleration commands arranged in chronological order of acquisition show an overall decreasing trend, and the minimum value among the multiple subsequent decelerations is less than the target deceleration, then the deceleration operation is switched to be performed based on the subsequent deceleration corresponding to the most recently acquired subsequent deceleration command.

[0096] Optionally, the device further includes:

[0097] The deceleration operation stop unit is used to stop the deceleration operation when the execution time of the deceleration operation performed according to the target deceleration reaches a preset time threshold.

[0098] The specific implementation process of the functions and roles of each unit in the above device can be found in the implementation process of the corresponding steps in the above method, and will not be repeated here.

[0099] For the device embodiments, since they basically correspond to the method embodiments, the relevant parts can be referred to in the description of the method embodiments. The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of the solution in this specification according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0100] Based on the same concept as the methods described above, this specification also provides a vehicle, including: a processor and a memory for storing processor-executable instructions; wherein the processor executes the executable instructions to implement the steps of the method as described in any of the above embodiments.

[0101] Based on the same concept as the methods described above, this specification also provides a computer-readable storage medium having computer instructions stored thereon that, when executed by a processor, implement the steps of the methods as described in any of the above embodiments.

[0102] Based on the same concept as the methods described above, this specification also provides a computer program product, including a computer program / instructions that, when executed by a processor, implement the steps of the methods as described in any of the above embodiments.

[0103] The embodiments of the subject matter and functional operation described in this specification can be implemented in the following ways: digital electronic circuits, tangibly embodied computer software or firmware, computer hardware including the structures disclosed in this specification and their structural equivalents, or combinations thereof. Embodiments of the subject matter described in this specification can be implemented as one or more computer programs, i.e., one or more modules of computer program instructions encoded on a tangible, non-transitory program carrier for execution by a data processing apparatus or for controlling the operation of a data processing apparatus. Alternatively or additionally, the program instructions may be encoded on artificially generated propagation signals, such as machine-generated electrical, optical, or electromagnetic signals, which are generated to encode information and transmit it to a suitable receiving device for execution by the data processing apparatus. The computer storage medium may be a machine-readable storage device, a machine-readable storage substrate, a random or serial access memory device, or combinations thereof.

[0104] The processing and logic flow described in this specification can be executed by one or more programmable computers that execute one or more computer programs to perform corresponding functions by operating on input data and generating output. The processing and logic flow can also be executed by dedicated logic circuitry—such as FPGAs (Field-Programmable Gate Arrays) or ASICs (Application-Specific Integrated Circuits), and the device can also be implemented as dedicated logic circuitry.

[0105] Suitable computers for executing computer programs include, for example, general-purpose and / or special-purpose microprocessors, or any other type of central processing unit. Typically, the central processing unit receives instructions and data from read-only memory and / or random access memory. The basic components of a computer include a central processing unit for implementing or executing instructions and one or more memory devices for storing instructions and data. Typically, a computer will also include one or more mass storage devices for storing data, such as disks, magneto-optical disks, or optical disks, or the computer will be operatively coupled to such mass storage devices to receive data from or transfer data to them, or both. However, a computer is not required to have such devices. Furthermore, a computer can 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 a few.

[0106] Computer-readable media suitable for storing computer program instructions and data include all forms of non-volatile memory, media, and memory devices, such as 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. Processors and memory may be supplemented by or incorporated into dedicated logic circuitry.

[0107] While this specification contains numerous specific implementation details, these should not be construed as limiting the scope of any invention or the scope of the claims, but rather are primarily intended to describe features of specific embodiments of a particular invention. Certain features described in the various embodiments herein may also be implemented in combination in a single embodiment. Conversely, various features described in a single embodiment may also be implemented separately in various embodiments or in any suitable sub-combination. Furthermore, while features may function in certain combinations as described above and even initially claimed in this way, one or more features from a claimed combination may be removed from that combination in some cases, and a claimed combination may refer to a sub-combination or a variation thereof.

[0108] Similarly, although the operations are depicted in a specific order in the accompanying drawings, this should not be construed as requiring these operations to be performed in the specific order shown or sequentially, or requiring all illustrated operations to be performed to achieve the desired result. In some cases, multitasking and parallel processing may be advantageous. Furthermore, the separation of various system modules and components in the above embodiments should not be construed as requiring such separation in all embodiments, and it should be understood that the described program components and systems can generally be integrated together in a single software product or packaged into multiple software products.

[0109] Therefore, specific embodiments of the subject matter have been described. Furthermore, the processes depicted in the figures are not necessarily shown in a specific order or sequence to achieve the desired result. In some implementations, multitasking and parallel processing may be advantageous.

[0110] The above description is merely a preferred embodiment of this specification and is not intended to limit this specification. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this specification should be included within the scope of protection of this specification.

Claims

1. A vehicle deceleration control method, characterized in that, The method includes: Obtain a deceleration command for the vehicle, the deceleration command instructing the vehicle to perform a deceleration operation based on an initial deceleration, the deceleration command being operated by the vehicle's driver or triggered by an advanced driver assistance system; If it is determined that the vehicle is about to collide with a target object in the rear area, a target deceleration is determined based on the vehicle's motion information and the target object's motion information, wherein the target deceleration is less than the initial deceleration; Perform a deceleration operation based on the target deceleration; The method further includes: During the execution phase of the deceleration operation, multiple subsequent deceleration commands are continuously acquired; If the subsequent decelerations corresponding to the multiple subsequent deceleration commands arranged in chronological order of acquisition show an overall decreasing trend, and the minimum value among the multiple subsequent decelerations is less than the target deceleration, then the deceleration operation is switched to be performed based on the subsequent deceleration corresponding to the most recently acquired subsequent deceleration command.

2. The method according to claim 1, characterized in that, The determination that the vehicle is about to collide with a target object in the rear area includes: The vehicle motion information and the object motion information of the candidate object in the rear area are obtained. 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 candidate object. The estimated collision duration between the vehicle and the candidate object is determined based on the collision distance between the vehicle and the candidate object, the vehicle motion information, and the object motion information. If the expected collision duration is not greater than the safety redundancy duration, the candidate object is selected as the target object, and it is determined that the vehicle and the target object are about to collide.

3. The method according to claim 2, characterized in that, Determining the target deceleration based on the vehicle motion information and the target object motion information includes: The sum of the predicted collision duration and the preset reaction duration is taken as the expected collision duration; The target deceleration of the vehicle is determined based on the expected collision duration, collision distance, vehicle motion information, and object motion information.

4. The method according to claim 1, characterized in that, The method further includes: Obtain road environment information around the vehicle; If the road environment information meets the conditions of complex road conditions, a deceleration operation is performed based on the initial deceleration.

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

6. The method according to claim 1, characterized in that, The method further includes: If the execution time of the deceleration operation performed according to the target deceleration reaches a preset time threshold, the deceleration operation shall be stopped.

7. A vehicle, characterized in that, include: A processor; a memory for storing processor-executable instructions; wherein the processor implements the steps of the method as claimed in any one of claims 1-6 by executing the executable instructions.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the steps of the method as described in any one of claims 1 to 6.

9. A computer program product, characterized in that, It includes a computer program or instructions that, when executed by a processor, implement the steps of the method as described in any one of claims 1-6.

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