Vehicle braking control method and device, electronic equipment and vehicle

Abstract

The invention discloses a vehicle braking control method and device, electronic equipment and a vehicle, and belongs to the technical field of vehicles. The method comprises the following steps: acquiring multi-frame echo parameters corresponding to an obstacle; analyzing the multi-frame echo parameters to obtain an analysis result; acquiring a relative distance between the obstacle and the vehicle; and performing braking control on the vehicle according to the analysis result and the relative distance. According to the embodiment of the invention, the obstacle can be monitored more comprehensively and continuously by acquiring the multi-frame echo parameters corresponding to the obstacle, compared with single-frame data, the dynamic change of the obstacle can be reflected more accurately, interference information can be effectively filtered by analyzing the multi-frame echo parameters and the obtained analysis result, and the accuracy of the obstacle monitoring is improved. The anti-co-frequency interference performance of the radar is improved, so that obstacles can be accurately sensed, and the probability of brake false triggering is reduced.

Description

Technical Field

[0001] The present application belongs to the field of vehicle technology, and in particular relates to a vehicle braking control method, device, electronic equipment and vehicle. Background Art

[0002] Low-speed emergency braking is used to effectively identify stationary obstacles or moving people that appear at the rear or in front of the vehicle during forward or backward driving at low speeds. In an emergency or when the driver is not paying attention, effective pre-braking intervention can be performed to avoid a collision.

[0003] In related technologies, ultrasonic radar is usually used for detection to achieve low-speed emergency braking. Ultrasonic radar can measure the distance between the vehicle and the obstacle in front by emitting and receiving ultrasonic signals, and transmit this data to the vehicle control system. When the system determines that the distance is too close and there is a risk of collision, it will automatically trigger emergency braking. However, this method is easily interfered with by external factors, such as environmental noise, electronic equipment signals of other vehicles, etc., especially in complex low-speed road conditions, which causes the system to perceive obstacles incorrectly, thereby causing false triggering of the brakes, leading to driving discomfort and collision problems. Summary of the Invention

[0004] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, the present application proposes a vehicle braking control method, device, electronic device and vehicle to improve the radar's anti-co-frequency interference performance and reduce the probability of false braking triggering.

[0005] In a first aspect, the present application provides a vehicle braking control method, comprising:

[0006] Obtain multi-frame echo parameters corresponding to obstacles;

[0007] Analyzing the echo parameters of the multiple frames to obtain analysis results;

[0008] Obtaining the relative distance between the obstacle and the vehicle;

[0009] The vehicle is braked and controlled according to the analysis result and the relative distance.

[0010] According to the vehicle braking control method of the present application, multiple frames of echo parameters corresponding to an obstacle are obtained; the multiple frames of echo parameters are analyzed to obtain an analysis result; the relative distance between the obstacle and the vehicle is obtained; and the vehicle is braked and controlled based on the analysis result and the relative distance. By obtaining multiple frames of echo parameters corresponding to an obstacle, the embodiments of the present application can more comprehensively and continuously monitor the obstacle, and can more accurately reflect the dynamic changes of the obstacle than single-frame data. By analyzing the multiple frames of echo parameters, the analysis results obtained can effectively filter interference information, improve the radar's anti-co-frequency interference performance, thereby accurately sensing obstacles and reducing the probability of false brake triggering.

[0011] According to one embodiment of the present application, the echo parameter includes at least one of echo time, echo width and echo height.

[0012] According to one embodiment of the present application, the analysis result includes a first analysis result;

[0013] The analyzing the echo parameters of the multiple frames to obtain analysis results includes:

[0014] Analyze the differences between the echo parameters of multiple frames to obtain the first analysis result; the first analysis result is used to indicate whether the differences between the echo parameters of multiple frames meet the first preset condition.

[0015] In this embodiment, by analyzing the differences in the echo parameters of multiple frames, it is possible to determine whether the obstacle meets the first preset condition based on the reflection characteristics of the obstacle at different time points, thereby filtering out some interference information and improving the radar's anti-co-channel interference performance.

[0016] According to one embodiment of the present application, whether the difference between the echo parameters of multiple frames meets the first preset condition is determined according to the following method:

[0017] Acquire the echo width, echo height and echo time of the current frame among the multiple frames of echo parameters;

[0018] Whether the first preset condition is satisfied is determined based on the difference between the echo width, echo height and echo time of the current frame and the echo width, echo height and echo time of a preset number of frames before the current frame.

[0019] In this embodiment, the echo width, echo height, and echo time respectively reflect the intensity, reflection area, and propagation time of the radar signal, and can describe the reflection characteristics of obstacles. By comparing the parameters of the current frame with the historical echo parameters within a preset number of frames, abnormal fluctuations caused by environmental noise, signal interference, or other non-actual obstacle changes can be identified, thereby accurately determining whether the changes in the radar signal truly reflect the existence and movement status of the obstacle, thereby improving the accuracy of filtering interference information.

[0020] According to one embodiment of the present application, determining whether the first preset condition is satisfied based on a difference between the echo width, echo height, and echo time of the current frame and the echo width, echo height, and echo time of a preset number of frames before the current frame includes:

[0021] Calculating the first echo width difference, first echo height difference, and first echo time difference between the echo width, echo height, and echo time of the current frame and the echo width, echo height, and echo time of the previous frame;

[0022] When the first echo width difference is less than a preset echo width difference, and the first echo height difference is less than a preset echo height difference, calculating a second echo time difference between the echo time of a previous frame and the echo times of the previous two frames in the multiple frames of echo parameters;

[0023] In a case where the difference between the second echo time difference and the first echo time difference is smaller than a preset echo time difference, it is determined that the first preset condition is satisfied.

[0024] In this embodiment, by calculating the difference in echo width, echo height and echo time between the current frame and the previous frame and comparing them frame by frame, the dynamic changes of the radar signal can be captured and abnormal fluctuations that may be caused by interference can be preliminarily filtered out. When the first echo width difference and the first echo height difference are both less than the preset threshold, the echo time difference between the previous frame and the previous two frames is further calculated. This not only takes into account the signal intensity and reflection area changes, but also introduces continuity analysis in the time dimension to further verify the rationality of the signal change. When the second echo time difference is also less than the preset threshold, it is determined that the first preset condition is met, further improving the radar's anti-interference capability and obstacle perception accuracy in complex environments.

[0025] According to one embodiment of the present application, the analysis result includes a second analysis result;

[0026] The analyzing the echo parameters of the multiple frames to obtain analysis results includes:

[0027] Calculating the changing distance of the radar relative to the obstacle based on the echo parameters of the multiple frames;

[0028] Calculating the mileage difference of the vehicle within the time interval of acquiring the echo parameters of the multiple frames;

[0029] Analyze the difference between the change distance and the mileage difference to obtain a second analysis result; the second analysis result is used to indicate whether the difference between the change distance and the mileage difference meets a second preset condition.

[0030] In this embodiment, by analyzing the difference between the changing distance of the radar relative to the obstacle and the difference in the vehicle's mileage within the time interval for obtaining multi-frame echo parameters, combined with the change in the radar signal and the change in the vehicle's own driving state, it is determined whether the obstacle meets the second preset condition, thereby filtering out some interference information and further improving the radar's anti-co-channel interference performance.

[0031] According to one embodiment of the present application, whether the difference between the change distance and the mileage difference satisfies the second preset condition is determined in the following manner:

[0032] analyzing a relative motion state between the vehicle and the obstacle according to the changed distance and the mileage difference;

[0033] assigning a weight to the mileage difference according to the relative motion state;

[0034] Whether a second preset condition is satisfied is determined based on the weighted mileage difference and the change distance.

[0035] In this embodiment, the relative motion state between the vehicle and the obstacle is analyzed based on the change distance and the mileage difference, and a weight is assigned to the mileage difference. The consistency judgment between the radar signal and the vehicle motion under different relative motion states is taken into account. By comparing the weighted mileage difference with the change distance, it is determined whether the second preset condition is met, and the interference information is further filtered, thereby improving the accuracy of the interference information filtering.

[0036] According to one embodiment of the present application, assigning a weight to the mileage difference according to the relative motion state includes:

[0037] When the relative motion state is that the obstacle is stationary and the vehicle is moving, the weight is 100%;

[0038] When the relative motion state is relatively static, the weight is 0.

[0039] In this embodiment, considering that when the obstacle is stationary and the vehicle is in motion, the change in the radar signal is determined by the vehicle's movement, the weight can be set to 100%. When the relative motion state is relatively stationary, the change in the radar signal will not be disturbed by the vehicle's movement, so the weight can be set to 0. In this way, when judging whether the second preset condition is met based on the mileage difference and the changed distance, the interference caused by the vehicle's movement itself can be filtered out first, thereby improving the accuracy of filtering other environmental interference.

[0040] According to one embodiment of the present application, assigning a weight to the mileage difference according to the relative motion state includes:

[0041] Let K = K C_HIS , when |ΔD C_HIS -ΔRD C_HIS | <K*D V In the case of , the weight is calculated cyclically:

[0042]

[0043] And let K = K-1; where W TD represents the weight, ΔD C_HIS Represents the mileage difference, ΔRD C_HIS Indicates the changing distance of the radar relative to the obstacle, Represents the weighted mileage difference compensation value, V C_HIS represents the average vehicle speed within the time interval of acquiring the echo parameters of multiple frames, K C_HIS =ΔK C_HIS + Round up (D V ) represents the number of cycles of weight calculation,

[0044] In this embodiment, the weight calculation is further optimized through dynamic cyclic adjustment based on the difference in vehicle mileage and the distance between the radar and the obstacle, thereby filtering out interference caused by the vehicle itself and improving the accuracy of filtering out other environmental interference.

[0045] According to one embodiment of the present application, determining whether the second preset condition is satisfied based on the weighted mileage difference and the change distance includes:

[0046] Calculating an echo time compensation value based on the weighted mileage difference;

[0047] When |T DW -T C_His |<ΔT, it is determined that the second preset condition is met; wherein, T DW Indicates the echo time compensation value, TC_HIS represents the echo time difference between the echo parameters of multiple frames, and ΔT represents the preset time threshold.

[0048] In this embodiment, an echo time compensation value is calculated based on the weighted mileage difference and the change distance. The echo time compensation value reflects the time difference calculated based on vehicle travel. The echo time difference between multiple frames of echo parameters calculated based on radar is further compared. When the difference between the two is less than a preset value, it can be determined that the radar signal is an obstacle signal rather than interference information. The interference information is further filtered, thereby improving the accuracy of interference information filtering.

[0049] According to one embodiment of the present application, the performing braking control on the vehicle according to the analysis result and the relative distance includes:

[0050] When the first analysis result indicates that the difference between the echo parameters of multiple frames meets the first preset condition and / or when the second analysis result indicates that the mileage difference and the change distance meet the second preset condition, the vehicle is braked according to the relative distance between the obstacle and the vehicle.

[0051] In this embodiment, by analyzing the differences in the echo parameters of multiple frames, obstacles that meet the first preset condition can be preliminarily screened out based on their reflection characteristics at different time points. Obstacles that meet the second preset condition can be further screened out based on changes in the radar signal and the vehicle's own driving state. This effectively filters out interference information, improves the radar's ability to resist co-channel interference, accurately perceives obstacles, and reduces the probability of false brake triggering.

[0052] According to one embodiment of the present application, the braking control of the vehicle according to the relative distance between the obstacle and the vehicle includes:

[0053] Acquiring the driving state information of the vehicle and the location information of the obstacle;

[0054] determining whether the obstacle is a collision target based on the driving state information and the position information;

[0055] In a case where the obstacle is a collision target, braking control is performed on the vehicle according to a relative distance between the obstacle and the vehicle.

[0056] In this embodiment, by obtaining the vehicle's current driving status information and the obstacle's location information, the vehicle's driving trajectory and the obstacle's position changes are comprehensively considered, and obstacles with collision risks can be accurately identified. When the obstacle is judged to be a collision target, the braking is further intelligently adjusted according to the relative distance between the vehicle and the obstacle, which can reduce collision accidents.

[0057] According to one embodiment of the present application, the driving status information includes at least one of vehicle size information and steering wheel angle.

[0058] According to one embodiment of the present application, determining whether the obstacle is a collision target based on the driving state information and the position information includes:

[0059] Calculating a turning radius of a driving path based on the vehicle's size information and the steering wheel angle;

[0060] Calculating a lateral distance between the vehicle and the obstacle based on the turning radius and the position information of the obstacle;

[0061] Determine whether the obstacle is a collision target based on the lateral distance.

[0062] In this embodiment, the turning radius of the vehicle's travel path is calculated based on the vehicle's size and the steering wheel angle. The calculated turning radius and the obstacle's position information are used to further calculate the lateral distance between the vehicle and the obstacle. Combining the vehicle's motion state and the obstacle's position, it is possible to accurately determine whether the obstacle is a collision target.

[0063] According to one embodiment of the present application, the braking control of the vehicle according to the relative distance between the obstacle and the vehicle includes:

[0064] Match the braking distance corresponding to the current vehicle speed according to the pre-calibrated correspondence between different vehicle speeds and braking distances;

[0065] When the braking distance corresponding to the current vehicle speed is less than or equal to the relative distance between the obstacle and the vehicle, the vehicle is braked.

[0066] In this embodiment, the braking distance corresponding to the current vehicle speed is matched according to the pre-calibrated correspondence between different vehicle speeds and braking distances, and then the braking distance corresponding to the current vehicle speed is compared with the relative distance between the obstacle and the vehicle. If the braking distance corresponding to the current vehicle speed is less than or equal to the relative distance between the obstacle and the vehicle, the vehicle will be braked. This can reduce the risk of collision caused by inaccurate braking distance judgment, reduce unnecessary emergency braking, and improve driving comfort.

[0067] According to one embodiment of the present application, the correspondence between different vehicle speeds and braking distances is calibrated according to the following method:

[0068] Record the mileage at different speeds from emergency braking to vehicle stop;

[0069] Adding the mileage to the preset safety distance to obtain the braking distance;

[0070] Different vehicle speeds and braking distances corresponding to the different vehicle speeds are stored in association to obtain the corresponding relationship.

[0071] In this embodiment, the actual braking performance data of the vehicle at various speeds is obtained by recording the mileage from emergency braking to complete stop at different vehicle speeds. The mileage is added to the preset safety distance to obtain the braking distance. Factors such as driver reaction time and uncertainty in the vehicle braking process are taken into account, thereby increasing the safety margin of braking control. Different vehicle speeds are associated with the corresponding braking distances and stored to form a corresponding relationship, which provides a scientific basis for vehicle braking control.

[0072] According to one embodiment of the present application, the braking control of the vehicle according to the relative distance between the obstacle and the vehicle includes:

[0073] When the speed of the vehicle is less than a preset speed, the vehicle is braked according to the relative distance between the obstacle and the vehicle.

[0074] In this embodiment, the braking strategy is adjusted based on the relative distance between the obstacle and the vehicle when the vehicle speed is lower than a preset threshold to adapt to the congestion and frequent start-stop conditions common in urban traffic. By applying braking based on the relative distance at low speeds, the risk of collision can be reduced.

[0075] According to one embodiment of the present application, the braking control of the vehicle according to the relative distance between the obstacle and the vehicle includes:

[0076] Obtaining historical location information of the obstacle;

[0077] Predicting the trajectory path of the obstacle based on the historical position information;

[0078] determining a relative distance between the obstacle and the vehicle according to the track path;

[0079] Braking of the vehicle is controlled according to the relative distance.

[0080] In this embodiment, by collecting historical location data of obstacles and based on the movement of obstacles over a period of time, an advanced prediction algorithm is used to predict the future trajectory of the obstacle. The relative distance between the vehicle and the obstacle is calculated based on the predicted trajectory. The relative distance is compared with a preset safety threshold, and the braking is intelligently adjusted. This allows timely updating of obstacle information in complex situations such as sudden loss of obstacle information or inability to detect the obstacle, thereby reducing the possibility of collisions caused by the inability to trigger the low-speed emergency braking function.

[0081] In a second aspect, the present application provides a vehicle brake control device, comprising:

[0082] The first acquisition module is used to obtain multi-frame echo parameters corresponding to the obstacle;

[0083] An analysis module, configured to analyze the echo parameters of the multiple frames to obtain analysis results;

[0084] A second acquisition module is used to obtain the relative distance between the obstacle and the vehicle;

[0085] A control module is used to perform braking control on the vehicle according to the analysis result and the relative distance.

[0086] According to the vehicle braking control device of the present application, multiple frames of echo parameters corresponding to an obstacle are obtained; the multiple frames of echo parameters are analyzed to obtain an analysis result; the relative distance between the obstacle and the vehicle is obtained; and the vehicle is braked and controlled based on the analysis result and the relative distance. By obtaining multiple frames of echo parameters corresponding to an obstacle, the embodiments of the present application can more comprehensively and continuously monitor the obstacle, and can more accurately reflect the dynamic changes of the obstacle than single-frame data. By analyzing the multiple frames of echo parameters, the analysis results obtained can effectively filter interference information, improve the radar's anti-co-frequency interference performance, thereby accurately sensing obstacles and reducing the probability of false brake triggering.

[0087] In a third aspect, the present application provides an electronic device comprising a processor, wherein the processor is connected to a memory, wherein the memory stores a computer program that can be run on the processor, and when the processor executes the computer program, the vehicle braking control method as described in the first aspect above is implemented.

[0088] In a fourth aspect, the present application provides a vehicle comprising a radar and a controller;

[0089] The controller is used to execute the vehicle braking control method as described in the first aspect above.

[0090] In a fifth aspect, the present application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the vehicle braking control method as described in the first aspect above.

[0091] In a sixth aspect, the present application provides a chip, which includes a processor and a communication interface, wherein the communication interface is coupled to the processor, and the processor is used to run programs or instructions to implement the vehicle braking control method as described in the first aspect above.

[0092] In a seventh aspect, the present application provides a computer program product, comprising a computer program, which, when executed by a processor, implements the vehicle braking control method as described in the first aspect above.

[0093] The above one or more technical solutions in the embodiments of the present application have at least one of the following technical effects:

[0094] By acquiring multiple frames of echo parameters corresponding to an obstacle; analyzing the multiple frames of echo parameters to obtain an analysis result; obtaining the relative distance between the obstacle and the vehicle; and performing brake control on the vehicle based on the analysis result and the relative distance. By acquiring multiple frames of echo parameters corresponding to an obstacle, the embodiments of the present application can perform more comprehensive and continuous monitoring of obstacles, more accurately reflecting the dynamic changes of obstacles compared to single-frame data. The analysis results obtained by analyzing the multiple frames of echo parameters can effectively filter out interference information, improving the radar's ability to resist co-channel interference, thereby accurately sensing obstacles and reducing the probability of false brake triggering.

[0095] Furthermore, in some embodiments, by analyzing the differences in the echo parameters of multiple frames, it is possible to determine whether the obstacle meets the first preset condition based on the reflection characteristics of the obstacle at different time points, thereby filtering out some interference information and improving the radar's anti-co-channel interference performance.

[0096] Furthermore, in some embodiments, the echo width, echo height, and echo time respectively reflect the intensity, reflection area, and propagation time of the radar signal, and can describe the reflection characteristics of the obstacle. By comparing the parameters of the current frame with the historical echo parameters within a preset number of frames, abnormal fluctuations caused by environmental noise, signal interference, or other non-actual obstacle changes can be identified, thereby accurately judging whether the changes in the radar signal truly reflect the existence and movement status of the obstacle, thereby improving the accuracy of filtering interference information.

[0097] Furthermore, in some embodiments, by calculating the difference in echo width, echo height and echo time between the current frame and the previous frame and comparing them frame by frame, the dynamic changes of the radar signal can be captured and abnormal fluctuations that may be caused by interference can be preliminarily filtered out. When the first echo width difference and the first echo height difference are both less than a preset threshold, the echo time difference between the previous frame and the previous two frames is further calculated. This not only takes into account the signal intensity and reflection area changes, but also introduces continuity analysis in the time dimension to further verify the rationality of the signal change. When the second echo time difference is also less than the preset threshold, it is determined that the first preset condition is met, further improving the radar's anti-interference capability and obstacle perception accuracy in complex environments.

[0098] Furthermore, in some embodiments, by analyzing the difference between the changing distance of the radar relative to the obstacle and the difference in the vehicle's mileage within the time interval for obtaining multi-frame echo parameters, combined with the change in the radar signal and the change in the vehicle's own driving state, it is determined whether the obstacle meets the second preset condition, thereby filtering out some interference information and further improving the radar's anti-co-channel interference performance.

[0099] Furthermore, in some embodiments, the relative motion state between the vehicle and the obstacle is analyzed based on the change distance and the mileage difference, a weight is assigned to the mileage difference, and the consistency judgment between the radar signal and the vehicle motion under different relative motion states is considered. By comparing the weighted mileage difference with the change distance, it is determined whether the second preset condition is met, and the interference information is further filtered, thereby improving the accuracy of the interference information filtering.

[0100] Furthermore, in some embodiments, considering that when the obstacle is stationary and the vehicle is in motion, the change in the radar signal is determined by the vehicle's movement, the weight can be set to 100%, and when the relative motion state is relatively stationary, the change in the radar signal will not be disturbed by the vehicle's movement, so the weight can be set to 0. In this way, when judging whether the second preset condition is met based on the mileage difference and the changed distance, the interference caused by the vehicle's movement itself can be filtered out first, thereby improving the accuracy of filtering other environmental interference.

[0101] Furthermore, in some embodiments, the weight calculation is also dynamically cyclically adjusted through the difference between the vehicle mileage difference and the radar relative obstacle change distance, further optimizing the weight calculation process, filtering out the interference caused by the vehicle's own driving, and improving the accuracy of filtering other environmental interference.

[0102] Furthermore, in some embodiments, an echo time compensation value is calculated based on the weighted mileage difference and the change distance. The echo time compensation value reflects the time difference calculated based on vehicle travel. The echo time difference between multiple frames of echo parameters calculated based on radar is further compared. When the difference between the two is less than a preset value, it can be determined that the radar signal is an obstacle signal rather than interference information, and the interference information is further filtered, thereby improving the accuracy of interference information filtering.

[0103] Furthermore, in some embodiments, by analyzing the differences in the echo parameters of multiple frames, obstacles that meet the first preset condition can be preliminarily screened out based on the reflection characteristics of the obstacles at different time points, and obstacles that meet the second preset condition can be further screened out based on the changes in the radar signal and the vehicle's own driving state. This effectively filters out interference information, improves the radar's anti-co-frequency interference performance, accurately perceives obstacles, and reduces the probability of false triggering of the brakes.

[0104] Furthermore, in some embodiments, by obtaining the vehicle's current driving status information and the obstacle's location information, the vehicle's driving trajectory and the obstacle's position changes are comprehensively considered, and obstacles with collision risks can be accurately identified. When the obstacle is judged to be a collision target, the braking is further intelligently adjusted according to the relative distance between the vehicle and the obstacle, which can reduce collision accidents.

[0105] Furthermore, in some embodiments, the turning radius of the vehicle's driving path is calculated based on the vehicle's size and the steering wheel angle, and the calculated turning radius and the obstacle's position information are used to further calculate the lateral distance between the vehicle and the obstacle. Combined with the vehicle's motion state and the obstacle's position, it is possible to accurately determine whether the obstacle is a collision target.

[0106] Furthermore, in some embodiments, by matching the braking distance corresponding to the current vehicle speed based on the pre-calibrated correspondence between different vehicle speeds and braking distances, and then comparing the braking distance corresponding to the current vehicle speed with the relative distance between the obstacle and the vehicle, if the braking distance corresponding to the current vehicle speed is less than or equal to the relative distance between the obstacle and the vehicle, the vehicle will be braked, which can reduce the risk of collision caused by inaccurate braking distance judgment, reduce unnecessary emergency braking, and improve driving comfort.

[0107] Furthermore, in some embodiments, by recording the mileage from emergency braking to a complete stop of the vehicle at different speeds, the actual braking performance data of the vehicle at various speeds is obtained, and the mileage is added to the preset safety distance to obtain the braking distance. Factors such as the driver's reaction time and the uncertainty in the vehicle braking process are taken into account, thereby increasing the safety margin of braking control. Different vehicle speeds are associated with the corresponding braking distances and stored to form a corresponding relationship, which provides a scientific basis for vehicle braking control.

[0108] Furthermore, in some embodiments, by adjusting the braking strategy based on the relative distance between the obstacle and the vehicle when the vehicle speed is lower than a preset threshold, in order to adapt to the common congestion and frequent start-stop conditions in urban traffic, the risk of collision can be reduced by applying braking according to the relative distance at low speeds.

[0109] Furthermore, in some embodiments, by collecting historical location data of obstacles and based on the movement of obstacles over a period of time, advanced prediction algorithms are used to predict the future trajectory of the obstacle. The relative distance between the vehicle and the obstacle is calculated based on the predicted trajectory, and the relative distance is compared with a preset safety threshold to intelligently adjust the braking. This allows timely updating of obstacle information in complex situations such as sudden loss of obstacle information or inability to detect obstacles, thereby reducing the possibility of collisions caused by the inability to trigger the low-speed emergency braking function.

[0110] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0111] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0112] Figure 1 1 is a flow chart of a vehicle braking control method provided in an embodiment of the present application;

[0113] Figure 2 This is a schematic diagram of vehicle travel path collision prediction provided by an embodiment of the present application;

[0114] Figure 3 1 is a schematic structural diagram of a vehicle brake control device provided in an embodiment of the present application;

[0115] Figure 4 It is a structural diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0116] The following will be combined with the accompanying drawings in the embodiments of this application to clearly describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field are within the scope of protection of this application.

[0117] The terms "first," "second," and the like in the specification and claims of this application are used to distinguish similar objects, and are not used to describe a specific order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate, so that the embodiments of this application can be implemented in an order other than that illustrated or described herein, and that the objects distinguished by "first," "second," and the like are generally of the same type, and do not limit the number of objects; for example, the first object can be one or more. In addition, the term "and / or" in the specification and claims refers to at least one of the connected objects, and the character " / " generally indicates that the objects connected are in an "or" relationship.

[0118] The vehicle braking control method, device, electronic device and vehicle provided in the embodiments of the present application are described in detail below with reference to the accompanying drawings through specific embodiments and their application scenarios.

[0119] The vehicle braking control method may be applied to a terminal, and may be specifically executed by hardware or software in the terminal.

[0120] Optionally, the terminal includes, but is not limited to, a portable communication device such as a mobile phone or tablet computer having a touch-sensitive surface (e.g., a touch screen display and / or a touchpad). It should also be understood that in some embodiments, the terminal may not be a portable communication device, but rather a desktop computer having a touch-sensitive surface (e.g., a touch screen display and / or a touchpad). In some embodiments, the terminal may also be an optical receiver equipped with a processor, an optical fiber switch, or the like.

[0121] However, it should be understood that the terminal may include one or more other physical user interface devices, such as a physical keyboard, mouse, and joystick.

[0122] The vehicle braking control method provided in the embodiment of the present application may be executed by an electronic device or a functional module or functional entity in the electronic device that can implement the vehicle braking control method. The electronic device mentioned in the embodiment of the present application may include but is not limited to a server, an ECU (Electronic Control Unit), an MCU (Microcontroller Unit) or other controllers, etc. The vehicle braking control method provided in the embodiment of the present application is described below using an electronic device as an example of the execution subject.

[0123] like Figure 1 As shown, the vehicle braking control method includes: step 110, step 120, step 130 and step 140.

[0124] Step 110: Obtain multi-frame echo parameters corresponding to the obstacle.

[0125] In the embodiment of the present application, the vehicle may include different types of vehicles, such as electric vehicles, fuel vehicles, hybrid vehicles, etc., which is not limited in the embodiment of the present application.

[0126] Radar is one of the key sensors for realizing the low-speed emergency braking function, and the multi-frame echo parameters corresponding to the obstacle can be obtained through the radar. The radar used can be any type of radar, such as ultrasonic radar, laser radar, millimeter-wave radar, etc. Ultrasonic radar calculates the distance by emitting ultrasonic pulses and receiving reflected echoes. The detection distance is generally in the range of 2 to 5 meters. Since ultrasonic radar is low in cost and easy to install, it is suitable for short-range detection. Ultrasonic radar can be used to measure obstacle information. Of course, according to factors such as vehicle type and application scenario, the vehicle can be equipped with laser radar, millimeter-wave radar, etc. to realize the low-speed emergency braking function, and the embodiments of the present application are not limited to this.

[0127] In the embodiments of the present application, echo parameters refer to various characteristic data recorded by the reflected signal (echo signal) received by the radar, such as echo time, echo width, and echo height. Echo time is the interval between the radar transmitting the signal and receiving the reflected echo signal, and can be used to calculate the distance between the obstacle and the radar. Echo width is the duration of the echo signal in the time domain, typically expressed as the pulse width of the signal, reflecting the physical size of the obstacle. Echo height is the amplitude of the echo signal, represented by the height of the peak in the signal amplitude graph, reflecting the obstacle's ability to reflect radar waves.

[0128] By analyzing the echo parameters, we can obtain information about the location, speed, and other characteristics of the obstacle. Among them, the multi-frame echo parameter radar is a set of obstacle echo parameters received in multiple consecutive measurement cycles.

[0129] Step 120: Analyze the echo parameters of multiple frames to obtain analysis results.

[0130] Single-frame echo parameters can be affected by factors such as transient environmental noise and random fluctuations in reflected signals, leading to misjudgments. Multi-frame echo parameters, through continuous signal acquisition, provide richer and more stable information, reducing the impact of these interference factors and enhancing signal stability and consistency, thereby improving the accuracy of obstacle detection.

[0131] In some embodiments, by analyzing the parameters of the multi-frame echo, an analysis result indicating the stability of the obstacle can be obtained. Parameters such as the intensity, phase, and frequency of the multi-frame echo signal can be analyzed. If the parameters such as the intensity, phase, and frequency of the multi-frame echo signal remain relatively stable in multiple consecutive frames, it can be determined that the obstacle is stationary and the reflection characteristics are relatively uniform. For example, when there is a stationary wall in front of the vehicle, the characteristics of the multi-frame echo signal will be relatively consistent, indicating that the obstacle is stable. If there are significant fluctuations in the parameters of the multi-frame echo signal, it may be because the obstacle itself is moving, or its surface reflection characteristics are uneven, such as if there is a shaking object in front of the vehicle, or an irregularly shaped obstacle.

[0132] In some embodiments, by analyzing the multi-frame echo parameters, an analysis result representing the motion state of the obstacle can be obtained. The phase and frequency changes of the multi-frame echo signals can be analyzed to determine whether the obstacle is moving, as well as the direction and speed of movement. For example, if there are systematic changes in the phase of the multi-frame echo signals and the frequency undergoes a Doppler shift, then it can be determined that the obstacle is moving. By calculating the magnitude of the Doppler shift, the relative speed of the obstacle can be further estimated. For example, when another vehicle in front of a vehicle is decelerating, the speed change of the vehicle in front can be determined by the frequency changes of the multi-frame echo signals.

[0133] In some embodiments, by analyzing the multi-frame echo parameters, an analysis result indicating the reliability of the signal can be obtained. The consistency and stability of the multi-frame echo signals can be analyzed to determine whether the currently acquired echo signal is subject to external interference. For example, if there are large differences between the multi-frame echo signals, it may be due to environmental noise, interference from electronic equipment signals of other vehicles, or misjudgment caused by other non-obstacle factors. Through the analysis results, invalid or erroneous signals can be filtered out, thereby improving the accuracy of obstacle detection. For example, in complex low-speed road conditions, there may be multiple interference sources around the vehicle. By analyzing the multi-frame echo parameters, it is possible to identify which signals are reliable obstacle reflection signals and which are interference signals.

[0134] Of course, other types of analysis can also be performed on the multi-frame echo parameters to obtain different analysis results, such as predicting the dynamic change trend of obstacles by analyzing the multi-frame echo parameters, etc., and this embodiment of the present application is not limited to this.

[0135] Step 130: Obtain the relative distance between the obstacle and the vehicle.

[0136] In an embodiment of the present application, the relative distance between the obstacle and the vehicle can be obtained by calculating the echo parameters of multiple frames, or by calculating the data of other sensors, such as cameras, millimeter-wave radars, etc.

[0137] Step 140: Perform braking control on the vehicle according to the analysis result and the relative distance.

[0138] In the embodiments of the present application, braking control can be performed based on a combination of analysis results and the relative distance between the obstacle and the vehicle. For example, if the analysis results indicate that the obstacle is a stationary object and the relative distance is rapidly decreasing, a high collision risk will be determined, and an instruction can be issued to initiate emergency braking to minimize the likelihood and severity of a collision. If the obstacle is a vehicle traveling in the same direction and the relative distance remains within a safe range, braking may not be performed, or only slight braking and deceleration may be applied to maintain normal vehicle travel.

[0139] According to the vehicle braking control method of the present application, multiple frames of echo parameters corresponding to an obstacle are obtained; the multiple frames of echo parameters are analyzed to obtain an analysis result; the relative distance between the obstacle and the vehicle is obtained; and the vehicle braking control is performed based on the analysis result and the relative distance. By obtaining multiple frames of echo parameters corresponding to an obstacle, the embodiments of the present application can more comprehensively and continuously monitor the obstacle, and can more accurately reflect the dynamic changes of the obstacle than single-frame data. By analyzing the multiple frames of echo parameters, the analysis results obtained can effectively filter interference information, improve the radar's anti-co-frequency interference performance, thereby accurately sensing obstacles and reducing the probability of false brake triggering.

[0140] In some embodiments, the analysis results include a first analysis result;

[0141] Analyze the multi-frame echo parameters and obtain analysis results, including:

[0142] The differences between the echo parameters of the multiple frames are analyzed to obtain a first analysis result; the first analysis result is used to indicate whether the differences between the echo parameters of the multiple frames meet a first preset condition.

[0143] In this embodiment, whether an obstacle actually exists can be determined by comparing the differences between the echo parameters of multiple frames, which can reduce noise signal interference and thus reduce the probability of false triggering of the brake.

[0144] Specifically, when the difference between the echo parameters of multiple frames meets a first preset condition, it indicates that the obstacle detected by the radar is likely real and not interference from other noise. The first preset condition may be that the change in the echo parameters of multiple frames fluctuates within a certain threshold range. For example, if the difference between the echo time, echo width, and echo height of multiple consecutive frames is less than a preset value, the first preset condition is met, and it can be assumed that these echo parameters correspond to a real obstacle.

[0145] It should be noted that the difference in echo time reflects the change in the distance between the obstacle and the radar. If the difference remains within a small range, it means that the obstacle moves smoothly during this time period. The difference in echo width can provide information on the stability of the obstacle. A small change in echo width indicates that the physical properties of the obstacle have not changed significantly. The difference in echo height can be used to determine whether the reflection characteristics of the obstacle are consistent.

[0146] In this embodiment, by analyzing the differences in the echo parameters of multiple frames, it is possible to determine whether the obstacle meets the first preset condition based on the reflection characteristics of the obstacle at different time points, thereby filtering out some interference information and improving the radar's anti-co-channel interference performance.

[0147] In some embodiments, whether the difference between the echo parameters of multiple frames meets the first preset condition is determined according to the following method:

[0148] Get the echo width, echo height and echo time of the current frame in the multi-frame echo parameters;

[0149] Whether the first preset condition is satisfied is determined based on the difference between the echo width, echo height and echo time of the current frame and the echo width, echo height and echo time of a preset number of frames before the current frame.

[0150] In this embodiment, the radar records the echo width, echo height, and echo time of each frame during continuous scanning. The echo parameters of the current frame can be compared with the echo parameters of a preset number of frames previously recorded. The preset number of frames can be determined based on the radar's scanning frequency and the vehicle's speed. For example, in a low-speed driving scenario, the radar may scan multiple times per second. The radar can select the echo parameters of the frame immediately preceding the current frame, which is one frame apart, or the echo parameters of the frame preceding the current frame, which is two or more frames apart.

[0151] The echo width, echo height, and echo time of the current frame can be compared with the echo width, echo height, and echo time of a preset number of frames before the current frame, respectively. For example, an echo width threshold can be set for the difference between the echo widths, an echo height threshold can be set for the difference between the echo heights, and an echo time threshold can be set for the difference between the echo times. When the difference between the echo parameters of the current frame and the echo parameters of the preset number of frames before the previous frame is less than the corresponding threshold, it can be determined that the first preset condition is met. Alternatively, it can be set to determine that the first preset condition is not met when any one or both of the differences between the echo parameters of the current frame and the echo parameters of the preset number of frames before the previous frame are greater than the corresponding threshold, otherwise it is determined that the first preset condition is met. Of course, the first preset condition can also be other conditions, and the embodiments of the present application are not limited to this.

[0152] In this embodiment, the echo width, echo height, and echo time respectively reflect the intensity, reflection area, and propagation time of the radar signal, and can describe the reflection characteristics of obstacles. By comparing the parameters of the current frame with the historical echo parameters within a preset number of frames, abnormal fluctuations caused by environmental noise, signal interference, or other non-actual obstacle changes can be identified, thereby accurately determining whether the changes in the radar signal truly reflect the existence and movement status of the obstacle, thereby improving the accuracy of filtering interference information.

[0153] In some embodiments, determining whether the first preset condition is satisfied based on a difference between the echo width, echo height, and echo time of the current frame and the echo width, echo height, and echo time of a preset number of frames before the current frame includes:

[0154] Calculating the first echo width difference, first echo height difference, and first echo time difference between the echo width, echo height, and echo time of the current frame and the echo width, echo height, and echo time of the previous frame;

[0155] When the first echo width difference is less than the preset echo width difference and the first echo height difference is less than the preset echo height difference, calculating a second echo time difference between the echo time of the previous frame and the echo times of the previous two frames in the multi-frame echo parameters;

[0156] In a case where the difference between the second echo time difference value and the first echo time difference value is smaller than a preset echo time difference value, it is determined that the first preset condition is satisfied.

[0157] In this embodiment, the preset number of frames may be one frame or two frames between the current frame, and whether the obstacle is an interference signal is analyzed by comparing the echo parameters of three consecutive frames.

[0158] Specifically, the difference in echo width, echo height, and echo time between the current frame and the previous frame can be calculated and recorded as the first echo width difference W and W respectively. C_HIS , the first echo height difference H C_HIS The time difference between the first echo and the C_HIS These differences reflect how the radar signal changes between two consecutive frames. For example, if the difference in the width of the first echo is small, it means that the size of the obstacle has not changed much between the two radar scans, which may be a sign of a real obstacle.

[0159] The first echo width difference and the first echo height difference can be further judged by the threshold value. If the first echo width difference W C_HIS is smaller than the preset echo width difference threshold ΔW, and the first echo height difference H C_HISIf the echo height difference is less than the preset threshold ΔH, it can be considered that the echo parameters of the current frame and the previous frame have a certain stability in width and height, and possible real obstacles are preliminarily screened out, excluding large fluctuation signals caused by noise or other interference.

[0160] Furthermore, the difference between the echo time of the previous frame and the echo time of the previous two frames can be calculated and recorded as the second echo time difference T HIS_PRE When the second echo time difference T HIS_PRE Time difference with the first echo T C_HIS The difference between ΔT C_HIS_PRE Is it less than the preset echo time difference threshold? In the case of , it means that the position of the obstacle detected by the radar in several consecutive frames does not change much, so it can be determined that the obstacle detected by the radar is real and meets the first preset condition.

[0161] In this embodiment, by calculating the difference in echo width, echo height and echo time between the current frame and the previous frame and comparing them frame by frame, the dynamic changes of the radar signal can be captured and abnormal fluctuations that may be caused by interference can be preliminarily filtered out. When the first echo width difference and the first echo height difference are both less than the preset threshold, the echo time difference between the previous frame and the previous two frames is further calculated. This not only takes into account the signal intensity and reflection area changes, but also introduces continuity analysis in the time dimension to further verify the rationality of the signal change. When the second echo time difference is also less than the preset threshold, it is determined that the first preset condition is met, further improving the radar's anti-interference capability and obstacle perception accuracy in complex environments.

[0162] In some embodiments, the analysis result includes a second analysis result;

[0163] Analyze the multi-frame echo parameters and obtain analysis results, including:

[0164] Calculate the changing distance of the radar relative to the obstacle based on the multi-frame echo parameters;

[0165] Calculating the mileage difference of the vehicle within the time interval of acquiring the multi-frame echo parameters;

[0166] The difference between the change distance and the mileage difference is analyzed to obtain a second analysis result; the second analysis result is used to indicate whether the difference between the change distance and the mileage difference meets a second preset condition.

[0167] In this embodiment, the difference in echo time reflects the change in the distance between the obstacle and the radar. The change in distance between the radar and the obstacle can be calculated by taking the difference in echo time between two consecutive frames of echo parameters. Specifically, the change in distance is equal to the echo time difference multiplied by the propagation speed of the radar signal, divided by 2.

[0168] In this embodiment, the time interval for acquiring two consecutive frames of echo parameters can be determined according to the frequency of the radar, and the mileage difference of the vehicle within the time interval can be calculated using the vehicle's odometer or wheel speed sensor.

[0169] The changing distance is the change in radar-to-obstacle distance calculated based on multiple frames of echo parameters, and the distance traveled is the distance the vehicle traveled during the period these echo parameters were acquired. By comparing the changing distance and the distance traveled difference, the relationship between the vehicle's dynamic behavior and the obstacle can be determined. For example, if the difference between the changing distance and the distance traveled difference is small, it indicates that the radar's perception of the obstacle is consistent with the vehicle's actual driving conditions, further confirming that the obstacle is likely real and not a false target caused by noise or error. A large difference between the changing distance and the distance traveled difference indicates that the vehicle's radar perception of the obstacle is inconsistent with the vehicle's actual driving conditions, and the obstacle may be a false detection caused by interference signals. The second preset condition defines the range of differences between the changing distance and the distance traveled difference for the radar's perception of the obstacle to be considered consistent with the vehicle's actual driving conditions. This second preset condition can be determined through pre-calibration or theoretical calculation.

[0170] In this embodiment, by analyzing the difference between the changing distance of the radar relative to the obstacle and the difference in the vehicle's mileage within the time interval for obtaining multi-frame echo parameters, combined with the change in the radar signal and the change in the vehicle's own driving state, it is determined whether the obstacle meets the second preset condition, thereby filtering out some interference information and further improving the radar's anti-co-channel interference performance.

[0171] In some embodiments, whether the difference between the change distance and the mileage difference satisfies the second preset condition is determined in the following manner:

[0172] Analyze the relative motion state between the vehicle and the obstacle based on the change distance and mileage difference;

[0173] Assign weights to mileage differences based on relative motion states;

[0174] Whether the second preset condition is satisfied is determined based on the weighted mileage difference and the change distance.

[0175] In this embodiment, the variation distance refers to the change in radar-to-obstacle distance, calculated based on multiple frames of echo parameters, and the mileage difference refers to the distance the vehicle traveled during the period these echo parameters were acquired. By comparing the variation distance and mileage difference, it is possible to determine whether the obstacle itself is stationary, whether the obstacle and the vehicle are relatively stationary, or in relative motion. The mileage difference can be weighted based on the relative motion state. For example, if the obstacle itself is stationary, the radar signal changes are determined by the vehicle's movement, so a higher weight can be assigned. On the other hand, if the obstacle and the vehicle are relatively stationary, the radar signal changes are not affected by the vehicle's movement, so a lower weight can be assigned.

[0176] By comparing the weighted mileage difference with the change distance, the interference caused by the vehicle's own driving can be filtered out, thereby improving the accuracy of filtering other environmental interference.

[0177] In this embodiment, the relative motion state between the vehicle and the obstacle is analyzed based on the change distance and the mileage difference, and a weight is assigned to the mileage difference. The consistency judgment between the radar signal and the vehicle motion under different relative motion states is taken into account. By comparing the weighted mileage difference with the change distance, it is determined whether the second preset condition is met, and the interference information is further filtered, thereby improving the accuracy of the interference information filtering.

[0178] In some embodiments, assigning weights to the mileage difference based on the relative motion state includes:

[0179] When the relative motion state is that the obstacle is stationary and the vehicle is moving, the weight is 100%;

[0180] When the relative motion state is relatively static, the weight is 0.

[0181] In this embodiment, considering that when the obstacle is stationary and the vehicle is in motion, the change of the radar signal is determined by the vehicle's movement, the weight can be set to 100%. When the relative motion state is relatively stationary, the change of the radar signal will not be disturbed by the vehicle's movement, so the weight can be set to 0. In this way, when judging whether the second preset condition is met based on the mileage difference and the change distance, the interference caused by the vehicle's movement itself can be filtered out first, thereby improving the accuracy of filtering other environmental interference.

[0182] In some embodiments, assigning weights to the mileage difference based on the relative motion state includes:

[0183] Let K = K C_HIS , when |ΔD C_HIS -ΔRD C_HIS | <K*D V In the case of , the weight is calculated cyclically:

[0184]

[0185] And let K = K-1; where W TD represents the weight, ΔD C_HIS Represents the mileage difference, ΔRD C_HIS Indicates the changing distance of the radar relative to the obstacle, Represents the weighted mileage difference compensation value, V C_HIS Indicates the average vehicle speed within the time interval of acquiring multi-frame echo parameters, K C_HIS =ΔK C_HIS + Round up (D V ) represents the number of cycles of weight calculation, Indicates the compensation value for the number of cycles of weight calculation.

[0186] In some embodiments, the value of the cycle number compensation value can be adjusted according to the cycle number compensation value, thereby controlling the final number of cycles. C_HIS >0, ΔK C_HIS Round down and add 1, when ΔK C_HIS <-1, ΔK C_HIS Round up.

[0187] In this embodiment, the number of weight calculation cycles is determined based on the average speed of the vehicle and the changing distance of the radar relative to the obstacle. In this way, the weight value can be dynamically adjusted according to the actual movement between the vehicle and the obstacle. The number of cycles will be updated after each cycle calculation.

[0188] In this embodiment, the weight calculation is further optimized through dynamic cyclic adjustment based on the difference in vehicle mileage and the distance between the radar and the obstacle, thereby filtering out interference caused by the vehicle itself and improving the accuracy of filtering out other environmental interference.

[0189] In some embodiments, determining whether the second preset condition is satisfied based on the weighted mileage difference and the change distance includes:

[0190] Calculate the echo time compensation value based on the weighted mileage difference;

[0191] When |T DW -T C_HIS |<ΔT, it is determined that the second preset condition is met; wherein, T DW Indicates the echo time compensation value, T C_HIS It represents the echo time difference between multiple frames of echo parameters, and ΔT represents the preset time threshold.

[0192] In this embodiment, the mileage difference can be multiplied by a weight and then divided by the propagation speed of the radar signal to obtain an echo time compensation value. The echo time compensation value is calculated based on the vehicle's driving state, while the echo time difference between multiple frames of echo parameters is calculated based on the radar's echo parameters. By comparing the echo time compensation value and the echo time difference, if the difference between the two is less than a preset time threshold, it can be determined that the change in the radar signal is consistent with the change in the vehicle's motion state, thereby confirming that the obstacle information in the radar signal is a real obstacle and not interference information.

[0193] In this embodiment, an echo time compensation value is calculated based on the weighted mileage difference and the change distance. The echo time compensation value reflects the time difference calculated based on vehicle travel. The echo time difference between multiple frames of echo parameters calculated based on radar is further compared. When the difference between the two is less than a preset value, it can be determined that the radar signal is an obstacle signal rather than interference information. The interference information is further filtered, thereby improving the accuracy of interference information filtering.

[0194] In some embodiments, braking control of the vehicle is performed based on the analysis result and the relative distance, including:

[0195] When the first analysis result indicates that the difference between the echo parameters of multiple frames meets the first preset condition and / or when the second analysis result indicates that the mileage difference and the change distance meet the second preset condition, the vehicle is braked according to the relative distance between the obstacle and the vehicle.

[0196] In this embodiment, if the first analysis result indicates that the difference between the echo parameters of multiple frames meets a first preset condition, the vehicle can be braked based on the relative distance between the obstacle and the vehicle. If the difference between the echo parameters of multiple frames meets the first preset condition, it indicates that the obstacle detected by the radar is likely real and not interference from other noise. This can filter out some interference information, improve the radar's ability to resist co-channel interference, and thus accurately detect obstacles and reduce the probability of false brake triggering.

[0197] Alternatively, if the second analysis result indicates that the mileage difference and the change distance meet a second preset condition, the vehicle may be braked based on the relative distance between the obstacle and the vehicle. If the difference between the change distance and the mileage difference meets the second preset condition, this indicates that the obstacle detected by the radar is likely real and not interference from other noise. This can filter out some interference information, improving the radar's ability to resist co-channel interference, enabling accurate obstacle detection and reducing the probability of false brake triggering.

[0198] Alternatively, if the first analysis result indicates that the difference between the echo parameters of multiple frames meets a first preset condition, and the second analysis result indicates that the mileage difference and the change distance meet a second preset condition, the vehicle can be braked based on the relative distance between the obstacle and the vehicle. This allows for multiple filtering of interference information, further improving the radar's ability to resist co-channel interference, enabling accurate obstacle detection and reducing the probability of false brake triggering.

[0199] In this embodiment, by analyzing the differences in the echo parameters of multiple frames, obstacles that meet the first preset condition can be preliminarily screened out based on their reflection characteristics at different time points. Obstacles that meet the second preset condition can be further screened out based on changes in the radar signal and the vehicle's own driving state. This effectively filters out interference information, improves the radar's ability to resist co-channel interference, accurately perceives obstacles, and reduces the probability of false brake triggering.

[0200] In some embodiments, braking the vehicle based on the relative distance between the obstacle and the vehicle includes:

[0201] Obtain vehicle driving status information and obstacle location information;

[0202] Determine whether the obstacle is a collision target based on driving status information and position information;

[0203] When an obstacle is a collision target, the vehicle is braked and controlled according to the relative distance between the obstacle and the vehicle.

[0204] In some embodiments, the position coordinates of obstacles can be calculated using radar echo parameters combined with triangulation. Triangulation is a mathematical and geometric method that determines the position of an unknown point by measuring the distance or angle between three points. Specifically, the echo parameters corresponding to an obstacle measured by radars located at different locations on the vehicle can be obtained, and the distance from each radar to the obstacle can be calculated based on the echo parameters. Since the coordinates of the radars in the vehicle are known, the obstacle's position information can be calculated using trigonometric formulas.

[0205] In this embodiment, whether an obstacle poses a collision threat can be determined based on driving state information and the obstacle's position information. For example, driving state information may include vehicle dimensions and steering wheel angle. By analyzing the vehicle's steering wheel angle, the vehicle's trajectory can be determined. Combining the vehicle's dimensions with the obstacle's positional relationship can determine whether the obstacle is likely to collide with the vehicle. If the obstacle is determined to be likely to collide with the vehicle at some point in the future, the obstacle can be identified as a collision target.

[0206] In this embodiment, by obtaining the vehicle's current driving status information and the obstacle's location information, the vehicle's driving trajectory and the obstacle's position changes are comprehensively considered, and obstacles with collision risks can be accurately identified. When the obstacle is judged to be a collision target, the braking is further intelligently adjusted according to the relative distance between the vehicle and the obstacle, which can reduce collision accidents.

[0207] In some embodiments, determining whether an obstacle is a collision target based on driving state information and position information includes:

[0208] Calculate the turning radius of the driving path based on the vehicle's size information and the steering wheel angle;

[0209] Calculate the lateral distance between the vehicle and the obstacle based on the turning radius and the location information of the obstacle;

[0210] Determine whether the obstacle is a collision target based on the lateral distance.

[0211] In this embodiment, the size information of the vehicle may include the wheelbase of the vehicle, the width of the vehicle, and other information.

[0212] The wheel angle of the vehicle can be calculated based on the steering wheel angle and the steering gear ratio:

[0213]

[0214] Among them, δ represents the wheel angle of the vehicle, σ represents the steering wheel angle, and ω represents the steering gear ratio.

[0215] like Figure 2 As shown in , based on the vehicle's wheelbase and the vehicle's wheel turning angle δ, the turning radius of the current vehicle's driving path can be calculated:

[0216]

[0217] Where l represents the wheelbase of the vehicle, and R represents the turning radius of the vehicle's driving path.

[0218] Furthermore, the lateral distance between the vehicle and the obstacle can be calculated based on the width of the vehicle and the turning radius R of the vehicle's driving path, combined with the location information of the obstacle:

[0219]

[0220] Where C represents the lateral distance between the vehicle and the obstacle, W represents the width of the vehicle, and R Y is the vertical coordinate of the obstacle.

[0221] like Figure 2 As shown, when the horizontal coordinate R of the obstacle XWhen the distance is less than the lateral distance C, the obstacle can be determined to be a collision target, that is, the obstacle is located in the vehicle's driving path, and based on the vehicle's size information, it can be predicted that the obstacle may collide with the vehicle.

[0222] In this embodiment, the turning radius of the vehicle's travel path is calculated based on the vehicle's size and the steering wheel angle. The calculated turning radius and the obstacle's position information are used to further calculate the lateral distance between the vehicle and the obstacle. Combining the vehicle's motion state and the obstacle's position, it is possible to accurately determine whether the obstacle is a collision target.

[0223] In some embodiments, braking the vehicle based on the relative distance between the obstacle and the vehicle includes:

[0224] Match the braking distance corresponding to the current vehicle speed according to the pre-calibrated correspondence between different vehicle speeds and braking distances;

[0225] When the braking distance corresponding to the current vehicle speed is less than or equal to the relative distance between the obstacle and the vehicle, the vehicle is braked.

[0226] In this embodiment, the correspondence between different vehicle speeds and braking distances can be pre-calibrated, and based on the correspondence, the braking distance corresponding to the current vehicle speed can be matched.

[0227] By comparing the braking distance at the current speed with the relative distance between the vehicle and the obstacle, a collision risk can be determined. If the braking distance at the current speed is less than or equal to the relative distance between the vehicle and the obstacle, the vehicle will collide with the obstacle without braking. Therefore, the vehicle needs to be braked to reduce the possibility of a collision.

[0228] In this embodiment, the braking distance corresponding to the current vehicle speed is matched according to the pre-calibrated correspondence between different vehicle speeds and braking distances, and then the braking distance corresponding to the current vehicle speed is compared with the relative distance between the obstacle and the vehicle. If the braking distance corresponding to the current vehicle speed is less than or equal to the relative distance between the obstacle and the vehicle, the vehicle will be braked. This can reduce the risk of collision caused by inaccurate braking distance judgment, reduce unnecessary emergency braking, and improve driving comfort.

[0229] In some embodiments, the correspondence between different vehicle speeds and braking distances is calibrated according to the following method:

[0230] Record the mileage at different speeds from emergency braking to vehicle stop;

[0231] Add the mileage to the preset safety distance to get the braking distance;

[0232] Different vehicle speeds and braking distances corresponding to the different vehicle speeds are stored in association to obtain a corresponding relationship.

[0233] In this embodiment, the mileage from emergency braking to a complete stop at different vehicle speeds can be recorded in a test environment. Specifically, during the test, the vehicle can be driven at different speeds and emergency braking can be performed when the vehicle reaches a predetermined speed. By measuring the distance from the start of braking to the complete stop, the braking mileage at different vehicle speeds can be collected.

[0234] The braking distance is calculated by adding the measured mileage to the preset safety distance. This preset safety distance provides an additional safety buffer to account for potential uncertainties such as slippery roads and driver reaction time. This ensures sufficient braking distance during actual driving, minimizing the risk of collisions. By organizing and analyzing test data to establish a correlation between vehicle speed and braking distance, and by associating and storing braking distance data at different speeds, this correlation can be quickly queried and utilized during real-time driving, enabling accurate braking decisions.

[0235] In this embodiment, the actual braking performance data of the vehicle at various speeds is obtained by recording the mileage from emergency braking to complete stop at different vehicle speeds. The mileage is added to the preset safety distance to obtain the braking distance. Factors such as driver reaction time and uncertainty in the vehicle braking process are taken into account, thereby increasing the safety margin of braking control. Different vehicle speeds are associated with the corresponding braking distances and stored to form a corresponding relationship, which provides a scientific basis for vehicle braking control.

[0236] In some embodiments, braking the vehicle based on the relative distance between the obstacle and the vehicle includes:

[0237] When the vehicle speed is less than a preset speed, the vehicle is braked according to the relative distance between the obstacle and the vehicle.

[0238] In this embodiment, the vehicle speed may be detected. If the vehicle speed is less than a preset speed, it may be considered that the low-speed emergency braking condition is met, and the vehicle is braked according to the relative distance between the obstacle and the vehicle.

[0239] In this embodiment, the braking strategy is adjusted based on the relative distance between the obstacle and the vehicle when the vehicle speed is lower than a preset threshold to adapt to the congestion and frequent start-stop conditions common in urban traffic. By applying braking based on the relative distance at low speeds, the risk of collision can be reduced.

[0240] In some embodiments, braking the vehicle based on the relative distance between the obstacle and the vehicle includes:

[0241] Obtain historical location information of obstacles;

[0242] Predict the trajectory of obstacles based on historical position information;

[0243] Determine the relative distance between the obstacle and the vehicle based on the trajectory path;

[0244] The vehicle is braked and controlled according to the relative distance.

[0245] In this embodiment, the relative distance between the obstacle and the vehicle can usually be calculated using radar measurement data. However, in some scenarios, environmental or other factors may make radar measurement data unavailable, making it impossible to detect the obstacle's location. In such cases, the obstacle's historical location information can be obtained to predict the obstacle's trajectory.

[0246] For example, target tracking algorithms, deep learning algorithms, etc. can be used in combination with the historical location information of obstacles to predict the trajectory path of obstacles.

[0247] The predicted trajectory path can be used to determine the relative distance between the obstacle and the vehicle. For example, the obstacle's position can be compared with the vehicle's current position and direction of travel to calculate the relative distance between the obstacle and the vehicle.

[0248] In this embodiment, by collecting historical location data of obstacles and based on the movement of obstacles over a period of time, an advanced prediction algorithm is used to predict the future trajectory of the obstacle. The relative distance between the vehicle and the obstacle is calculated based on the predicted trajectory. The relative distance is compared with a preset safety threshold, and the braking is intelligently adjusted. This allows timely updating of obstacle information in complex situations such as sudden loss of obstacle information or inability to detect the obstacle, thereby reducing the possibility of collisions caused by the inability to trigger the low-speed emergency braking function.

[0249] The vehicle braking control method provided in the embodiment of the present application can be executed by a vehicle braking control device. In the embodiment of the present application, the vehicle braking control device provided in the embodiment of the present application is described by taking the vehicle braking control device executing the vehicle braking control method as an example.

[0250] An embodiment of the present application also provides a vehicle braking control device.

[0251] like Figure 3 As shown, the vehicle brake control device includes:

[0252] The first acquisition module 310 is used to obtain multi-frame echo parameters corresponding to the obstacle;

[0253] An analysis module 320 is used to analyze the echo parameters of multiple frames and obtain analysis results;

[0254] The second acquisition module 330 is used to obtain the relative distance between the obstacle and the vehicle;

[0255] The control module 340 is used to perform braking control on the vehicle according to the analysis result and the relative distance.

[0256] According to the vehicle braking control device of the present application, the device obtains multi-frame echo parameters corresponding to an obstacle; analyzes the multi-frame echo parameters to obtain an analysis result; obtains the relative distance between the obstacle and the vehicle; and brakes the vehicle based on the analysis result and the relative distance. By obtaining multi-frame echo parameters corresponding to an obstacle, the embodiments of the present application can more comprehensively and continuously monitor the obstacle, more accurately reflecting the dynamic changes of the obstacle than single-frame data. By analyzing the multi-frame echo parameters, the analysis results obtained can effectively filter interference information, improve the radar's anti-co-frequency interference performance, thereby accurately sensing obstacles and reducing the probability of false brake triggering.

[0257] In some embodiments, the analysis module 320 is further configured to:

[0258] The differences between the echo parameters of the multiple frames are analyzed to obtain a first analysis result; the first analysis result is used to indicate whether the differences between the echo parameters of the multiple frames meet a first preset condition.

[0259] In some embodiments, the analysis module 320 is further configured to:

[0260] Get the echo width, echo height and echo time of the current frame in the multi-frame echo parameters;

[0261] Whether the first preset condition is satisfied is determined based on the difference between the echo width, echo height and echo time of the current frame and the echo width, echo height and echo time of a preset number of frames before the current frame.

[0262] In some embodiments, the analysis module 320 is further configured to:

[0263] Calculating the first echo width difference, first echo height difference, and first echo time difference between the echo width, echo height, and echo time of the current frame and the echo width, echo height, and echo time of the previous frame;

[0264] When the first echo width difference is less than the preset echo width difference and the first echo height difference is less than the preset echo height difference, calculating a second echo time difference between the echo time of the previous frame and the echo times of the previous two frames in the multi-frame echo parameters;

[0265] In a case where the difference between the second echo time difference value and the first echo time difference value is smaller than a preset echo time difference value, it is determined that the first preset condition is satisfied.

[0266] In some embodiments, the analysis module 320 is further configured to:

[0267] Calculate the changing distance of the radar relative to the obstacle based on the multi-frame echo parameters;

[0268] Calculating the mileage difference of the vehicle within the time interval of acquiring the multi-frame echo parameters;

[0269] The difference between the change distance and the mileage difference is analyzed to obtain a second analysis result; the second analysis result is used to indicate whether the difference between the change distance and the mileage difference meets a second preset condition.

[0270] In some embodiments, the analysis module 320 is further configured to:

[0271] Analyze the relative motion state between the vehicle and the obstacle based on the change distance and mileage difference;

[0272] Assign weights to mileage differences based on relative motion states;

[0273] Whether the second preset condition is satisfied is determined based on the weighted mileage difference and the change distance.

[0274] In some embodiments, the analysis module 320 is further configured to:

[0275] When the relative motion state is that the obstacle is stationary and the vehicle is moving, the weight is 100%;

[0276] When the relative motion state is relatively static, the weight is 0.

[0277] In some embodiments, the analysis module 320 is further configured to:

[0278] Let K = K C_HIS , when |ΔD C_HIS -ΔRD C_HIS | <K*D V In the case of , the weight is calculated cyclically:

[0279]

[0280] And let K = K-1; where W TD represents the weight, ΔD C_HIS Represents the mileage difference, ΔRD C_HIS Indicates the changing distance of the radar relative to the obstacle, Represents the weighted mileage difference compensation value, V C_HIS Indicates the average vehicle speed within the time interval of acquiring multi-frame echo parameters, K C_HIS =ΔK C_HIS + Round up (D V) represents the number of cycles of weight calculation,

[0281] In some embodiments, the analysis module 320 is further configured to:

[0282] Calculate the echo time compensation value based on the weighted mileage difference;

[0283] When |T DW -T C_HIS |<ΔT, it is determined that the second preset condition is met; wherein, T DW Indicates the echo time compensation value, T C_HIS It represents the echo time difference between multiple frames of echo parameters, and ΔT represents the preset time threshold.

[0284] In some embodiments, the control module 340 is further configured to:

[0285] When the first analysis result indicates that the difference between the echo parameters of multiple frames meets the first preset condition and / or when the second analysis result indicates that the mileage difference and the change distance meet the second preset condition, the vehicle is braked according to the relative distance between the obstacle and the vehicle.

[0286] In some embodiments, the control module 340 is further configured to:

[0287] Obtain vehicle driving status information and obstacle location information;

[0288] Determine whether the obstacle is a collision target based on driving status information and position information;

[0289] When an obstacle is a collision target, the vehicle is braked and controlled according to the relative distance between the obstacle and the vehicle.

[0290] In some embodiments, the control module 340 is further configured to:

[0291] Calculate the turning radius of the driving path based on the vehicle's size information and the steering wheel angle;

[0292] Calculate the lateral distance between the vehicle and the obstacle based on the turning radius and the location information of the obstacle;

[0293] Determine whether the obstacle is a collision target based on the lateral distance.

[0294] In some embodiments, the control module 340 is further configured to:

[0295] Match the braking distance corresponding to the current vehicle speed according to the pre-calibrated correspondence between different vehicle speeds and braking distances;

[0296] When the braking distance corresponding to the current vehicle speed is less than or equal to the relative distance between the obstacle and the vehicle, the vehicle is braked.

[0297] In some embodiments, the control module 340 is further configured to:

[0298] Record the mileage at different speeds from emergency braking to vehicle stop;

[0299] Add the mileage to the preset safety distance to get the braking distance;

[0300] Different vehicle speeds and braking distances corresponding to the different vehicle speeds are stored in association to obtain a corresponding relationship.

[0301] In some embodiments, the control module 340 is further configured to:

[0302] When the vehicle speed is less than a preset speed, the vehicle is braked according to the relative distance between the obstacle and the vehicle.

[0303] In some embodiments, the control module 340 is further configured to:

[0304] Obtain historical location information of obstacles;

[0305] Predict the trajectory of obstacles based on historical position information;

[0306] Determine the relative distance between the obstacle and the vehicle based on the trajectory path;

[0307] The vehicle is braked and controlled according to the relative distance.

[0308] The vehicle brake control device in the embodiment of the present application can be an electronic device or a component in an electronic device, such as an integrated circuit or a chip. The electronic device can be a terminal or other device other than a terminal. For example, the electronic device can be an in-vehicle electronic device, a mobile Internet device (MID), a robot, an ultra-mobile personal computer (UMPC), an ECU (Electronic Control Unit), an MCU (Microcontroller Unit) or other controllers, etc. It can also be a server, a network attached storage (NAS), a personal computer (PC), a television (TV), an ATM or a self-service machine, etc., and the embodiment of the present application does not specifically limit it.

[0309] The vehicle brake control device in the embodiment of the present application may be a device having an operating system. The operating system may be a Microsoft (Windows) operating system, an Android operating system, an iOS operating system, or other possible operating systems, which are not specifically limited in the embodiment of the present application.

[0310] In some embodiments, as Figure 4 As shown, an embodiment of the present application also provides an electronic device 400, including a processor 401, and the processor 401 is connected to a memory 402, and the memory 402 stores a computer program that can be run on the processor 401. When the program is executed by the processor 1601, the various processes of the above-mentioned vehicle braking control method embodiment are implemented, and the same technical effect can be achieved. To avoid repetition, it will not be repeated here.

[0311] It should be noted that the electronic devices in the embodiments of the present application include the above-mentioned mobile electronic devices and non-mobile electronic devices.

[0312] An embodiment of the present application also provides a vehicle, which includes a radar and a controller.

[0313] A controller is used to execute the above-mentioned vehicle braking control method.

[0314] The controller may be the electronic device mentioned above.

[0315] In some embodiments, the radar may be an ultrasonic radar.

[0316] An embodiment of the present application also provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it implements the various processes of the above-mentioned vehicle braking control method embodiment and can achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0317] The processor is the processor in the electronic device in the above embodiment. The readable storage medium includes a computer readable storage medium, such as a computer read-only memory ROM, a random access memory RAM, a magnetic disk or an optical disk.

[0318] An embodiment of the present application also provides a computer program product, including a computer program, which implements the above-mentioned vehicle braking control method when executed by a processor.

[0319] The processor is the processor in the electronic device in the above embodiment. The readable storage medium includes a computer readable storage medium, such as a computer read-only memory ROM, a random access memory RAM, a magnetic disk or an optical disk.

[0320] An embodiment of the present application further provides a chip, which includes a processor and a communication interface, which are coupled to the processor. The processor is used to run programs or instructions to implement the various processes of the above-mentioned vehicle braking control method embodiment and can achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0321] It should be understood that the chip mentioned in the embodiments of the present application can also be called a system-level chip, a system chip, a chip system or a system-on-chip chip, etc.

[0322] It should be noted that, in this article, the terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the statement "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element. In addition, it should be noted that the scope of the methods and devices in the embodiments of the present application is not limited to performing functions in the order shown or discussed, and may also include performing functions in a substantially simultaneous manner or in the opposite order according to the functions involved. For example, the described method may be performed in an order different from that described, and various steps may also be added, omitted, or combined. In addition, the features described with reference to certain examples may be combined in other examples.

[0323] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform, and of course can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a computer software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk), including a number of instructions for enabling a terminal (which can be a mobile phone, computer, server, or network device, etc.) to execute the methods described in each embodiment of the present application.

[0324] The embodiments of the present application are described above in conjunction with the accompanying drawings, but the present application is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the guidance of this application, ordinary technicians in this field can also make many forms without departing from the purpose of this application and the scope of protection of the claims, all of which are within the protection of this application.

[0325] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0326] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A vehicle braking control method, characterized in that: include: Obtain multi-frame echo parameters corresponding to obstacles; Analyzing the echo parameters of the multiple frames to obtain analysis results; Obtaining the relative distance between the obstacle and the vehicle; The vehicle is braked and controlled according to the analysis result and the relative distance.

2. The method according to claim 1, characterized in that The echo parameters include at least one of echo time, echo width and echo height.

3. The method according to claim 1 or 2, characterized in that The analysis results include a first analysis result; The analyzing the echo parameters of the multiple frames to obtain analysis results includes: Analyzing the differences between the echo parameters of the multiple frames to obtain the first analysis result; The first analysis result is used to indicate whether the difference between the echo parameters of multiple frames meets a first preset condition.

4. The method according to claim 3, characterized in that Whether the difference between the echo parameters of the multiple frames meets the first preset condition is determined in the following manner: Acquiring the echo width, echo height and echo time of the current frame among the multiple frames of echo parameters; Whether the first preset condition is satisfied is determined based on the difference between the echo width, echo height and echo time of the current frame and the echo width, echo height and echo time of a preset number of frames before the current frame.

5. The method according to claim 4, characterized in that The determining whether the first preset condition is satisfied according to the difference between the echo width, echo height, and echo time of the current frame and the echo width, echo height, and echo time of a preset number of frames before the current frame includes: Calculate the first echo width difference, first echo height difference and first echo time difference between the echo width, echo height and echo time of the current frame and the echo width, echo height and echo time of the previous frame; When the first echo width difference is less than a preset echo width difference, and the first echo height difference is less than a preset echo height difference, calculating a second echo time difference between the echo time of a previous frame and the echo times of the previous two frames in the multiple frames of echo parameters; In a case where the difference between the second echo time difference and the first echo time difference is smaller than a preset echo time difference, it is determined that the first preset condition is satisfied.

6. The method according to claim 1, characterized in that The analysis results include a second analysis result; The analyzing the echo parameters of the multiple frames to obtain analysis results includes: Calculating the changing distance of the radar relative to the obstacle based on the echo parameters of the multiple frames; Calculating the mileage difference of the vehicle within the time interval of acquiring the echo parameters of the multiple frames; Analyze the difference between the change distance and the mileage difference to obtain a second analysis result; the second analysis result is used to indicate whether the difference between the change distance and the mileage difference meets a second preset condition.

7. The method according to claim 6, characterized in that Whether the difference between the change distance and the mileage difference satisfies a second preset condition is determined in the following manner: analyzing a relative motion state between the vehicle and the obstacle according to the changed distance and the mileage difference; assigning a weight to the mileage difference according to the relative motion state; Whether a second preset condition is satisfied is determined based on the weighted mileage difference and the change distance.

8. The method according to claim 7, characterized in that Assigning a weight to the mileage difference according to the relative motion state includes: When the relative motion state is that the obstacle is stationary and the vehicle is moving, the weight is 100%; When the relative motion state is relative stillness, the weight is 0.

9. The method according to claim 7 or 8, characterized in that Assigning a weight to the mileage difference according to the relative motion state includes: Let K = K C_His , when |ΔD C_HIS -ΔRD C_HIS | <K*D V In the case of , the weight is calculated cyclically: And let K = K-1; where W TD represents the weight, ΔD C_HIS Represents the mileage difference, ΔRD C_HIS Indicates the changing distance of the radar relative to the obstacle, Represents the weighted mileage difference compensation value, V C_HIS represents the average vehicle speed within the time interval of acquiring the echo parameters of multiple frames, K C_HIS =ΔK C_HIS + Round up (D V ) represents the number of cycles of weight calculation, 10. The method according to claim 7, characterized in that The determining whether the second preset condition is satisfied based on the weighted mileage difference and the change distance includes: Calculating an echo time compensation value based on the weighted mileage difference; When |T DW -T C_HIS |<ΔT, it is determined that the second preset condition is met; wherein, T DW Indicates the echo time compensation value, T C_HIS represents the echo time difference between the echo parameters of multiple frames, and ΔT represents the preset time threshold.

11. The method according to claim 1, characterized in that The performing braking control on the vehicle according to the analysis result and the relative distance includes: When the first analysis result indicates that the difference between the echo parameters of multiple frames meets the first preset condition and / or when the second analysis result indicates that the mileage difference and the change distance meet the second preset condition, the vehicle is braked according to the relative distance between the obstacle and the vehicle.

12. The method according to claim 11, characterized in that The braking control of the vehicle according to the relative distance between the obstacle and the vehicle includes: Acquiring the driving state information of the vehicle and the location information of the obstacle; determining whether the obstacle is a collision target based on the driving state information and the position information; In a case where the obstacle is a collision target, braking control is performed on the vehicle according to a relative distance between the obstacle and the vehicle.

13. The method according to claim 12, characterized in that The driving state information includes at least one of vehicle size information and steering wheel angle.

14. The method according to claim 12 or 13, characterized in that Determining whether the obstacle is a collision target according to the driving state information and the position information includes: Calculating a turning radius of a driving path based on the vehicle's size information and the steering wheel angle; Calculating a lateral distance between the vehicle and the obstacle based on the turning radius and the position information of the obstacle; Determine whether the obstacle is a collision target based on the lateral distance.

15. The method according to claim 12, characterized in that The braking control of the vehicle according to the relative distance between the obstacle and the vehicle includes: Match the braking distance corresponding to the current vehicle speed according to the pre-calibrated correspondence between different vehicle speeds and braking distances; When the braking distance corresponding to the current vehicle speed is less than or equal to the relative distance between the obstacle and the vehicle, the vehicle is braked.

16. The method according to claim 15, characterized in that The corresponding relationship between different vehicle speeds and braking distances is calibrated according to the following method: Record the mileage at different speeds from emergency braking to vehicle stop; Adding the mileage to the preset safety distance to obtain the braking distance; Different vehicle speeds and braking distances corresponding to the different vehicle speeds are stored in association to obtain the corresponding relationship.

17. The method according to claim 12, wherein: The braking control of the vehicle according to the relative distance between the obstacle and the vehicle includes: When the speed of the vehicle is less than a preset speed, the vehicle is braked according to the relative distance between the obstacle and the vehicle.

18. The method according to claim 12, characterized in that The braking control of the vehicle according to the relative distance between the obstacle and the vehicle includes: Obtaining historical location information of the obstacle; Predicting the trajectory path of the obstacle based on the historical position information; determining a relative distance between the obstacle and the vehicle according to the track path; Braking of the vehicle is controlled according to the relative distance.

19. An electronic device comprising a processor, wherein the processor is connected to a memory, wherein the memory stores a computer program that can be run on the processor, wherein: When the processor executes the program, the method according to any one of claims 1 to 18 is implemented.

20. A vehicle, characterized in that: Includes radar and controller; The controller is used to execute the method according to any one of claims 1 to 18.

21. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method according to any one of claims 1 to 18 is implemented.

22. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the method according to any one of claims 1 to 18 is implemented.

Images