Vehicle control method, vehicle control device and vehicle

Abstract

The invention provides a vehicle control method, a vehicle control device and a vehicle, and relates to the field of vehicles. The method comprises the steps that the target deceleration of the vehicle is obtained based on the braking force of each braking component, and the target deceleration is used for representing the maximum deceleration integrally provided by each braking component; determining a control strategy of the vehicle based on the target deceleration; and controlling the vehicle based on the control strategy. According to the method, the vehicle can be controlled to improve the safety of the vehicle when the service braking system is in the failure state.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more specifically, to a vehicle control method, a vehicle control device, and a vehicle in the field of vehicle control technology. Background Art

[0002] When a vehicle is in motion and the driver has a braking demand, the driver steps on the brake pedal, and the displacement of the driver stepping on the brake pedal is detected to request braking force to decelerate the vehicle. In the prior art, when the service braking system is in a failure state, the braking resources of multiple braking actuators equipped in the vehicle are not considered, resulting in risks in the braking strategy.

[0003] Therefore, when the service braking system is in a failure state, how to control the vehicle to improve the safety of the vehicle is an urgent problem to be solved currently. Summary of the Invention

[0004] The present application provides a vehicle control method, a vehicle control device, and a vehicle. The method can control the vehicle to improve the safety of the vehicle when the service braking system is in a failure state.

[0005] In a first aspect, a vehicle control method is provided. The method includes:

[0006] When it is detected that the service braking system of the vehicle is in a failure state, obtain the braking force of each braking component in the vehicle;

[0007] Based on the braking force of each braking component, obtain the target deceleration of the vehicle, where the target deceleration is used to represent the maximum deceleration provided by the overall braking components;

[0008] Based on the target deceleration, determine the control strategy of the vehicle;

[0009] Control the vehicle based on the control strategy.

[0010] In an embodiment of the present application, when it is detected that the service braking system of the vehicle is in a failure state, the braking force of each braking component is acquired, the maximum deceleration provided as a whole is obtained based on the braking force of each braking component, and a control strategy is determined based on the maximum deceleration; since the maximum deceleration provided as a whole by each braking component in the vehicle is determined and the braking force of the vehicle is calculated, different vehicle control strategies can be implemented based on the maximum braking force that the current entire vehicle can provide; compared with the prior art, when it is detected that the service braking system of the vehicle is in a failure state, the driver needs to manually take over the vehicle and formulate a strategy, and at this time, it is easy to increase the collision risk of the vehicle due to the driver's untimely reaction or inaccurate judgment; since in this solution, when it is detected that the service braking system of the vehicle is in a failure state, different vehicle control strategies are implemented based on the current braking force of the vehicle, the vehicle safety in the case of the failure of the service braking system can be improved.

[0011] In a possible implementation manner, obtaining the target deceleration of the vehicle based on the braking force of each braking component includes:

[0012] Based on the braking force of each braking component, determine the maximum deceleration provided by each braking component;

[0013] Based on the maximum deceleration provided by each braking component, obtain the target deceleration of the vehicle.

[0014] In an embodiment of the present application, based on the braking force of each braking component, determine the maximum deceleration provided by each braking component, and obtain the target deceleration of the vehicle based on the maximum deceleration; since the maximum deceleration is calculated through the braking force of each braking component and the target deceleration of the entire vehicle is obtained, the actual decelerating force of the vehicle can be accurately reflected; in this solution, by calculating the braking force of each braking component, the accuracy of calculating the target deceleration is improved, providing data support for the subsequent formulation of the control strategy.

[0015] Combined with the first aspect, in some possible implementation manners, determining the control strategy of the vehicle based on the target deceleration includes:

[0016] Determine whether the target deceleration is greater than or equal to a preset deceleration;

[0017] When the target deceleration is greater than or equal to the preset deceleration, determine the control strategy based on the current vehicle speed.

[0018] In an embodiment of the present application, since the target deceleration is judged when formulating the control strategy, different control strategies can be formulated according to different deceleration capabilities of the vehicle; when the target deceleration is greater than or equal to the preset deceleration, the control strategy is determined based on the current vehicle speed, and a control strategy matching the current driving state can be determined; since a control strategy matching the current driving state can be determined, the flexibility and safety of the control strategy of the vehicle in different driving states can be improved.

[0019] In a possible implementation manner, it further includes:

[0020] When the target deceleration is less than the preset deceleration, determining the control strategy includes:

[0021] Brake at the target deceleration and output a third prompt message, where the third prompt message is used to prompt the user of the vehicle that the vehicle needs to perform an emergency brake.

[0022] In an embodiment of the present application, when the target deceleration is less than the preset deceleration, controlling the vehicle to brake at the target deceleration and prompting the user that the vehicle needs to perform an emergency brake can timely control the vehicle and remind the user when it is detected that the deceleration ability of the vehicle is low, thereby ensuring the safety of the user during the ride.

[0023] Combining the first aspect and the above implementation manner, in some possible implementation manners, determining the control strategy based on the current vehicle speed of the vehicle includes:

[0024] When the current vehicle speed is greater than or equal to the preset vehicle speed, based on the current vehicle speed, determine whether there is a first collision risk for the vehicle;

[0025] Based on whether there is a first collision risk, determine the control strategy.

[0026] In an embodiment of the present application, when the current vehicle speed is greater than or equal to the preset vehicle speed, it is judged whether there is a first collision risk for the vehicle based on the current vehicle speed, and the control strategy is determined based on whether there is a first collision risk; since the collision risk judgment is introduced when the vehicle speed reaches a certain threshold and the control strategy is determined accordingly, the control strategy can be made targeted; compared with the problem that the applicability of the strategy may be insufficient in the prior art where the vehicle speed and the collision risk are not combined in the process of formulating the control strategy, this solution can trigger risk identification through the vehicle speed condition, improve the matching degree of the control strategy and the actual driving risk, and thus improve the safety of the vehicle.

[0027] Combining the first aspect and the above implementation manner, in some possible implementation manners, determining the control strategy based on whether there is a first collision risk includes:

[0028] When there is a first collision risk, determining the control strategy includes: braking the vehicle with a target braking force, where the target braking force is the braking force corresponding to a target deceleration;

[0029] When there is no first collision risk, determining the control strategy includes: restricting the output torque of the vehicle to be less than or equal to a preset output torque.

[0030] In the embodiments of the present application, when there is a first collision risk, braking the vehicle with the braking force corresponding to the target deceleration can timely control the vehicle when the braking force of the vehicle fails and there is a collision risk, thereby reducing the collision risk; when there is no collision risk, restricting the output torque of the vehicle can reduce the probability of collision during vehicle driving and improve the safety of the vehicle in the case of failure of the service braking system. The above solutions adopt different control methods according to whether there is a collision risk, can dynamically adjust the control strategy according to the current existing risk, improve the flexibility of vehicle control, and ensure the safety of users.

[0031] Combined with the first aspect and the above implementation manners, in some possible implementation manners, it further includes:

[0032] After determining to brake the vehicle with the target braking force, determining whether there is a second collision risk for the vehicle;

[0033] When there is a second collision risk, detecting whether there are obstacles in the first lane;

[0034] Based on whether there are obstacles in the first lane, determining the control strategy;

[0035] Wherein, the lane where the vehicle is currently located is the second lane, and the first lane and the second lane are different lanes.

[0036] In the embodiments of the present application, after determining to brake the vehicle with the target braking force, further determining whether there is a second collision risk for the vehicle; when there is a second collision risk, detecting whether there are obstacles in a lane different from the lane where the vehicle is currently located, and formulating a control strategy based on whether there are obstacles; since this solution still conducts a collision risk assessment after performing braking control and further detects the collision risk in other lanes when it is detected that the risk still exists, it provides a flexible control solution for the emergency control of the vehicle and can achieve active safety intervention; compared with the prior art, which only relies on braking measures to cope with the collision risk and has problems with insufficient coping strategies in the case of high collision risks; this solution improves the risk avoidance ability and driving safety of the vehicle in complex scenarios by introducing multiple risk judgments and lane change strategies.

[0037] Combined with the first aspect and the above implementation manners, in some possible implementation manners, based on whether there are obstacles in the first lane, determining the control strategy includes:

[0038] When there is no obstacle in the first lane, the determined control strategy includes: controlling the vehicle to change lanes to the first lane.

[0039] In an embodiment of the present application, when there is still a second collision risk after braking the vehicle with a target braking force and there is no obstacle in the first lane, the control strategy includes controlling the vehicle to change lanes to the first lane; since the feasibility of the target lane for lane change is further determined on the basis of determining the collision risk, and the lane change operation is only implemented under the condition of no obstacle, it can avoid new risks caused by blind lane change; compared with the lane change strategy in the prior art that does not fully consider the safety of the target lane, this solution improves the safety and reliability of the control strategy by detecting obstacles before lane change, thereby enhancing the risk avoidance ability of the vehicle in the case of brake system failure.

[0040] Combined with the first aspect and the above implementation manners, in some possible implementation manners, based on whether there is an obstacle in the first lane, the determined control strategy includes:

[0041] When there is an obstacle in the first lane, the determined control strategy includes:

[0042] Outputting at least one of a first prompt message, a second prompt message, and applying a pre-tightening force to the seat belt in the vehicle;

[0043] Wherein, the first prompt message is used to prompt the user of the vehicle that a collision is about to occur, and the second prompt message is used to prompt the user of the vehicle in other vehicles that the vehicle is abnormal.

[0044] In an embodiment of the present application, when there is still a second collision risk after braking the vehicle with a target braking force and there is an obstacle in the first lane, the control strategy further includes outputting at least one of a first prompt message for prompting the user of the vehicle, a second prompt message for prompting the users of other vehicles, and applying a pre-tightening force to the seat belt in the vehicle; since the vehicle is about to collide when the risk cannot be avoided by changing lanes, this solution provides collision warning and protection preparation for this situation, can inform the users of the current vehicle and other vehicles of the possible danger in advance, and trigger the seat belt pre-tightening mechanism to prepare for the upcoming collision; this solution enhances the active prompt and passive protection measures in an emergency state and improves the overall safety of the vehicle.

[0045] Combined with the first aspect and the above implementation manners, in some possible implementation manners, it further includes:

[0046] When there is no second collision risk, the determined control strategy further includes: restricting the output torque of the vehicle to be less than or equal to a preset output torque.

[0047] In an embodiment of the present application, when there is no second collision risk, the control strategy includes restricting the output torque of the vehicle to be less than or equal to a preset output torque; since the vehicle power output level is controlled by restricting the output torque, it is possible to suppress the vehicle acceleration behavior on the premise of ensuring the current collision-free risk and prevent new risks caused by limited braking force; this solution further ensures driving stability and safety by reasonably restricting torque output.

[0048] In a possible implementation, it further includes:

[0049] Obtain the current road condition information of the vehicle;

[0050] Based on the current road condition information, obtain the current road surface adhesion coefficient;

[0051] Based on the current road surface adhesion coefficient, obtain the preset output torque.

[0052] In an embodiment of the present application, the current road condition information of the vehicle is obtained, and based on this information, the road surface adhesion coefficient is obtained, and then the preset output torque is determined based on the road surface adhesion coefficient; since the preset output torque takes into account the current road surface adhesion conditions, it is possible to make the control of the vehicle output torque more in line with the actual road conditions, thereby improving the stability and safety of the vehicle under different road conditions; this solution improves the adaptability and accuracy of the control strategy by dynamically matching the adhesion coefficient.

[0053] In the second aspect, a vehicle control device is provided, and the device includes:

[0054] An acquisition module, configured to obtain the braking force of each braking component in the vehicle when it is detected that the vehicle's service braking system is in a failure state;

[0055] A processing module, configured to obtain the target deceleration of the vehicle based on the braking force of each braking component, where the target deceleration is used to represent the maximum deceleration provided by the overall braking components; determine the control strategy of the vehicle based on the target deceleration; and control the vehicle based on the control strategy.

[0056] It should be understood that the expansion, limitation, interpretation, and description of the relevant content in the first aspect above also apply to the same content in the second aspect.

[0057] In the third aspect, a vehicle is provided, including a memory and a processor; the memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the vehicle control method in the first aspect or any possible implementation manner of the first aspect.

[0058] Fourthly, a computer program product is provided, which includes computer program code that, when running on a computer, causes the computer to execute the vehicle control method in the first aspect or any possible implementation manner of the first aspect as described above.

[0059] Fifthly, a computer-readable storage medium is provided, which stores computer program code that, when running on a computer, causes the computer to execute the vehicle control method in the first aspect or any possible implementation manner of the first aspect as described above. Description of the Drawings

[0060] [[ID=⑧]] Figure 1 is a system architecture diagram of a vehicle provided by an embodiment of the present application;

[0061] Figure 2 is a schematic flowchart of a vehicle control method provided by an embodiment of the present application;

[0062] Figure 3 is a schematic flowchart of another vehicle control method provided by an embodiment of the present application;

[0063] Figure 4 is a schematic structural diagram of a vehicle control device provided by an embodiment of the present application;

[0064] Figure 5 is a schematic structural diagram of a vehicle provided by an embodiment of the present application. Detailed Embodiments

[0065] Hereinafter, the technical solutions in the present application will be clearly and elaborately described in conjunction with the accompanying drawings. Among them, in the description of the embodiments of the present application, unless otherwise specified, " / " means "or". For example, A / B may mean A or B. The "and / or" in the text is only a description of the association relationship between associated objects, indicating that there can be three relationships. For example, A and / or B may mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of the present application, "a plurality of" means two or more than two.

[0066] Hereinafter, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as implying or suggesting relative importance or implicitly indicating the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features.

[0067] It should be noted that in the above translation, the Chinese character "⑧" in the original text is likely an incorrect character. It is translated as " Figure 1 " according to the requirements. If this is an error in the original text, it may need to be corrected in the source material for a more accurate translation.With the continuous improvement of the intelligence and automation level of vehicles, advanced driving assistance systems (ADAS) are configured in vehicles. The ADAS system can realize the functions of intelligent driving. For example, in scenarios such as adaptive cruise control, automatic following, and lane keeping, it can achieve coordinated control through sensor fusion and actuators, improving driving safety and user experience. However, when it is detected that the vehicle's service braking system is in a failure state, the driver needs to manually take over the vehicle and formulate strategies. At this time, it is easy to increase the collision risk of the vehicle due to the driver's untimely reaction or inaccurate judgment.

[0068] In view of this, the present application provides a vehicle control method, a vehicle control device, and a vehicle; when it is detected that the vehicle's service braking system is in a failure state, the braking force of each braking component is obtained, the maximum deceleration provided as a whole is obtained based on the braking force of each braking component, and a control strategy is determined based on the maximum deceleration; since the maximum deceleration provided as a whole by each braking component in the vehicle is determined and the braking force of the vehicle is calculated, different vehicle control strategies can be implemented based on the maximum braking ability that the current vehicle can provide; compared with the prior art, when it is detected that the vehicle's service braking system is in a failure state, the driver needs to manually take over the vehicle and formulate strategies. At this time, it is easy to increase the collision risk of the vehicle due to the driver's untimely reaction or inaccurate judgment; since this solution implements different vehicle control strategies based on the current braking force of the vehicle when it is detected that the vehicle's service braking system is in a failure state, it can improve vehicle safety in the case of the failure of the driving automation system.

[0069] Next, in conjunction with Figure 1 a system architecture diagram of a vehicle provided by an embodiment of the present application will be described in detail.

[0070] Figure 1 is a schematic diagram of the system architecture of a vehicle provided by an embodiment of the present application; as Figure 1 shown, the vehicle 100 may include the main ECU 101 of the ADAS system, a braking control system 102, a power control system 103, a steering control system 104, an environmental information acquisition sensor 105, a body electronics domain system 106, and a human-machine interaction system 107.

[0071] Among them, the main ECU 101 of the ADAS system includes an electronic control unit (ECU) of the ADAS system. The main ECU 101 of the ADAS system is the core decision-making and control module of the ADAS system in the vehicle, responsible for integrating sensor data, executing driving decision algorithms, and coordinating control with other systems, so as to assist the driver in performing safe driving operations, such as functions like lane keeping and adaptive cruise control.

[0072] The braking control system 102 is used to provide deceleration to the vehicle when the driver has a braking demand, thereby ensuring the safety of the vehicle; the braking control system 102 may include a service braking system, a parking braking system, an energy recovery system, etc. The braking control system 102 can send signals to and receive signals from the main ECU 101 of the ADAS system, and the braking control system 102 can send the current braking state of the vehicle to the main ECU 101 of the ADAS system.

[0073] The power control system 103 is used to control the power output of the vehicle and can be used to control power output devices such as engines, motors, or batteries.

[0074] The steering control system 104 is used to control the steering of the vehicle. In the embodiments of the present application, the steering control system 104 can intervene when the service braking system is in a failure state, receive signals from the main ECU 101 of the ADAS system, control the steering of the vehicle, and calculate the compensation torque of the wheels based on data such as yaw rate to control the vehicle and thereby suppress the risk of oversteering.

[0075] The environmental information collection sensor 105 can include components such as an image acquisition module and a radar for obtaining the current road conditions, and is used to detect the current driving environment, driving state, weather, lane state, obstacles, etc. of the vehicle.

[0076] The body electronics domain system 106 can be activated when the service braking system of the vehicle is in a failure state and can perform functions such as automatically turning on the hazard lights, automatically unlocking the doors, pre-tightening the seat belts, and automatically sounding the horn.

[0077] The human-machine interaction system 107 is used to output alarm information to alert the user when the service braking system is in a failure state, for example, to alert the user through the instrument panel screen, the center console screen, the ambient light, and voice announcements.

[0078] Next, in conjunction with Figure 2 a vehicle control method provided by an embodiment of the present application will be described in detail.

[0079] Figure 2 is a schematic flowchart of a vehicle control method provided by an embodiment of the present application. As Figure 2 shown, the method 200 includes S210 to S240, which will be described in detail below for S210 to S240 respectively.

[0080] Exemplarily, Figure 2 the method 200 shown can be executed by the vehicle; or, by a processor in the vehicle; or, by a chip in the processor mounted on the vehicle; or, by a software platform integrated in the electronic device.

[0081] S210. When it is detected that the service braking system of the vehicle is in a failure state, obtain the braking forces of the braking components in the vehicle.

[0082] Among them, the service braking system is the main device for vehicle deceleration. The driver triggers the braking of the service braking system by stepping on the brake pedal. The service braking system converts kinetic energy into heat energy by using friction or electromagnetic resistance to achieve vehicle deceleration braking. The service braking system in the vehicle is usually hydraulic braking or electronic brake-by-wire. For example, such as Figure 1 the service braking system in the braking control system.

[0083] Optionally, the service braking system being in a failure state includes: the service braking system being in a complete failure state, or the service braking system being in a partial failure state. Among them, the complete failure state means that the service braking system cannot provide any braking force. For example, there is no pressure feedback in both hydraulic circuits, or the brake pedal stroke is completely decoupled from the output of the brake actuator. The partial failure state means that the service braking system can still provide partial braking force. For example: pressure loss in one of the two hydraulic circuits in the dual-circuit hydraulic system, or a certain module in the electronic brake-by-wire in the service braking system has a fault, but other modules can still provide partial braking force. Optionally, each braking component refers to the components in the vehicle that can provide braking force, including but not limited to: service braking, parking braking, drive motor, energy recovery system, spoiler, etc.

[0084] Exemplarily, in the embodiment of the present application, when the service braking system is not completely failed and can provide braking force, the braking forces of the braking components calculated at this time should include the service braking system.

[0085] Exemplarily, the parking braking can include a mechanical handbrake or an electronic parking brake. The mechanical handbrake can be mechanically transmitted through a wire cable to provide a locking force for the driving wheels, that is, to provide braking force for the vehicle.

[0086] Exemplarily, the drive motor can output a negative torque by dragging the motor in reverse through the wheels, which is equivalent to the opposite process of the drive motor driving the wheels when the vehicle is running. The kinetic energy of the vehicle is converted into the energy of the motor, which can be converted into the internal energy of the motor, and the energy conversion is achieved through heat dissipation, thereby reducing the power and providing braking force for the vehicle.

[0087] Exemplarily, the energy recovery system can include components that can enable bidirectional energy flow between the motor and the battery, such as a bi-directional inverter; the energy recovery system can convert the kinetic energy of the vehicle into electrical energy and collect it in the battery.

[0088] Exemplarily, the spoiler can be used to increase the downforce to improve the air resistance, or adjust the air flow separation to form a low-pressure area to achieve a drag effect and provide braking force for the vehicle.

[0089] In one example, when the main ECU receives a braking failure signal sent by the service braking system, the main ECU sends a signal to each braking component in the vehicle, requesting it to report its own braking force, and the main ECU obtains the braking force of each braking component.

[0090] In the embodiments of the present application, the main ECU refers to the main ECU of the ADAS system. The ADAS system may include multiple ECUs. If the ADAS system includes multiple ECUs, the main ECU is the central decision-making unit among the multiple ECUs, responsible for coordinating environment perception, determining the global control strategy, path planning, etc.

[0091] Exemplarily, when the main ECU receives a complete braking failure signal sent by the service braking system, it obtains the braking force of each braking component in the vehicle, that is, the maximum deceleration that each braking component can provide.

[0092] Exemplarily, when the main ECU receives a partial braking failure signal sent by the service braking system, at this time the service braking system can generate braking force, and it is necessary to confirm the current braking force of the whole vehicle; obtain the braking force of each braking component in the vehicle, that is, the maximum deceleration that each braking component can provide.

[0093] It should be noted that the braking force of each of the above braking components refers to the maximum braking force that each braking component can provide.

[0094] Optionally, when the main ECU cannot receive the signal sent by the service braking system, the main ECU adopts a complete braking loss control strategy.

[0095] Exemplarily, two independent communication links can be configured between the main ECU and the service braking system. When one communication link fails, the signal can be transmitted through the other communication link; if both communication links fail, or the main ECU cannot receive the signal of the braking system due to other faults, the main ECU adopts a complete braking loss control strategy.

[0096] It should be noted that the braking system detects its own state at a preset operating cycle. If it detects a braking failure, it sends a signal to the main ECU through the Ethernet or Controller Area Network (CAN) inside the vehicle.

[0097] Exemplarily, when the hydraulic pressure sensor in the service braking system detects that the master cylinder pressure value is less than the preset pressure value (for example, 10 Bar) and the duration exceeds the preset time (for example, 500 ms), it is determined at this time that the service braking system has completely failed.

[0098] Optionally, when the hydraulic pressure sensor in the service brake system detects that the master cylinder pressure value is less than a preset pressure value (for example, 10, Bar) and lasts for more than a preset time (for example, 500ms), it is determined that the service brake system is in a failed state, and a signal indicating that the brake system has not completely failed is sent to the main ECU. At this time, it is also necessary to determine the maximum braking force that the entire vehicle can provide based on the braking force of each brake component.

[0099] S220: Obtain a target deceleration of the vehicle based on the braking force of each braking component.

[0100] The target deceleration is used to represent the maximum deceleration provided by all the braking components as a whole, that is, the deceleration corresponding to the maximum braking force that can be provided by all the braking components in the vehicle.

[0101] For example, the braking components include but are not limited to: service brakes, parking brakes, drive motors, energy recovery systems, spoilers, etc.

[0102] In the embodiment of the present application, the maximum deceleration that can be achieved by the vehicle is calculated based on the maximum braking force that can be provided by each braking component.

[0103] For example, the target deceleration can be obtained based on the braking force of each braking component and the vehicle mass. For example, according to Newton's second law, the target deceleration can be obtained to be equal to the braking force of each braking component divided by the vehicle mass.

[0104] For example, when the service brake system completely fails and cannot provide braking force, it is detected that the parking brake can provide a braking force of 2000N, the drive motor can provide a braking force of 3000N, and the energy recovery system can provide a braking force of 1000N. At this time, the maximum braking force that the braking system can provide is 6000N. The vehicle mass is 1500kg, and the target deceleration can be obtained as 4.0m / s 2 , about 0.41g.

[0105] It should be noted that g is the standard value of acceleration in physics that represents the free fall of an object on the surface of the earth, usually recorded as 9.8m / s 2 .

[0106] Optionally, the current driving environment, such as the driving road surface, may be acquired, and the target deceleration may be obtained based on the adhesion coefficient of the current driving road surface, the braking force of each braking component, and the vehicle mass.

[0107] S230: Determine a vehicle control strategy based on the target deceleration.

[0108] It should be understood that since the driving risks of the vehicle are different when the braking forces that each braking component can provide are different, in the embodiments of the present application, the control strategy of the vehicle is determined based on the deceleration corresponding to the maximum braking force that each braking component in the vehicle can provide.

[0109] In one implementation, the above method includes:

[0110] Determine whether the target deceleration is greater than or equal to the preset deceleration; when the target deceleration is greater than or equal to the preset deceleration, determine the control strategy based on the current vehicle speed.

[0111] In the embodiments of the present application, after determining the target deceleration that each braking component can provide, compare the target deceleration with the preset deceleration. When the target deceleration is greater than or equal to the preset deceleration, determine the control strategy based on the current vehicle speed of the vehicle.

[0112] Exemplarily, the target deceleration is 4.0 m / s 2 , compare the target deceleration with the preset deceleration (for example, 2.9 m / s 2 ), the target deceleration is greater than the preset deceleration, so determine the control strategy based on the current vehicle speed.

[0113] Optionally, the preset deceleration is the minimum safety deceleration threshold that the vehicle needs to reach in the case of brake failure. The preset deceleration can be determined according to vehicle braking standards and relevant regulations. For example, the regulations stipulate that when a passenger car has a single-loop failure, the vehicle needs to be able to provide at least 2.9 m / s 2 of deceleration.

[0114] Optionally, the preset deceleration can be determined based on the vehicle's gross mass, load status, and driving road conditions.

[0115] Exemplarily, the preset deceleration can be proportional to the vehicle's gross mass. When the vehicle's gross mass is 1000 kg, the preset deceleration can be 2.9 m / s 2 ; when the vehicle's gross mass is 1500 kg, the preset deceleration can be 3.0 m / s 2 .

[0116] Exemplarily, when on flat road conditions, the preset deceleration can be 2.9 m / s 2 ; when on downhill road conditions, the preset deceleration can be 3.2 m / s 2 .

[0117] In the above implementation, since the target deceleration is judged when formulating the control strategy, different control strategies can be formulated according to the different deceleration capabilities of the vehicle; when the target deceleration is greater than or equal to the preset deceleration, the control strategy is determined based on the current vehicle speed, and a control strategy matching the current driving state can be determined; since a control strategy matching the current driving state can be determined, the flexibility and safety of the control strategy of the vehicle in different driving states can be improved.

[0118] In one implementation, the above method includes:

[0119] When the current vehicle speed is greater than or equal to the preset vehicle speed, based on the current vehicle speed, determine whether the vehicle has a first collision risk; based on whether there is a first collision risk, determine the control strategy.

[0120] Wherein, the first collision risk is the collision risk of the vehicle in the current driving direction.

[0121] In the embodiments of the present application, after determining the target deceleration that each braking component can provide, compare the target deceleration with the preset deceleration. When the target deceleration is greater than or equal to the preset deceleration, determine whether the current vehicle speed is greater than or equal to the preset vehicle speed. When the current vehicle speed is greater than or equal to the preset vehicle speed, since the vehicle speed is relatively high, there may be a first collision risk. At this time, different control strategies need to be determined based on whether there is a collision risk.

[0122] It should be understood that the above first collision risk is used to represent that after detecting that the vehicle's service braking system is in a failure state, according to the current driving state of the vehicle and the motion states of other objects (such as vehicles, pedestrians or obstacles, etc.) near the vehicle, determine whether the vehicle has a collision risk with other objects.

[0123] Exemplarily, it is detected that the current vehicle speed is 40 km / h, the current vehicle speed is greater than the preset vehicle speed (for example, 30 km / h), and based on a vision sensor (such as a camera, radar, etc.), determine whether there is a first collision risk in the current driving direction.

[0124] Optionally, when it is detected that the current vehicle speed is 40 km / h, detect the motion states of other objects (such as vehicles, pedestrians or obstacles, etc.) near the vehicle; based on the motion states of other objects near the vehicle, determine whether there is a first collision risk. For example, when it is detected that there is an obstacle in the current driving direction and the distance between the current vehicle and the obstacle is less than the preset distance (for example, 50 m), determine that there is a first collision risk in the current driving direction.

[0125] Optionally, when the current vehicle speed is detected to be 40 km / h, detect the motion states of other objects near the vehicle (such as vehicles, pedestrians, or obstacles, etc.); based on the motion states of other objects near the vehicle, determine whether there is a first collision risk. When an obstacle is detected in the current driving direction, the distance between the current vehicle and the obstacle is less than a preset distance (for example, 100 m), and the relative speed between the current vehicle and the obstacle is greater than or equal to 0 (for example, the speed of the current vehicle is greater than the moving speed of the obstacle), it is determined that there is a first collision risk in the current driving direction.

[0126] It should be understood that the relative speed is the driving speed of the current vehicle minus the moving speed of the obstacle. When the relative speed is greater than zero, it is considered that the distance between the current vehicle and the obstacle will gradually decrease, and the collision risk is relatively high.

[0127] In the above implementation, when the current vehicle speed is greater than or equal to the preset vehicle speed, determine whether the vehicle has a first collision risk based on the current vehicle speed, and determine the control strategy based on whether there is a first collision risk; since the collision risk judgment is introduced when the vehicle speed reaches a certain threshold, and then the control strategy is determined accordingly, the control strategy can be made more targeted; compared with the prior art where the vehicle speed and collision risk are not combined in the process of formulating the control strategy, which may lead to the problem of insufficient applicability of the strategy, this solution can trigger risk identification through the vehicle speed condition, improve the matching degree of the control strategy and the actual driving risk, and thus improve the safety of the vehicle.

[0128] In one implementation, the above method includes:

[0129] When there is a first collision risk, determining the control strategy includes: controlling the vehicle to brake with the target braking force; when there is no first collision risk, determining the control strategy includes: restricting the output torque of the vehicle to be less than or equal to the preset output torque.

[0130] Wherein, the target braking force is the braking force corresponding to the target deceleration.

[0131] In the embodiments of the present application, after determining the target deceleration that each braking component can provide, compare the target deceleration with the preset deceleration. When the target deceleration is greater than or equal to the preset deceleration, determine whether the current vehicle speed is greater than or equal to the preset vehicle speed. When the current vehicle speed is greater than or equal to the preset vehicle speed, further determine whether the vehicle has a first collision risk. When there is a first collision risk, it is necessary to immediately brake with the target braking force, that is, brake with the maximum braking force that the vehicle braking system can execute; when there is no first collision risk, the power control system restricts the vehicle speed. Although there is no first collision risk, since the current vehicle speed is relatively fast and there is a safety hazard, it is necessary to restrict the vehicle speed, that is, restrict the output torque of the vehicle.

[0132] Exemplarily, when an obstacle is detected in the driving direction, the distance to the obstacle is less than 100 m, and the relative speed between the current vehicle and the obstacle is greater than or equal to zero, the ADAS system sends a signal to the power control system, instructing the power control system to immediately stop torque output; and the ADAS system sends a signal to the braking control system, instructing the braking control system to control the vehicle braking with a target braking force.

[0133] In one implementation, it further includes:

[0134] After determining to control the vehicle to brake with a target braking force, determine whether the vehicle has a second collision risk; when there is a second collision risk, detect whether there is an obstacle in the first lane; based on whether there is an obstacle in the first lane, determine the control strategy.

[0135] Wherein, the lane where the vehicle is currently located is the second lane, and the first lane and the second lane are different lanes.

[0136] In one embodiment, after obtaining the control strategy, control the vehicle with the control strategy and detect whether the vehicle still has a collision risk. For example, when controlling the vehicle with the target braking force in the control strategy, detect whether the vehicle has a risk of collision with other objects (such as vehicles, pedestrians, or obstacles, etc.), that is, the second collision risk.

[0137] Exemplarily, after determining the target deceleration that each braking component can provide, compare the target deceleration with a preset deceleration. When the target deceleration is greater than or equal to the preset deceleration, determine whether the current vehicle speed is greater than or equal to the preset vehicle speed. When the current vehicle speed is greater than or equal to the preset vehicle speed, further determine whether the vehicle has a first collision risk. When there is a first collision risk, after determining to brake with a target braking force, determine whether there is a second collision risk in the current driving direction. If there is a second collision risk, detect whether there is an obstacle in the first lane, and based on whether there is an obstacle in the first lane, determine the control strategy.

[0138] In another embodiment, after obtaining the control strategy, further predict whether there is a collision risk in the control strategy. Before controlling the vehicle with the control strategy, predict whether there is still a collision risk when the vehicle brakes with the target braking force in the control strategy. For example, when controlling the vehicle with the target braking force in the control strategy, detect whether the vehicle has a risk of collision with other objects (such as vehicles, pedestrians, or obstacles, etc.), that is, the second collision risk.

[0139] Exemplarily, after determining the target deceleration that each braking component can provide, compare the target deceleration with the preset deceleration. When the target deceleration is greater than or equal to the preset deceleration, determine whether the current vehicle speed is greater than or equal to the preset vehicle speed. When the current vehicle speed is greater than or equal to the preset vehicle speed, further determine whether the vehicle has a first collision risk. When there is a first collision risk, predict whether there is a second collision risk in the current driving direction after braking with the target braking force. If there is a second collision risk, detect whether there is an obstacle in the first lane, and determine the control strategy based on whether there is an obstacle in the first lane.

[0140] In an embodiment of the present application, after determining the target deceleration that each braking component can provide, compare the target deceleration with the preset deceleration. When the target deceleration is greater than or equal to the preset deceleration, determine whether the current vehicle speed is greater than or equal to the preset vehicle speed. When the current vehicle speed is greater than or equal to the preset vehicle speed, further determine whether the vehicle has a first collision risk. When there is a first collision risk, it is necessary to immediately brake with the target braking force, that is, brake with the maximum braking force that the vehicle braking system can execute; after braking with the target braking force, detect whether the vehicle has a second collision risk. If there is a second collision risk, detect whether there is an obstacle in the first lane, and determine the control strategy based on whether there is an obstacle in the first lane.

[0141] Exemplarily, the maximum braking force is 6000N. After braking with the maximum braking force, detect whether the relative speed between the current speed of the vehicle and the obstacle is greater than or equal to zero. If it is greater than or equal to zero, it is considered that there is no second collision risk; if it is less than zero, there is a second collision risk. At this time, since continuing to drive will collide with the obstacle in the current driving direction, the ADAS system sends a signal to the human-machine interaction system to instruct the human-machine interaction system to notify the user that the vehicle is about to change lanes; the ADAS system sends a signal to the steering control system to instruct the steering control signal to control the vehicle to steer; pre-tighten the seat belt in the vehicle; and the ADAS system sends a signal to the body electronics domain system to instruct the body electronics domain system to turn on the emergency hazard lights.

[0142] In the above implementation, in an embodiment of the present application, after determining to control the vehicle to brake with a target braking force, it is further determined whether the vehicle has a second collision risk; when there is a second collision risk, it is detected whether there are obstacles in a lane different from the lane where the vehicle is currently located, and a control strategy is formulated based on whether there are obstacles; since this solution still conducts a collision risk assessment after executing the braking control and further detects the collision risk in other lanes when the risk is still detected, it provides a flexible control solution for the emergency control of the vehicle and can achieve active safety intervention; compared with the prior art, which only relies on braking measures to cope with the collision risk and has insufficient coping strategies in the case of high collision risk; this solution improves the risk avoidance ability and driving safety of the vehicle in complex scenarios by introducing multiple risk judgments and lane change strategies.

[0143] In one implementation, the above method includes:

[0144] Based on whether there are obstacles in the first lane, a control strategy is determined, including: when there are no obstacles in the first lane, it is determined that the control strategy includes: controlling the vehicle to change lanes to the first lane.

[0145] In an embodiment of the present application, after determining the target deceleration that each braking component can provide, the target deceleration is compared with a preset deceleration. When the target deceleration is greater than or equal to the preset deceleration, it is determined whether the current vehicle speed is greater than or equal to the preset vehicle speed. When the current vehicle speed is greater than or equal to the preset vehicle speed, it is further determined whether the vehicle has a first collision risk. When there is a first collision risk, it is necessary to immediately brake with the target braking force, that is, brake with the maximum braking force that the vehicle braking system can execute; after braking with the target braking force, it is detected whether the vehicle has a second collision risk. If there is a second collision risk, it is detected whether there are obstacles in the lane on the side of the vehicle. When there are no obstacles, the vehicle is controlled to change lanes.

[0146] Exemplarily, the maximum braking force is 6000N. After braking with the maximum braking force, it is detected whether the relative speed between the current speed of the vehicle and the obstacle is greater than or equal to zero. If it is greater than or equal to zero, it is considered that there is no second collision risk; if it is less than zero, there is a second collision risk. At this time, since continuing to drive will collide with the obstacle in the current driving direction, the lane on the side of the current vehicle is detected. When it is determined that there are no obstacles in the side lane, the vehicle is controlled to change lanes; the ADAS system sends a signal to the human-machine interaction system for instructing the human-machine interaction system to notify the user that the vehicle is about to change lanes; the ADAS system sends a signal to the steering control system for instructing the steering control signal to control the vehicle to steer; pre-tighten the seat belt in the vehicle; and the ADAS system sends a signal to the body electronics domain system for instructing the body electronics domain system to turn on the emergency hazard lights.

[0147] Optionally, the first lane may be a lane adjacent to the second lane.

[0148] In one embodiment, after braking with the target braking force, it is detected whether the vehicle has a second collision risk. If there is a second collision risk, it is detected whether there is an obstacle in the lane on the side of the vehicle. When there is no obstacle, it is further detected whether there is an obstacle in the side-rear direction and whether there is a collision risk in the side-rear direction of the vehicle. If so, the ADAS sends a signal to the braking control system to instruct the braking control signal to continue braking with the target braking force; the ADAS system sends a signal to the human-machine interaction system to instruct the human-machine interaction system to notify the user that the vehicle may collide; the ADAS system sends a signal to pre-tension the seat belt in the vehicle; the ADAS system sends a signal to make the vehicle sound the horn; and the ADAS system sends a signal to the body electronics domain system to instruct the body electronics domain system to turn on the emergency hazard warning lights. If not, the ADAS system sends a signal to the human-machine interaction system to instruct the human-machine interaction system to notify the user that the vehicle is about to change lanes; the ADAS system sends a signal to the steering control system to instruct the steering control signal to control the vehicle to steer; pre-tension the seat belt in the vehicle; and the ADAS system sends a signal to the body electronics domain system to instruct the body electronics domain system to turn on the emergency hazard warning lights.

[0149] In the above implementation, when there is still a second collision risk after controlling the vehicle to brake with the target braking force and there is no obstacle in the first lane, the control strategy includes controlling the vehicle to change lanes to the first lane; since the feasibility of the target lane to change lanes is further judged on the basis of determining the collision risk, and the lane change operation is only implemented under the condition of no obstacle, it can avoid new risks caused by blind lane change; compared with the lane change strategy in the prior art that does not fully consider the safety of the target lane, this solution improves the safety and reliability of the control strategy by detecting obstacles before lane change, thereby enhancing the risk avoidance ability of the vehicle in the case of brake system failure.

[0150] In one implementation, it further includes:

[0151] Determine whether the vehicle has a second collision risk after controlling the vehicle to brake with the target braking force; when there is a second collision risk, detect whether there is an obstacle in the target direction; and determine the control strategy based on whether there is an obstacle in the target direction.

[0152] Wherein, the target direction is a direction different from the current driving direction of the vehicle.

[0153] In the embodiment of the present application, when there is no adjacent lane in the current lane where the vehicle is traveling, it can be detected whether there is an obstacle in other directions (such as the left side, the right side, etc.) other than the driving direction. When there is no obstacle, the vehicle is controlled to change lanes.

[0154] Optionally, detect whether there are obstacles in other directions (e.g., left, right, etc.) other than the driving direction. When there are no obstacles, further detect whether there is a collision risk if changing lanes in this direction. When there is no collision risk, control the vehicle to change lanes.

[0155] In one implementation, the above method includes:

[0156] Based on whether there are obstacles in the first lane, determine a control strategy, including: when there are obstacles in the first lane, determine that the control strategy includes at least one of: outputting a first prompt message, outputting a second prompt message, and applying a pre-tightening force to the seat belt in the vehicle.

[0157] Wherein, the first prompt message is used to prompt the user of the vehicle that a collision is about to occur. The first prompt message may include at least one of: text display through a display device in the vehicle, light prompt through an ambient light, or voice prompt to the user through voice broadcast. The second prompt message is used to prompt that the user vehicle is abnormal to other vehicle users, and may include at least one of: activating the emergency double flash of the vehicle, controlling the vehicle to sound the horn, or displaying a text prompt on the rear interactive screen.

[0158] In an embodiment of the present application, after determining the target deceleration that each braking component can provide, compare the target deceleration with a preset deceleration. When the target deceleration is greater than or equal to the preset deceleration, determine whether the current vehicle speed is greater than or equal to the preset vehicle speed. When the current vehicle speed is greater than or equal to the preset vehicle speed, further determine whether the vehicle has a first collision risk. When there is a first collision risk, it is necessary to immediately brake with the target braking force, that is, brake with the maximum braking force that the vehicle braking system can execute; after braking with the target braking force, detect whether the vehicle has a second collision risk. If there is a second collision risk, detect whether there are obstacles in the lane on the side of the vehicle. When there are obstacles, there is a collision risk in the current driving direction of the vehicle, and if changing lanes also has a collision risk, at this time, control the vehicle to continue braking with the target braking force, and output a prompt message for prompting the user in the current vehicle and the users in other vehicles, and control the seat belt to be pre-tightened.

[0159] Exemplarily, when there is a collision risk both in the current driving direction of the vehicle and when changing lanes to the side lane, ADAS sends a signal to the braking control system to instruct the braking control signal to continue braking with the target braking force; the ADAS system sends a signal to the human-machine interaction system to instruct the human-machine interaction system to notify the user that the vehicle may collide; the ADAS system sends a signal to pre-tighten the seat belt in the vehicle; the ADAS system sends a signal to make the vehicle sound the horn; and the ADAS system sends a signal to the body electronics domain system to instruct the body electronics domain system to turn on the emergency double flash.

[0160] In the above implementation manner, when there is still a second collision risk after braking the vehicle with the target braking force and there is an obstacle in the first lane, the control strategy further includes at least one of outputting a first prompt message for prompting the user of the vehicle, a second prompt message for prompting the users of other vehicles, and applying a pre-tightening force to the seat belt in the vehicle; since the vehicle is about to collide in the case where the risk cannot be avoided by changing lanes, this solution provides collision warning and protection preparation for this situation, can inform the users of the current vehicle and other vehicles of the possible danger in advance, and trigger the seat belt pre-tightening mechanism to prepare for the upcoming collision; this solution enhances the active prompt and passive protection measures in the emergency state and improves the overall safety of the vehicle.

[0161] In one implementation manner, the above method includes:

[0162] When there is no second collision risk, it is determined that the control strategy further includes: restricting the output torque of the vehicle to be less than or equal to a preset output torque.

[0163] In an embodiment of the present application, after braking with the target braking force, it is detected whether there is a second collision risk for the vehicle. If there is no second collision risk, the output torque of the vehicle is restricted not to exceed the preset output torque, that is, it is equivalent to restricting the vehicle speed not to exceed the speed limit.

[0164] In the above implementation manner, when there is no second collision risk, the control strategy includes restricting the output torque of the vehicle to be less than or equal to the preset output torque; since the vehicle power output level is controlled by restricting the output torque, it is possible to suppress the vehicle acceleration behavior on the premise of ensuring that there is no current collision risk and prevent new risks caused by limited braking ability; this solution further ensures the driving stability and safety by reasonably restricting the torque output.

[0165] In one implementation manner, the above method includes:

[0166] Obtain the current road condition information of the vehicle; based on the current road condition information, obtain the current road surface adhesion coefficient; based on the current road surface adhesion coefficient, obtain the preset output torque.

[0167] Wherein, the current road condition information refers to the set of physical conditions and road state parameters that directly affect the vehicle dynamics performance in the real-time driving environment of the vehicle, and may include: dry asphalt road surface, wet cement road surface, snow road surface, rain road surface, sand road surface, etc. The current road surface adhesion coefficient is a dimensionless physical quantity used to indicate the maximum friction force between the tire and the current road surface.

[0168] Exemplarily, the current road condition information (such as snow) is obtained through a vision sensor, and the corresponding road surface adhesion coefficient is obtained based on the snow road condition information as 0.3; for the road surface adhesion coefficient of 0.3, the corresponding preset output torque is determined as 91 Nm.

[0169] Optionally, different preset output torques can be set for different road surface adhesion coefficients. The preset output torque is proportional to the road surface adhesion coefficient, that is, the lower the road surface adhesion coefficient, the smoother the current driving road surface, and at this time, the upper limit of the vehicle speed needs to be restricted lower.

[0170] Optionally, the preset output torque can be positively correlated with the upper limit of the maximum vehicle speed; for example, the preset output torque can be 1 / 3 of the upper limit of the maximum vehicle speed.

[0171] Optionally, since a higher torque is required for going uphill and torque may need to be restricted to avoid loss of control when going downhill, the preset output torque can be positively correlated with the road surface gradient.

[0172] Optionally, since the greater the vehicle's total mass, the greater the driving force required, the preset output torque can be positively correlated with the vehicle's total mass.

[0173] In the above implementation, the current road condition information of the vehicle is obtained, and the road surface adhesion coefficient is obtained based on this information. Then, the preset output torque is determined based on the road surface adhesion coefficient. Since the preset output torque takes into account the adhesion conditions of the current road surface, it enables the vehicle output torque to be more in line with the actual road conditions when controlling the vehicle output torque, thereby improving the stability and safety of the vehicle under different road conditions. This solution improves the adaptability and accuracy of the control strategy by dynamically matching the adhesion coefficient.

[0174] In one implementation, it further includes:

[0175] When it is detected that there is no obstacle in the current driving direction, or when there is an obstacle in the current driving direction and the distance between the current vehicle and the obstacle is greater than or equal to a preset distance (for example, 100 m), it is determined that there is no first collision risk in the current driving direction. At this time, the ADAS system sends a signal to the human-machine interaction system, instructing the human-machine interaction system to inform the user in the vehicle that there is a risk of brake loss and suggesting the user to pull over; and the ADAS system sends a signal to the power control system to limit the output torque of the vehicle, achieving the effect of restricting the upper limit of the vehicle speed. By reasonably restricting the torque output, the driving stability and safety are further ensured.

[0176] Exemplarily, when no obstacle is detected in the current driving direction, the central control screen displays: The vehicle has a risk of brake loss, and it is recommended to pull over; and the power control system limits the upper speed limit (for example, 60 km / h). When it is detected that the current vehicle speed is greater than or equal to the speed upper limit, if the user requests a target torque exceeding the speed upper limit, only 50% of the target torque is output. For example, when it is detected that the current vehicle speed is 60 km / h, which has reached the speed upper limit, if the user deeply steps on the accelerator pedal at this time, the requested output torque corresponding to the opening of the accelerator pedal is 200 Nm. However, the torque corresponding to the speed upper limit is 150 Nm, that is, the target torque is 20 Nm. At this time, the power control system controls the drive motor to output 160 Nm, that is, the sum of 150 Nm and 50% of the target torque.

[0177] Optionally, a maximum output torque can be preset. When no obstacle is detected in the current driving direction, or when there is an obstacle in the current driving direction and the distance between the current vehicle and the obstacle is greater than or equal to a preset distance (for example, 100 m), if it is detected that the output torque requested by the user exceeds the preset maximum output torque, the preset maximum output torque is output.

[0178] Optionally, a target speed upper limit can be set. When it is detected that the current vehicle speed reaches the target speed upper limit or the current output torque reaches the target output torque, the additional torque output request of the user is no longer responded to, that is, the current vehicle speed is limited to the target speed upper limit.

[0179] In another embodiment, when an obstacle is detected in the current driving direction, the distance between the current vehicle and the obstacle is less than the preset distance (for example, 100 m), and the relative speed between the current vehicle and the obstacle is less than zero, it is determined that there is no first collision risk in the current driving direction. At this time, the ADAS system sends a signal to the human-machine interaction system, instructing the human-machine interaction system to inform the user in the vehicle that the vehicle has a risk of brake loss and recommend that the user pull over; and the ADAS system sends a signal to the power control system to limit the output torque of the vehicle, achieving the effect of limiting the speed upper limit. By reasonably restricting the torque output, the driving stability and safety are further ensured.

[0180] In the above implementation, when there is a first collision risk, the vehicle is braked with the braking force corresponding to the target deceleration, which can control the vehicle in time when the braking ability of the vehicle fails and there is a collision risk, thereby reducing the collision risk; when there is no collision risk, restricting the output torque of the vehicle can reduce the probability of collision during vehicle driving and improve the safety of the vehicle in the case of the failure of the driving braking system. The above solution adopts different control methods according to whether there is a collision risk, can dynamically adjust the control strategy according to the current existing risk, improves the flexibility of vehicle control, and ensures the safety of users.

[0181] In one implementation, it further includes:

[0182] When the target deceleration is less than the preset deceleration, it is determined that the control strategy includes: braking at the target deceleration and outputting a third prompt message.

[0183] Wherein, the third prompt message is used to prompt the user of the vehicle that the vehicle needs to perform emergency braking.

[0184] In the embodiments of the present application, after determining the target deceleration that each braking component can provide, the target deceleration is compared with the preset deceleration. When it is detected that the target deceleration is less than the preset deceleration, since the deceleration that the vehicle can provide at this time is small, there may be a driving risk if continuing to drive. Therefore, it is necessary to control the vehicle to brake immediately with the maximum braking force, that is, to brake at the target deceleration, and output a prompt message to prompt the user that there is a fault in the braking function of the vehicle and that emergency braking is required currently.

[0185] Exemplarily, it is detected that the target deceleration is 2.0 m / s 2 , which is less than the preset deceleration (for example, 2.9 m / s 2 ). At this time, the ADAS system sends a signal to the human-machine interaction system, instructing the human-machine interaction system to immediately inform the user in the vehicle that there is a braking fault in the vehicle and that immediate braking is required; and the ADAS system sends a signal to the body electronics domain system, instructing the body electronics domain system to turn on the emergency double flash.

[0186] Optionally, the prompt message in the vehicle can be displayed in text on the instrument panel or the center control screen, or a lighting prompt can be given through the ambient light or a voice broadcast can be used to prompt the user.

[0187] In the above implementation, when the target deceleration is less than the preset deceleration, controlling the vehicle to brake at the target deceleration and prompting the user that the vehicle needs to perform emergency braking can control the vehicle in a timely manner and remind the user when it is detected that the deceleration ability of the vehicle is low, thereby ensuring the riding safety of the user.

[0188] In one implementation, it further includes:

[0189] Obtain the current road condition information of the vehicle; based on the current road condition information, obtain the current road surface adhesion coefficient; based on the current road surface adhesion coefficient, obtain the upper limit of the maximum braking force.

[0190] In an embodiment of the present application, when braking on a road surface with a relatively low road surface adhesion coefficient, there may be a situation where the rear wheels lock up before the front wheels. In this case, it may cause the vehicle to skid and pose a risk. At this time, it is necessary to determine the upper limit of the maximum braking force based on the current road surface adhesion coefficient, and the vehicle needs to ensure that the applied braking force does not exceed this upper limit of the maximum braking force when braking.

[0191] S240. Control the vehicle based on the control strategy.

[0192] Exemplarily, the control strategy is to brake with a target braking force and output a prompt message to prompt the users in the current vehicle and the users in other vehicles. When controlling the seat belt pre-tensioning, ADAS sends a signal to the braking control system to instruct the braking control system to continue braking with the target braking force, and the braking control system performs braking according to this instruction; the ADAS system sends a signal to the human-machine interaction system to instruct the human-machine interaction system to notify the user that the vehicle may collide, and the human-machine interaction system sends a signal to display on the central control screen: The vehicle is about to collide; the ADAS system sends a signal to pre-tension the seat belt in the vehicle; the ADAS system sends a signal to make the vehicle sound the horn; and the ADAS system sends a signal to the body electronic domain system to instruct the body electronic domain system to turn on the emergency double flash, and the body electronic domain system receives the signal and turns on the emergency double flash.

[0193] In the above embodiment, when it is detected that the service braking system of the vehicle is in a failure state, obtain the braking capabilities of each braking component, obtain the maximum deceleration provided as a whole based on the braking forces of each braking component, and determine the control strategy based on the maximum deceleration; since the maximum deceleration provided as a whole by each braking component in the vehicle is determined and the braking ability of the vehicle is calculated, different vehicle control strategies can be implemented based on the current braking ability; compared with the prior art, when it is detected that the service braking system of the vehicle is in a failure state, the driver needs to manually take over the vehicle and formulate a strategy, and at this time, it is easy to increase the collision risk of the vehicle due to the driver's untimely reaction or inaccurate judgment; since this solution implements different vehicle control strategies based on the current braking ability of the vehicle when it is detected that the service braking system of the vehicle is in a failure state, it can improve the vehicle safety in the case of the failure of the service braking system.

[0194] Next, in conjunction with Figure 3 Another vehicle control method provided by the embodiments of the present application will be described in detail.

[0195] Figure 3 is a schematic flowchart of another vehicle control method provided by the embodiments of the present application. As Figure 3 shown, the method 300 includes S301 to S318, and S301 to S318 will be described in detail below.

[0196] S301. When it is detected that the service braking system of the vehicle fails, obtain the maximum braking force of each braking component.

[0197] Exemplarily, when the main ECU receives a braking failure signal sent by the service braking system, the main ECU sends a signal to each braking component in the vehicle, requesting it to report its own braking force, and the main ECU obtains the braking force of each braking component.

[0198] Optionally, for the implementation method of S301, reference can be made to Figure 2 the relevant description in S210 therein, which will not be elaborated here.

[0199] S302. Determine the maximum vehicle deceleration based on the maximum braking force of each braking component.

[0200] Exemplarily, the maximum vehicle deceleration can be obtained based on the maximum braking force of each braking component and the vehicle mass. For example, according to Newton's second law, it can be obtained that the target deceleration is equal to the maximum braking force of each braking component divided by the vehicle mass.

[0201] Optionally, for the implementation method of S302, reference can be made to Figure 2 the relevant description in S220 therein, which will not be elaborated here.

[0202] S303. Determine whether the maximum vehicle deceleration is lower than a preset deceleration; if so, execute S305; if not, execute S304.

[0203] In the embodiments of the present application, determine whether the maximum vehicle deceleration is lower than the preset deceleration. If so, at this time, the deceleration ability of the vehicle is low, the braking force that can be provided is small, and there is a greater risk, and emergency braking needs to be performed immediately, execute S305; if not, at this time, the degree of braking failure of the vehicle is low, the risk is small, and a control strategy needs to be formulated based on the current vehicle speed, execute S304.

[0204] Optionally, for the implementation method of S303, reference can be made to Figure 2 the relevant description in S230 therein, which will not be elaborated here.

[0205] Optionally, in one implementation method, when it is detected that the service braking system of the vehicle fails, the maximum deceleration that each braking component can provide can be directly obtained, and based on the maximum deceleration that each braking component can provide, the maximum vehicle deceleration is determined.

[0206] S304. Obtain the current vehicle speed.

[0207] Exemplarily, a vehicle speed sensor can be configured in the vehicle to detect the current vehicle speed; after the vehicle speed sensor obtains the current vehicle speed, it sends it to the main ECU of the ADAS system.

[0208] Optionally, the implementation of S304 can refer to the relevant description in Figure 2 S230 in Figure 2 , which will not be elaborated here.

[0209] S305. Output a prompt message to prompt the user that there is a fault with the current vehicle, brake with the target braking force, and automatically turn on the hazard lights.

[0210] Among them, the target braking force is the braking force corresponding to the target deceleration.

[0211] Exemplarily, when the detected target deceleration is 2.0 m / s 2 , which is less than the preset deceleration (for example, 2.9 m / s 2 ), at this time, the ADAS system sends a signal to the human-machine interaction system, instructing the human-machine interaction system to immediately inform the users in the vehicle that there is a braking fault and braking is required immediately; and the ADAS system sends a signal to the body electronics domain system, instructing the body electronics domain system to turn on the emergency hazard lights.

[0212] Optionally, the implementation of S305 can refer to the relevant description in Figure 2 S230 in Figure 2 , which will not be elaborated here.

[0213] S306. Determine whether the current vehicle speed is lower than the preset vehicle speed; if so, execute S303; if not, execute S307.

[0214] In the embodiments of the present application, it is determined whether the current vehicle speed is lower than the preset vehicle speed. If so, the risk is relatively small at this time, and the maximum deceleration of the entire vehicle is continuously monitored, and S303 is executed; if not, the vehicle speed is relatively fast at this time, and there is a driving risk, and S307 is executed.

[0215] Optionally, the implementation of S306 can refer to the relevant description in Figure 2 S230 in Figure 2 , which will not be elaborated here.

[0216] S307. Obtain road condition information.

[0217] Exemplarily, obtain the current road condition information through a vision sensor, for example, it is a dry asphalt road surface.

[0218] Optionally, the implementation of S307 can refer to the relevant description in Figure 2 S230 in Figure 2 , which will not be elaborated here.

[0219] S308. Determine whether there is an obstacle in the current driving direction of the vehicle; if so, execute S309; if not, execute S310.

[0220] In an embodiment of the present application, it is determined whether there is an obstacle in the current driving direction of the vehicle. If so, there is a collision risk, and the distance between the vehicle and the obstacle is further determined, and S309 is executed; if not, there is no collision risk, and S310 is executed.

[0221] Optionally, the implementation manner of S308 can be referred to Figure 2 the relevant description in S230 in

[0222] S309. Determine whether the distance between the vehicle and the obstacle in the current driving direction is less than a preset threshold; if so, execute S311; if not, execute S310.

[0223] In an embodiment of the present application, it is determined whether the distance between the vehicle and the obstacle in the current driving direction is less than a preset threshold. If so, there is a collision risk with the obstacle in the current driving direction at this time, and S311 is executed; if not, there is no collision risk at this time, and S310 is executed.

[0224] Optionally, the implementation manner of S309 can be referred to Figure 2 the relevant description in S230 in

[0225] S310. Output a prompt message to prompt the user that the current vehicle has a risk of brake loss, recommend that the user pull over, limit the upper speed limit, and automatically turn on the hazard lights.

[0226] Exemplarily, when it is detected that there is no obstacle in the current driving direction, the central control screen displays: The vehicle has a risk of brake loss, and it is recommended to pull over; the power control system limits the upper speed limit (for example, 60 km / h); the body electronics domain system automatically turns on the emergency hazard lights.

[0227] Optionally, the implementation manner of S310 can be referred to Figure 2 the relevant description in S230 in

[0228] S311. Determine whether the relative speed between the vehicle and the obstacle in the current driving direction is less than zero; if so, execute S313; if not, execute S312.

[0229] In an embodiment of the present application, it is determined whether the relative speed between the vehicle and the obstacle in the current driving direction is less than zero. If so, continuing to drive at this time will cause a collision, and S313 is executed; if not, the probability of causing a collision when continuing to drive at this time is small, and S312 is executed.

[0230] Optionally, the implementation manner of S311 can be referred to Figure 2 the relevant description in S230 in

[0231] S312. Stop power output.

[0232] Exemplarily, the ADAS system sends a signal to the power control system to instruct the power control system to stop outputting torque.

[0233] Optionally, the implementation of S312 can refer to Figure 2 the relevant description in S230 in [reference], which will not be elaborated here.

[0234] S313. Output a prompt message to prompt the user that there is a risk of brake loss in the current vehicle, recommend the user to pull over to the side of the road, and limit the upper speed limit.

[0235] Exemplarily, when it is detected that there is no obstacle in the current driving direction, the central control screen displays: There is a risk of brake loss in the vehicle, it is recommended to pull over to the side of the road; the power control system limits the upper speed limit (for example, 60 km / h).

[0236] Optionally, the implementation of S313 can refer to Figure 2 the relevant description in S230 in [reference], which will not be elaborated here.

[0237] S314. Determine whether there is a collision risk in the current driving direction after the vehicle brakes with the maximum braking force; if so, execute S315; if not, execute S313.

[0238] In the embodiment of the present application, it is determined whether there is a collision risk in the current driving direction after the vehicle brakes with the maximum braking force. If so, at this time, braking with the maximum braking force still cannot avoid a collision with an obstacle in the current driving direction. At this time, it is necessary to detect whether there is an obstacle on the side of the vehicle and execute S315; if not, at this time, braking with the maximum braking force can avoid a collision with an obstacle in the current driving direction, and execute S313.

[0239] Optionally, the implementation of S314 can refer to Figure 2 the relevant description in S230 in [reference], which will not be elaborated here.

[0240] S315. Determine whether there is an obstacle on the side of the vehicle; if so, execute S317; if not, execute S316.

[0241] In the embodiment of the present application, it is determined whether there is an obstacle on the side of the vehicle. If so, the vehicle cannot avoid a collision by changing lanes, and execute S317; if not, further detect whether there is an obstacle and a collision risk behind the side, and execute S316.

[0242] Optionally, the implementation of S315 can refer to Figure 2 the relevant description in S230 in [reference], which will not be elaborated here.

[0243] S316. Determine whether there is an obstacle on the side and rear of the vehicle and there is a risk of collision; if so, execute S317; if not, execute S318.

[0244] In the embodiment of the present application, it is determined whether there is an obstacle on the side and rear of the vehicle and there is a risk of collision. If so, it is impossible to avoid the collision in the current driving state, and S317 is executed; if not, the vehicle is controlled to change lanes laterally, and S318 is executed.

[0245] Optionally, the implementation manner of S316 can refer to Figure 2 the relevant description in S230 in

[0246] S317. Output a prompt message to prompt the user that there is a risk of collision for the current vehicle, and control the vehicle to continue braking with the maximum braking force, sound the horn, automatically turn on the hazard lights and pre-tension the seat belt.

[0247] Exemplarily, the control strategy is to brake with the target braking force and output a prompt message to prompt the user in the current vehicle and the users in other vehicles, and when controlling the seat belt to be pre-tensioned, the ADAS sends a signal to the braking control system to instruct the braking control system to continue braking with the target braking force, and the braking control system executes braking according to this instruction; the ADAS system sends a signal to the human-machine interaction system to instruct the human-machine interaction system to notify the user that the vehicle may collide, and the human-machine interaction system sends a signal to display on the central control screen: The vehicle is about to collide; the ADAS system sends a signal to pre-tension the seat belt in the vehicle; the ADAS system sends a signal to sound the horn of the vehicle; and the ADAS system sends a signal to the body electronic domain system to instruct the body electronic domain system to turn on the emergency hazard lights, and the body electronic domain system receives the signal and turns on the emergency hazard lights.

[0248] Optionally, the implementation manner of S317 can refer to Figure 2 the relevant description in S230 in

[0249] S318. Output a prompt message to prompt the user that the current vehicle is about to change lanes, and control the vehicle to change lanes and pre-tension the seat belt.

[0250] Exemplarily, the ADAS system sends a signal to the human-machine interaction system to instruct the human-machine interaction system to notify the user that the vehicle is about to change lanes; the ADAS system sends a signal to the steering control system to instruct the steering control signal to control the vehicle to steer; pre-tension the seat belt in the vehicle; and the ADAS system sends a signal to the body electronic domain system to instruct the body electronic domain system to turn on the emergency hazard lights.

[0251] Optionally, the implementation manner of S318 can refer to Figure 2 the relevant description in S230 in

[0252] In the above embodiments, when it is detected that the driving braking system of the vehicle is in a failure state, the braking forces of the braking components are acquired, the maximum deceleration provided as a whole is obtained based on the braking forces of the braking components, and the control strategy is determined based on the maximum deceleration; since the maximum deceleration provided as a whole by the braking components in the vehicle is determined and the braking force of the vehicle is calculated, different vehicle control strategies can be implemented based on the maximum braking force that the current whole vehicle can provide; compared with the prior art, when it is detected that the driving braking system of the vehicle is in a failure state, the driver needs to manually take over the vehicle and formulate a strategy, and at this time, it is easy to increase the collision risk of the vehicle due to the driver's untimely reaction or inaccurate judgment; since in this solution, when it is detected that the driving braking system of the vehicle is in a failure state, different vehicle control strategies are implemented based on the current braking force of the vehicle, the vehicle safety in the case of the failure of the driving automatic system can be improved.

[0253] The above combines Figures 1 to 3 and details a vehicle control method provided by an embodiment of the present application; the following will combine Figure 4 with Figure 5 and details the device embodiments of the present application. It should be understood that the devices in the embodiments of the present application can execute various methods of the foregoing embodiments of the present application, that is, the specific working processes of the following various products can refer to the corresponding processes in the foregoing method embodiments.

[0254] Figure 4 FIG. is a schematic structural diagram of a vehicle control device provided by an embodiment of the present application. Among them, the vehicle control device 400 includes an acquisition module 410 and a processing module 420.

[0255] The acquisition module is configured to acquire the braking forces of the braking components in the vehicle when it is detected that the driving braking system of the vehicle is in a failure state;

[0256] The processing module is configured to obtain the target deceleration of the vehicle based on the braking forces of the braking components, where the target deceleration is used to represent the maximum deceleration provided as a whole by the braking components; determine the control strategy of the vehicle based on the target deceleration; and control the vehicle based on the control strategy.

[0257] Optionally, as an embodiment, the processing module 420 is specifically configured to:

[0258] Determine whether the target deceleration is greater than or equal to a preset deceleration; when the target deceleration is greater than or equal to the preset deceleration, determine the control strategy based on the current vehicle speed.

[0259] Optionally, as an embodiment, the processing module 420 is specifically configured to:

[0260] When the current vehicle speed is greater than or equal to a preset vehicle speed, based on the current vehicle speed, determine whether the vehicle has a first collision risk; based on whether there is a first collision risk, determine a control strategy.

[0261] Optionally, as an embodiment, the processing module 420 is specifically configured to:

[0262] When there is a first collision risk, determining that the control strategy includes: braking the vehicle with a target braking force, where the target braking force is the braking force corresponding to a target deceleration; when there is no first collision risk, determining that the control strategy includes: restricting the output torque of the vehicle to be less than or equal to a preset output torque.

[0263] Optionally, as an embodiment, the processing module 420 is further specifically configured to:

[0264] After determining to brake the vehicle with a target braking force, determine whether the vehicle has a second collision risk; when there is a second collision risk, detect whether there is an obstacle in the first lane; based on whether there is an obstacle in the first lane, determine a control strategy; where the lane where the vehicle is currently located is the second lane, and the first lane and the second lane are different lanes.

[0265] Optionally, as an embodiment, the processing module 420 is specifically configured to:

[0266] Based on whether there is an obstacle in the first lane, determine a control strategy, including: when there is no obstacle in the first lane, determining that the control strategy includes: controlling the vehicle to change lanes to the first lane.

[0267] Optionally, as an embodiment, the processing module 420 is specifically configured to:

[0268] Based on whether there is an obstacle in the first lane, determine a control strategy, including: when there is an obstacle in the first lane, determining that the control strategy includes: outputting at least one of a first prompt message, a second prompt message, and applying a pre-tightening force to the seat belt in the vehicle; where the first prompt message is used to prompt the user of the vehicle that a collision is about to occur, and the second prompt message is used to prompt the users of other vehicles that the vehicle is abnormal.

[0269] Optionally, as an embodiment, the processing module 420 is further specifically configured to:

[0270] When there is no second collision risk, determining that the control strategy further includes: restricting the output torque of the vehicle to be less than or equal to a preset output torque.

[0271] It should be noted that the above vehicle control device 400 is embodied in the form of functional units. The term "module" here can be implemented in software and / or hardware forms, and no specific limitation is made thereto.

[0272] For example, a "module" may be a software program, a hardware circuit, or a combination of both that implements the above functions. The hardware circuit may include an Application Specific Integrated Circuit (ASIC), an electronic circuit, a processor (such as a shared processor, a dedicated processor, or a group of processors, etc.) for executing one or more software or firmware programs, a memory, a combined logic circuit, and / or other suitable components that support the described functions.

[0273] Therefore, the units of the various examples described in the embodiments of the present application can be implemented in electronic hardware, or in a combination of computer software and electronic hardware. Whether these functions are executed in a hardware or software manner depends on the specific application and design constraints of the technical solution. A person skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of the present application.

[0274] Figure 5 It is a schematic structural diagram of a vehicle provided by an embodiment of the present application.

[0275] Exemplarily, the vehicle 500 includes: a processor 510, a memory 520, and an executable program code 530.

[0276] Exemplarily, the vehicle 500 includes one or more processors 510, and the one or more processors 510 can support the vehicle 500 to implement the vehicle control method in the method embodiment. The processor 510 can be a general-purpose processor or a dedicated processor. For example, the processor 510 can be a Central Processing Unit (CPU), a Digital Signal Processor (DSP), an Application Specific Integrated Circuit, a Field Programmable Gate Array (FPGA), or other programmable logic devices, such as discrete gates, transistor logic devices, or discrete hardware components.

[0277] Exemplarily, the processor 510 can be used to control the vehicle 500, execute software programs, and process the data of the software programs. The vehicle 500 may also include a communication unit for implementing signal input (reception) and output (transmission).

[0278] Exemplarily, one or more memories 520 may be included in the vehicle 500, on which executable program code 530 is stored. The executable program code 530 can be run by the processor 510 to generate instructions, so that the processor 510 executes the vehicle control method described in the foregoing method embodiments according to the instructions. For example, the processor 510 executes according to the instructions: when it is detected that the service braking system of the vehicle is in a failure state, obtain the braking force of each braking component in the vehicle; based on the braking force of each braking component, obtain the target deceleration of the vehicle, where the target deceleration is used to represent the maximum deceleration provided by the overall braking components; based on the target deceleration, determine the control strategy of the vehicle; and control the vehicle based on the control strategy.

[0279] Optionally, data may also be stored in the memory 520. Optionally, the processor 510 may also read the data stored in the memory 520. The data may be stored at the same storage address as the executable program code 530, or may be stored at a different storage address from the executable program code 530.

[0280] Exemplarily, the processor 510 and the memory 520 may be provided separately or integrated together. For example, they may be integrated on a system-on-chip (SOC) of the terminal device.

[0281] Exemplarily, the memory 520 may be used to store the relevant programs of the vehicle control method provided in the embodiments of the present application. The processor 510 may be used to call the executable program code 530 stored in the memory 520 when controlling the vehicle, and execute the vehicle control method of the embodiments of the present application.

[0282] The present application also provides a computer-readable storage medium, on which a computer program is stored. When the program is executed by a processor, the steps of the vehicle control method in any of the foregoing embodiments are implemented.

[0283] Among them, the computer-readable storage medium may include, but is not limited to, any type of disk, including floppy disks, optical discs, digital versatile discs (DVDs), compact disc read-only memories (CD-ROMs), microdrives, and magneto-optical discs, read-only memories (ROMs), random access memories (RAMs), erasable programmable read-only memories (EPROMs), electrically erasable programmable read-only memories (EEPROMs), dynamic random access memories (DRAMs), video random access memories (VRAMs), flash memory devices, magnetic or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0284] The present application also provides a computer program product. When the computer program product runs on a computer, it causes the computer to execute the above-related steps to implement the vehicle control method in the above embodiments.

[0285] In addition, the electronic device provided in the embodiments of the present application may specifically be a chip, a component, or a module. The electronic device may include a processor and a memory connected thereto; among them, the memory is used to store instructions. When the electronic device runs, the processor may call and execute the instructions to cause the chip to execute the vehicle control method in the above embodiments.

[0286] Among them, the vehicle, computer-readable storage medium, computer program product, or chip provided in the present application are all used to execute the corresponding vehicle control method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding vehicle control method provided above, and will not be elaborated here.

[0287] Through the description of the above embodiments, those skilled in the art can understand that for the convenience and brevity of description, only the above division of each functional module is used as an example. In actual applications, the above functions may be allocated to different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0288] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling or direct coupling or communication connection between each other can be through some interfaces. The indirect coupling or communication connection of devices or units can be in electrical, mechanical or other forms.

[0289] The above content is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed in the present application can easily think of changes or substitutions, which should all be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that, The method includes: When it is detected that the service braking system of the vehicle is in a failure state, obtaining the braking force of each braking component in the vehicle; Based on the braking force of each braking component, obtaining a target deceleration of the vehicle, where the target deceleration is used to represent the maximum deceleration provided by the overall braking components; Based on the target deceleration, determining a control strategy for the vehicle; Controlling the vehicle based on the control strategy.

2. The method according to claim 1, wherein The determining the control strategy for the vehicle based on the target deceleration includes: Determining whether the target deceleration is greater than or equal to a preset deceleration; When the target deceleration is greater than or equal to the preset deceleration, determining the control strategy based on the current vehicle speed of the vehicle.

3. The method according to claim 2, characterized in that The determining the control strategy based on the current vehicle speed of the vehicle includes: When the current vehicle speed is greater than or equal to a preset vehicle speed, determining whether there is a first collision risk for the vehicle based on the current vehicle speed; Determining the control strategy based on whether there is the first collision risk.

4. The method according to claim 3, characterized in that, The determining the control strategy based on whether there is the first collision risk includes: When there is the first collision risk, determining that the control strategy includes: braking the vehicle with a target braking force, where the target braking force is the braking force corresponding to the target deceleration; When there is no such first collision risk, determining that the control strategy includes: restricting the output torque of the vehicle to be less than or equal to a preset output torque.

5. The method according to claim 4, wherein It further includes: After determining to brake the vehicle with the target braking force, determining whether there is a second collision risk for the vehicle; When there is the second collision risk, detecting whether there is an obstacle in a first lane; Determining the control strategy based on whether there is an obstacle in the first lane; Wherein, the lane where the vehicle is currently located is a second lane, and the first lane and the second lane are different lanes.

6. The method according to claim 5, characterized in that, The determining the control strategy based on whether there is an obstacle in the first lane includes: When there is no such obstacle in the first lane, determining that the control strategy includes: controlling the vehicle to change lanes to the first lane.

7. The method according to claim 5, characterized in that The determining the control strategy based on whether there is an obstacle in the first lane includes: When there is an obstacle in the first lane, determining that the control strategy includes: outputting at least one of a first prompt message, a second prompt message, and applying a pre-tightening force to the seat belt in the vehicle; Wherein, the first prompt message is used to prompt the user of the vehicle that the vehicle is about to collide, and the second prompt message is used to prompt the users in other vehicles that the vehicle is abnormal.

8. The method according to claim 5, characterized in that, It further includes: When there is no such second collision risk, determining that the control strategy further includes: restricting the output torque of the vehicle to be less than or equal to the preset output torque.

9. A vehicle control device, characterized in that, The device includes: An acquisition module, configured to obtain the braking force of each braking component in the vehicle when it is detected that the service braking system of the vehicle is in a failure state; A processing module, configured to obtain a target deceleration of the vehicle based on the braking forces of the respective braking components, where the target deceleration is used to represent the maximum deceleration provided by the overall respective braking components; determine a control strategy for the vehicle based on the target deceleration; and control the vehicle based on the control strategy.

10. A vehicle, characterized in that, The vehicle includes: A memory, configured to store executable program code; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 8.

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