Active safety automatic braking control method, system, equipment and medium

Abstract

The invention discloses an active safety automatic braking control method, system and device and a medium, and relates to the technical field of vehicle automatic driving, and the method comprises the steps that the opening degree of a vehicle accelerator pedal is collected in real time, and when the opening degree is smaller than a preset value, the distance and the relative speed between the vehicle accelerator pedal and a target object are determined through an image device. And determining a vehicle control grade and a corresponding strategy based on the distance, the speed and the safety threshold in combination with a control grade standard, and executing braking processing. And after a driver braking force instruction is received, braking is adjusted according to the demand parameters including the target hydraulic force, the servo motor current and the torque. According to the invention, the adaptability and safety of the vehicle in a complex traffic environment can be integrally improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle automatic driving technology, and in particular to an active safety automatic braking control method, system, equipment and medium. Background Art

[0002] With the development of intelligent driving, radar / camera configurations on vehicles are becoming more and more common, the technology is becoming more and more mature, and the accuracy and range of sensor acquisition are constantly improving. However, when there is a mechanical connection failure of the pedal (such as sticking, breaking, etc.) or the brake master cylinder is stuck or the simulator switch valve fails, resulting in a hard pedal feel, the driver cannot issue a correct braking request through the brake actuator.

[0003] Although most vehicles are now equipped with AEB emergency braking control function, the activation of AEB function is only triggered under special emergency conditions, and the braking control is usually performed at the maximum deceleration, which will bring a bad driving experience to the driver;

[0004] In addition, the control logic of AEB braking-related functions is usually integrated into the VCU controller. The braking system only acts as an actuator to execute AEB control requests. There will be a certain communication delay in the execution process, which will extend the braking response time. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to address the deficiencies of the existing technology and specifically provide an active safety automatic braking control method, system, device and medium, as follows:

[0006] 1) In a first aspect, the present invention provides an active safety automatic braking control method, the specific technical solution of which is as follows:

[0007] The accelerator pedal opening of the vehicle to be controlled is collected in real time, and when the opening is not greater than a preset opening, the target distance between the vehicle to be controlled and a target object on the forward path and the relative speed of the target object are determined in real time through an image acquisition device mounted on the vehicle to be controlled;

[0008] Based on the target distance, relative speed and preset safety threshold, combined with the control level evaluation criteria, the current control level corresponding to the vehicle to be controlled is determined. Based on the correspondence between the control level and the control strategy, the target control strategy corresponding to the current control level is determined.

[0009] The vehicle to be controlled is controlled to perform braking processing according to the target control strategy, and when a required braking force instruction given by the driver is received, the required parameters are determined based on the required braking force instruction, and the vehicle to be controlled is braked based on the required parameters. The required parameters include: target hydraulic pressure, servo motor control current and servo motor control torque.

[0010] The beneficial effects of the active safety automatic braking control method provided by the present invention are as follows:

[0011] By capturing the accelerator pedal opening in real time, the system can accurately monitor the distance and relative speed to the target ahead using an image acquisition device when the vehicle is at low speed or non-accelerating. Combining preset safety thresholds and control level evaluation criteria, it can quickly determine the vehicle's current control level and match the corresponding target control strategy, thereby achieving early and precise braking intervention, effectively reducing collision risk and ensuring driving safety. At the same time, when the driver issues a required braking force command, the system can perform braking based on the required parameters (such as target hydraulic pressure, servo motor control current, and torque). This not only meets the driver's subjective braking needs, but also ensures a smooth and reliable braking process, enhancing driving comfort and confidence. This enhances both active and passive safety aspects of the vehicle's braking system, and overall improves the vehicle's adaptability and safety in complex traffic environments.

[0012] Based on the above solution, the present invention can also be improved as follows.

[0013] Furthermore, the method further includes: when the opening degree is greater than a preset opening degree, performing acceleration control on the vehicle to be controlled according to an acceleration request given by the driver.

[0014] Furthermore, it also includes: real-time monitoring of whether there are any faults in the braking process, and the faults include: a brake pedal stuck and broken fault or a brake pedal having a short and hard pedal feel fault.

[0015] Furthermore, the preset safety thresholds include: a target relative distance safety threshold and a target relative speed safety threshold;

[0016] The target relative distance safety threshold is determined as follows:

[0017] An image acquisition device is used to capture an environmental image of the current position of the vehicle to be controlled, and a target environmental category is determined based on the environmental image. A target relative distance safety threshold corresponding to the target environmental category is determined according to an environmental category mapping table, wherein the environmental category mapping table represents the correspondence between different environmental categories and different relative distance safety thresholds;

[0018] The target relative speed safety threshold is determined as follows:

[0019] According to the corresponding relationship between the braking acceleration safety value and the relative speed safety threshold, the target relative speed safety threshold corresponding to the target braking acceleration safety value corresponding to the configuration calibration of the vehicle to be controlled is determined.

[0020] Furthermore, the process of determining the current control level corresponding to the vehicle to be controlled is specifically as follows:

[0021] When the target distance is less than the target relative distance safety threshold and the current speed of the vehicle to be controlled is less than the target relative speed safety threshold, the target control level range corresponding to the relative speed is determined, and the target level corresponding to the target level range is determined as the current control level.

[0022] Furthermore, it also includes:

[0023] The parameters generated during the braking process are displayed through the intelligent display terminal. The parameters generated during the braking process include: the wheel-end braking pressure of the vehicle to be controlled and the equivalent pedal travel percentage.

[0024] Furthermore, it also includes:

[0025] The completion status of the braking process is displayed through an optical warning message or an acoustic warning message, and the completion status includes one of: not completed and completed.

[0026] 2) In a second aspect, the present invention further provides an active safety automatic braking control system, the specific technical solutions of which are as follows:

[0027] The acquisition module is used to: acquire the opening degree of the accelerator pedal of the vehicle to be controlled in real time, and when the opening degree is not greater than a preset opening degree, determine the target distance between the vehicle to be controlled and a target object on the forward path and the relative speed of the target object in real time through the image acquisition device mounted on the vehicle to be controlled;

[0028] The determination module is used to: determine the current control level corresponding to the vehicle to be controlled based on the target distance, relative speed and preset safety threshold, combined with the control level evaluation standard; and determine the target control strategy corresponding to the current control level based on the corresponding relationship between the control level and the control strategy;

[0029] The control module is used to control the vehicle to be controlled to perform braking processing according to the target control strategy, and when receiving the required braking force instruction given by the driver, determine the required parameters based on the required braking force instruction, and perform braking processing on the vehicle to be controlled based on the required parameters. The required parameters include: target hydraulic pressure, servo motor control current and servo motor control torque.

[0030] 3) In a third aspect, the present invention further provides an electronic device, comprising a processor coupled to a memory, wherein the memory stores at least one computer program, and the at least one computer program is loaded and executed by the processor so that the electronic device implements any of the above methods.

[0031] 4) In a fourth aspect, the present invention further provides a computer-readable storage medium, in which at least one computer program is stored, and the at least one computer program is loaded and executed by a processor to enable a computer to implement any of the above methods.

[0032] It should be noted that the beneficial effects achieved by the technical solutions of the second to fourth aspects of the present invention and the corresponding possible implementation methods can be found in the above-mentioned technical effects of the first aspect and its corresponding possible implementation methods, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Other features, objects and advantages of the present invention will become more apparent upon reading the detailed description of non-limiting embodiments made with reference to the following drawings:

[0034] Figure 1 This is a flow chart of an active safety automatic braking control method according to an embodiment of the present invention;

[0035] Figure 2 This is a second flow chart of an active safety automatic braking control method according to an embodiment of the present invention;

[0036] Figure 3 A schematic diagram of a flow chart of calculating an automatic braking control safety threshold value in an active safety automatic braking control method according to an embodiment of the present invention;

[0037] Figure 4 A schematic diagram of an automatic braking control strategy processing flow of an active safety automatic braking control method according to an embodiment of the present invention;

[0038] Figure 5 A schematic diagram of a braking control process for executing an active safety automatic braking control method according to an embodiment of the present invention;

[0039] Figure 6 This is a structural diagram of an active safety automatic braking control method according to an embodiment of the present invention;

[0040] Figure 7 This is a structural framework diagram of an electronic device of the present invention. DETAILED DESCRIPTION

[0041] To make the objectives, technical solutions and advantages of the present invention more clear, the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

[0042] like Figure 1 As shown, an active safety automatic braking control method according to an embodiment of the present invention includes the following steps:

[0043] Step 1: In real time, the accelerator pedal opening of the vehicle to be controlled is collected. When the opening is not greater than a preset opening, the target distance between the vehicle to be controlled and a target object on the forward path and the relative speed of the target object are determined in real time using an image acquisition device mounted on the vehicle to be controlled.

[0044] Step 2: Based on the target distance, relative speed, and preset safety threshold, combined with the control level evaluation criteria, determine the current control level corresponding to the vehicle to be controlled, and based on the corresponding relationship between the control level and the control strategy, determine the target control strategy corresponding to the current control level;

[0045] Step 3: Control the vehicle to be controlled to perform braking processing according to the target control strategy, and when receiving the required braking force instruction given by the driver, determine the required parameters based on the required braking force instruction, and perform braking processing on the vehicle to be controlled based on the required parameters. The required parameters include: target hydraulic pressure, servo motor control current and servo motor control torque.

[0046] The beneficial effects of the active safety automatic braking control method provided by the present invention are as follows:

[0047] By capturing the accelerator pedal opening in real time, the system can accurately monitor the distance and relative speed to the target ahead using an image acquisition device when the vehicle is at low speed or non-accelerating. Combining preset safety thresholds and control level evaluation criteria, it can quickly determine the vehicle's current control level and match the corresponding target control strategy, thereby achieving early and precise braking intervention, effectively reducing collision risk and ensuring driving safety. At the same time, when the driver issues a required braking force command, the system can perform braking based on the required parameters (such as target hydraulic pressure, servo motor control current, and torque). This not only meets the driver's subjective braking needs, but also ensures a smooth and reliable braking process, enhancing driving comfort and confidence. This enhances both active and passive safety aspects of the vehicle's braking system, and overall improves the vehicle's adaptability and safety in complex traffic environments.

[0048] In step 1, the accelerator pedal opening degree may be obtained by:

[0049] Connect your vehicle to the OBD (On-Board Diagnostics) interface using an OBD diagnostic tool or development board to read data from the APPS sensor. The OBD interface provides real-time data from various vehicle sensors, including accelerator pedal position.

[0050] The preset opening is set according to actual conditions and is not specifically limited here.

[0051] The image acquisition device can be one of: a monocular camera, a binocular camera, a multi-camera, an infrared camera, a laser radar, a millimeter wave radar and an ultrasonic sensor.

[0052] In another embodiment of this solution, it may also include:

[0053] Obtain the automatic brake control function control switch signal through the HMI interface to obtain the function switch status;

[0054] The function control switch refers to the switch button (hard-wired switch or soft switch on the vehicle's central control screen) that provides the vehicle's automatic brake control function. The driver can turn off the vehicle's automatic brake control function by operating the switch button (the automatic brake control function is on by default);

[0055] receiving accelerator pedal status data collected by the vehicle control unit or other vehicle control units through a communication interface, and interpreting the driver's acceleration request using a preset algorithm when the accelerator pedal opening exceeds a certain threshold. At this point, the vehicle responds to the driver's acceleration request and suppresses activation of the automatic braking control function;

[0056] Collect internal sensor data (pedal travel sensor, master cylinder pressure sensor, plunger pump pressure sensor, fluid level sensor, etc.) through a hard-wired interface to determine the driver's braking demand and monitor brake system faults in real time, including but not limited to identifying whether the brake pedal is depressed, the driver's required braking force, and whether there is any brake pedal sticking, fracture, or short, hard pedal feel fault;

[0057] A short, hard pedal feel means that compared to normal pedal application, the driver noticeably feels that greater pedal force is required to achieve the same pedal travel, or that maximum pedal force results in only a short pedal travel. This fault can be detected by comparing data collected by the pedal travel sensor with data collected by the master cylinder pressure sensor.

[0058] Before the automatic brake control function is activated, if it is recognized that the driver has stepped on the brake pedal and there is no brake actuator failure in the brake system, the automatic brake control function is suppressed. At this time, the brake control is performed according to the driver's demand. Otherwise, the automatic brake control function control strategy is entered;

[0059] The brake control device collects data from the four wheel speed sensors through a hard-wired interface and calculates the wheel speeds of the four wheels of the vehicle and the vehicle speed V;

[0060] The braking system obtains the distance d between the vehicle and the target object in the direction of the vehicle's travel collected by the vehicle's camera / radar equipment through the communication interface. o And the relative speed V between the vehicle and the target object in the direction of the vehicle's travel r ;

[0061] In step 2, the specific determination and use of the preset safety threshold can be understood by referring to Example 1, which will not be described in detail here.

[0062] In another embodiment of the present invention, the working state of the braking system, the movement state of the vehicle, and the movement state of the target object in the vehicle's driving direction are continuously monitored, and the state jump conditions of the automatic braking function are monitored in real time. When the automatic braking control conditions are not met (for example: d oGreater than d s or V r Less than the minimum level V slx When the brake system stops automatically, it will release the brake pressure according to the preset brake control algorithm to ensure a smooth exit of the function.

[0063] Monitor driver intervention and superimpose the driver's braking force. The braking system monitors driver intervention in real time during automatic braking control. By monitoring the brake pedal travel or brake master cylinder pressure, it determines whether the driver has stepped on the pedal during automatic braking control. If the driver is detected to have stepped on the pedal, the system analyzes the driver's braking demand and converts the driver's pedal force into braking force. At this time, the target braking force of the braking control is the automatic braking control target braking force superimposed on the driver's target braking force;

[0064] Calculate the target braking force, target braking torque, target energy recovery torque, target brake fluid pressure of the plunger pump, target voltage and current of the servo motor, etc. of the brake system actuator according to the control instructions or required braking force instructions (target braking deceleration atar) of different automatic braking control levels;

[0065] The target braking force is the force applied by the brake to the wheel brake disc;

[0066] The target braking torque is the torque applied to prevent the wheel from rotating;

[0067] By converting the target braking force into the target braking torque, which can be divided into electric braking torque and hydraulic braking torque, the hydraulic braking torque is achieved by driving the braking device through hydraulic pressure to transmit the braking force to the wheel to realize hydraulic braking. Usually, new energy vehicles can use the drive motor to reduce the driving torque to recover electric energy, and the reduced torque can achieve a certain braking capacity. This part of the braking torque is the electric braking torque. The target energy recovery torque is achieved by allocating the target electric braking torque to the motor drive unit to achieve the purpose of energy recovery and electric braking.

[0068] The target brake fluid pressure of the plunger pump is the target fluid pressure for converting the target braking force into the action of the hydraulic pump mechanism (usually the plunger pump) in the brake device;

[0069] During the automatic braking process, braking information is fed back to the driver via the HMI interface. Methods include, but are not limited to, providing acoustic or visual warnings through the instrument panel / in-vehicle computer to provide feedback to the driver on the current automatic braking status, or providing steering wheel vibration to alert the driver of the braking intensity when the automatic braking function is activated (different vibration intensities can be calibrated to correspond to different braking intensities);

[0070] It should be further explained that the target braking force, target braking torque, target energy recovery torque, target brake fluid pressure of the plunger pump, and target voltage and current of the servo motor are determined as follows:

[0071] The process of determining the target braking force is:

[0072] Target braking force F tar It can be calculated by the following formula:

[0073] F tar =m*a tar

[0074] Where m is the total mass of the vehicle, a tar is the target braking deceleration.

[0075] The process of determining the target braking torque is:

[0076] T tar =F tar *r

[0077] Where r is the radius of the wheel, T tar is the target braking torque.

[0078] The process of determining the target energy recovery torque is as follows:

[0079] T regen =T tar *η

[0080] where η is the efficiency of the energy recovery system, which is usually less than 1.

[0081] The process of determining the target brake fluid pressure of the plunger pump is as follows:

[0082]

[0083] Where ∈ is the efficiency of the brake and A is the area of ​​the brake.

[0084] The process of determining the target voltage and current of the servo motor is:

[0085]

[0086] V tar =I tar ·R m

[0087] Among them, I tar is the target current, K m is the motor constant, V tar is the target voltage, R m is the motor resistance.

[0088] Furthermore, the method further includes: when the opening degree is greater than a preset opening degree, performing acceleration control on the vehicle to be controlled according to an acceleration request given by the driver.

[0089] Furthermore, it also includes: real-time monitoring of whether there are any faults in the braking process, and the faults include: a brake pedal stuck and broken fault or a brake pedal having a short and hard pedal feel fault.

[0090] Furthermore, the preset safety thresholds include: a target relative distance safety threshold and a target relative speed safety threshold;

[0091] The target relative distance safety threshold is determined as follows:

[0092] An image acquisition device is used to capture an environmental image of the current position of the vehicle to be controlled, and a target environmental category is determined based on the environmental image. A target relative distance safety threshold corresponding to the target environmental category is determined according to an environmental category mapping table, wherein the environmental category mapping table represents the correspondence between different environmental categories and different relative distance safety thresholds;

[0093] The target relative speed safety threshold is determined as follows:

[0094] According to the corresponding relationship between the braking acceleration safety value and the relative speed safety threshold, the target relative speed safety threshold corresponding to the target braking acceleration safety value corresponding to the configuration calibration of the vehicle to be controlled is determined.

[0095] The target environment categories include: expressways, urban expressways, ordinary roads, rural roads, mountain roads, urban roads, suburban roads, tunnel roads, bridge roads, elevated roads, sunny roads, rainy roads, snowy roads, foggy roads and night roads, etc.

[0096] In embodiment 1, the safety threshold mainly includes the relative distance of braking control safety (target relative distance safety threshold) d s , safe relative speed (target relative speed safety threshold) V slx , can also include safe automatic brake control activation vehicle speed V s ;

[0097] Relative distance safety threshold d s This can be obtained by collecting data on the common braking distance of drivers during vehicle driving. For example, if the data shows that most drivers’ braking actions occur within 100m of the target object, then the relative distance safety threshold d s It can be set to 100m. o When the distance is less than 100m, the safe automatic braking control logic is entered. It should be noted that the present invention does not apply to the specific d s The values ​​are limited and can be determined according to the actual vehicle configuration calibration parameters.

[0098] Relative speed safety threshold V slx Mainly based on the formula Calculated, where a slx Different levels of braking acceleration safety values ​​are set according to simulated driving habits. slx The classification level should be set according to the actual vehicle configuration and calibration;

[0099] According to the above calculation, the relative speed safety threshold V of different levels is obtained. slx , and then compare the actual relative speed. If Vr is greater than the relative speed safety threshold V of any level, slx The corresponding braking control strategy is then entered. Different levels of braking strategies correspond to different levels of target braking deceleration (atar). The specific braking control level division should be set according to the actual vehicle configuration and calibration. This invention only provides examples and does not limit the level division method. However, the lowest level of braking strategy should be the Prefill state, that is, the brake pre-fill state, in order to shorten the response time of subsequent braking strategies.

[0100] The Prefill state controls the brake movement to a certain distance, thereby shortening the gap between the brake and the brake disc. At this time, the brake does not fully contact the wheel brake disc, and no actual deceleration is generated;

[0101] In addition, in order to avoid excessive deceleration during braking, which may cause vehicle instability or cause occupants to feel uneasy, automatic braking should be avoided at higher speeds. That is, when the vehicle speed is less than V s The automatic braking control function can be activated only when Vs is set. It should be noted that the present invention does not limit the specific Vs and can be set according to the actual vehicle configuration calibration.

[0102] In addition, to avoid overlapping activation ranges of the automatic braking control function and the AEB function, the highest level target braking deceleration atar should be limited to be smaller than the target deceleration when AEB is triggered. It can be understood that the automatic braking control function and the AEB function are independent of each other, and the degradation of the automatic braking control function does not affect the normal execution of the AEB function, and vice versa.

[0103] Furthermore, the process of determining the current control level corresponding to the vehicle to be controlled is specifically as follows:

[0104] When the target distance is less than the target relative distance safety threshold and the current speed of the vehicle to be controlled is less than the target relative speed safety threshold, the target control level range corresponding to the relative speed is determined, and the target level corresponding to the target level range is determined as the current control level.

[0105] Furthermore, it also includes:

[0106] The parameters generated during the braking process are displayed through the intelligent display terminal. The parameters generated during the braking process include: the wheel-end braking pressure of the vehicle to be controlled and the equivalent pedal travel percentage.

[0107] Furthermore, it also includes:

[0108] The completion status of the braking process is displayed through an optical warning message or an acoustic warning message, and the completion status includes one of: not completed and completed.

[0109] Example 2, as Figures 2 to 5 As shown, step S10: obtaining the function switch status;

[0110] It should be noted that the execution subject of this embodiment is an automatic brake control device, which has the functions of data reception, data processing, data communication, program execution, etc. The device can be an integrated controller, a control computer, etc., or other devices with similar functions, which are not limited in this embodiment; the device can be Figure 6 The HMI interface obtains the status of the automatic brake control function soft / hard switch sent by the vehicle instrument / vehicle unit, indicating that the driver wants to turn on or off the automatic brake control function. The control device Figure 2 The user interface module analyzes the automatic brake control function switch signal status;

[0111] Step S20: obtaining the vehicle motion state;

[0112] It should be noted that the vehicle motion state mentioned in this embodiment can be Figure 6 The communication interface receives vehicle motion data collected by the IMU vehicle inertial measurement unit / steering wheel angle sensor / VCU vehicle control unit, including lateral acceleration, longitudinal acceleration, steering wheel angle, vehicle roll angle, engine / generator drive torque, energy recovery capability, accelerator pedal opening, etc. The control device receives the raw data through the data acquisition module and analyzes the correct and effective vehicle motion status signal through the data processing module;

[0113] Step S30: obtaining the working status of the braking system;

[0114] It should be noted that the braking system receives raw data collected by the brake master cylinder pressure sensor / servo master cylinder pressure sensor, brake pedal travel sensor, and wheel speed sensor through a hard-wired interface. The raw data is received by the data acquisition module in the braking device, and then the data processing module analyzes the correct and valid wheel speed, vehicle speed, brake pressure, pedal status and other signals.

[0115] Step S40: Obtain the target distance d collected by the camera / radar o and relative vehicle speed Vr

[0116] It should be noted that the braking equipment Figure 3 The communication interface receives the raw data sent by the camera / radar sensing unit, then receives the raw data through the data acquisition module in the braking device, and then analyzes the correct and effective relative distance, relative speed, speed of the target object in the direction of the vehicle's travel, and other signals through the data processing module;

[0117] Step S50: Calculating the automatic braking control safety threshold

[0118] It should be noted that the automatic braking control function needs to be activated within a certain safe distance and safe speed, so before entering the automatic braking control strategy, the relative distance d of the current target obstacle should be determined. o Is it in d s Whether the vehicle is within the safety threshold (e.g., <100m) and the vehicle speed is within the Vs safety threshold (e.g., <100kph);

[0119] Step S60: Automatic braking control strategy processing

[0120] It should be noted that the budget control algorithm logic in the control strategy module of the braking device outputs different levels of automatic braking control instructions. The automatic braking control deceleration range should avoid duplication with the AEB braking deceleration control range. The present invention does not limit the specific level classification. Please refer to the level strategy example in the flowchart:

[0121] When d o <ds,and V<Vs and V r > Vsl4: atar is set to the target automatic braking control deceleration command corresponding to level 4;

[0122] When d o <ds, and V < Vs and Vsl4 > Vr > Vsl3, atar is set to the target automatic braking control deceleration command corresponding to level 3;

[0123] When d o <ds, and V < Vs and Vsl3 > Vr > Vsl2, atar is set to the target automatic braking control deceleration command corresponding to level 2;

[0124] When d o <ds, and V < Vs and Vsl2 > Vr > Vsl1, atar is set to the target automatic braking control deceleration instruction corresponding to level 1, that is, the deceleration instruction corresponding to the Prefill state;

[0125] It should be further explained that the above-mentioned Vsl1 to Vsl4 constitute four control level ranges.

[0126] Step S70: Execute braking control

[0127] It should be noted that the automatic braking control instructions output by the control strategy module are executed by the preset algorithm in the brake control module of the brake device to control the brake servo mechanism to perform the corresponding braking action, including but not limited to calculating the target braking force, allocating the energy recovery torque, calculating the hydraulic pressure required by the hydraulic mechanism, and calculating the operating current / torque of the servo motor.

[0128] Calculating the target braking force means converting the automatically controlled target braking deceleration and the driver's input pedal force into the target braking force required by the braking device through a preset algorithm;

[0129] Distributing energy recovery torque means distributing the required target braking force into hydraulic braking force and electric braking force through a preset algorithm. The hydraulic braking force is mainly achieved by applying a certain friction braking force to the wheel brake disc through the hydraulic mechanism in the braking equipment, while the electric braking force is achieved by the vehicle's electric drive system by reducing a certain electric drive force. The electric braking force is mainly implemented by other control systems outside the braking equipment, so the demand for electric braking is mainly achieved through Figure 6 The communication interface is transmitted to the corresponding execution unit;

[0130] Step S80: HMI interaction, feedback of automatic braking execution status;

[0131] It should be noted that the user interface module in the braking device is Figure 6 The HMI interface interacts with the vehicle instrument / vehicle computer unit to provide the driver with information on the braking execution status during the automatic braking control process, including but not limited to the activation status of the automatic braking control function, the braking execution intensity, the wheel-end braking pressure, the equivalent pedal travel percentage, and other information. The automatic braking execution status can be conveyed to the driver through optical / acoustic warning information, or the execution intensity of the automatic braking force can be fed back through steering wheel / seat vibration. This embodiment does not limit the specific HMI interaction method and is only used for illustrative purposes;

[0132] like Figure 6 As shown, the brake device also includes a brake master cylinder pressure sensor, a pedal travel sensor, and a wheel speed sensor, which are connected to the I / O interface bus via a hard-wired interface;

[0133] The braking equipment transmits human-machine interaction data with on-board instruments / vehicle control units and other devices through the HMI interface;

[0134] The braking device exchanges information / data with the vehicle's IMU inertial measurement unit, steering wheel angle sensor, VCU vehicle control unit, camera / radar perception unit and other devices through the communication interface;

[0135] A processor can be any general-purpose and / or specialized processing component with processing and computing capabilities. Some examples of processors include, but are not limited to, central processing units (CPUs), graphics processing units (GPUs), various specialized artificial intelligence

[0136] (AI) computing chips, various processors running machine learning model algorithms, digital signal processors (DSPs), and any suitable

[0137] Appropriate processors, controllers, microcontrollers, etc.;

[0138] In some embodiments, part or all of the operating system, basic software, and automatic braking control program can be loaded and / or installed on the braking device via ROM and / or a communication interface. When the computer program is loaded into RAM and executed by the processor, one or more steps of the automatic braking control method described above can be performed.

[0139] In the above embodiments, although the steps are numbered S1, S2, etc., these are only specific embodiments given by the present invention. Those skilled in the art may adjust the execution order of S1, S2, etc. according to actual conditions, which is also within the scope of protection of the present invention. It can be understood that in some embodiments, some or all of the above embodiments may be included.

[0140] The present invention also provides an active safety automatic braking control system, the specific technical solution of which is as follows:

[0141] The acquisition module is used to: acquire the opening degree of the accelerator pedal of the vehicle to be controlled in real time, and when the opening degree is not greater than a preset opening degree, determine the target distance between the vehicle to be controlled and a target object on the forward path and the relative speed of the target object in real time through the image acquisition device mounted on the vehicle to be controlled;

[0142] The determination module is used to: determine the current control level corresponding to the vehicle to be controlled based on the target distance, relative speed and preset safety threshold, combined with the control level evaluation standard; and determine the target control strategy corresponding to the current control level based on the corresponding relationship between the control level and the control strategy;

[0143] The control module is used to control the vehicle to be controlled to perform braking processing according to the target control strategy, and when receiving the required braking force instruction given by the driver, determine the required parameters based on the required braking force instruction, and perform braking processing on the vehicle to be controlled based on the required parameters. The required parameters include: target hydraulic pressure, servo motor control current and servo motor control torque.

[0144] It should be noted that the beneficial effects of the active safety automatic braking control system provided in the above embodiment are the same as the beneficial effects of the active safety automatic braking control method described above, and will not be repeated here. Furthermore, the system provided in the above embodiment is illustrated only by the division of the above functional modules when implementing its functions. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the system can be divided into different functional modules according to actual conditions to complete all or part of the functions described above. Furthermore, the system and method embodiments provided in the above embodiment are based on the same concept. The specific implementation process is detailed in the method embodiment and will not be repeated here.

[0145] like Figure 7 As shown, an electronic device 300 according to an embodiment of the present invention includes a processor 320, which is coupled to a memory 310. The memory 310 stores at least one computer program 330. The at least one computer program 330 is loaded and executed by the processor 320 to enable the electronic device 300 to implement any of the above methods. Specifically:

[0146] The electronic device 300 may vary significantly due to different configurations or performance, and may include one or more processors 320 (Central Processing Units, CPUs) and one or more memories 310. The one or more memories 310 store at least one computer program 330, which is loaded and executed by the one or more processors 320 to enable the electronic device 300 to implement the active safety automatic braking control method provided in the above-mentioned embodiment. Of course, the electronic device 300 may also have components such as a wired or wireless network interface, a keyboard, and input / output interfaces for input and output. The electronic device 300 may also include other components for implementing device functions, which will not be detailed here.

[0147] A computer-readable storage medium according to an embodiment of the present invention stores at least one computer program, and the at least one computer program is loaded and executed by a processor to enable a computer to implement any of the above methods.

[0148] Alternatively, the computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc (CD-ROM), a magnetic tape, a floppy disk, an optical data storage device, or the like.

[0149] In an exemplary embodiment, a computer program product or computer program is also provided, the computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of an electronic device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the electronic device to perform any of the above methods.

[0150] It should be noted that the terms "first" and "second" in the specification and claims of this application are used to distinguish similar objects and represent a specific order or precedence. The order used for similar objects can be interchanged where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than the order shown or described.

[0151] Those skilled in the art will appreciate that the present invention may be implemented as a system, method, or computer program product. Therefore, the present disclosure may be implemented in the following forms: entirely in hardware, entirely in software (including firmware, resident software, microcode, etc.), or in a combination of hardware and software, generally referred to herein as a "circuit," "module," or "system." Furthermore, in some embodiments, the present invention may be implemented in the form of a computer program product embodied in one or more computer-readable media containing computer-readable program code.

[0152] Any combination of one or more computer-readable media may be used. A computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium may be, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection having one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0153] Although the embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and are not to be construed as limitations on the present invention. A person skilled in the art may change, modify, replace and modify the above embodiments within the scope of the present invention.

Claims

1. An active safety automatic braking control method, characterized in that: include: collecting the opening degree of the accelerator pedal of the vehicle to be controlled in real time, and when the opening degree is not greater than a preset opening degree, determining in real time a target distance between the vehicle to be controlled and a target object on the forward path and a relative speed of the target object through an image acquisition device mounted on the vehicle to be controlled; Determining a current control level corresponding to the vehicle to be controlled based on the target distance, the relative speed, and a preset safety threshold in combination with a control level evaluation standard, and determining a target control strategy corresponding to the current control level based on a correspondence between control levels and control strategies; The vehicle to be controlled is controlled to perform braking processing according to the target control strategy, and when a required braking force instruction given by the driver is received, a required parameter is determined based on the required braking force instruction, and the vehicle to be controlled is braked based on the required parameters, wherein the required parameters include: target hydraulic pressure, servo motor control current and servo motor control torque.

2. The active safety automatic braking control method according to claim 1, characterized in that: Also includes: When the opening is greater than the preset opening, acceleration control is performed on the vehicle to be controlled according to an acceleration request given by the driver.

3. The active safety automatic braking control method according to claim 1, characterized in that: Also includes: Real-time monitoring of brake processing to see if there are any faults, including: brake pedal sticking and breaking faults or brake pedal having a short and hard pedal feel fault.

4. The active safety automatic braking control method according to claim 1, characterized in that: The preset safety thresholds include: a target relative distance safety threshold and a target relative speed safety threshold; The target relative distance safety threshold is determined as follows: capturing, by the image acquisition device, an environmental image of the current position of the vehicle to be controlled, and determining a target environmental category based on the environmental image, and determining a target relative distance safety threshold corresponding to the target environmental category according to an environmental category mapping table, wherein the environmental category mapping table represents a correspondence between different environmental categories and different relative distance safety thresholds; The target relative speed safety threshold is determined as follows: According to the corresponding relationship between the braking acceleration safety value and the relative speed safety threshold, a target relative speed safety threshold corresponding to the target braking acceleration safety value corresponding to the configuration calibration of the vehicle to be controlled is determined.

5. The active safety automatic braking control method according to claim 4, characterized in that: The process of determining the current control level corresponding to the vehicle to be controlled is specifically as follows: When the target distance is less than the target relative distance safety threshold and the current speed of the vehicle to be controlled is less than the target relative speed safety threshold, the target control level range corresponding to the relative speed is determined, and the target level corresponding to the target control level range is determined as the current control level.

6. The active safety automatic braking control method according to claim 1, characterized in that: Also includes: The parameters generated during the braking process are displayed through the intelligent display terminal. The parameters generated during the braking process include: wheel-end braking pressure of the vehicle to be controlled and equivalent pedal travel percentage.

7. The active safety automatic braking control method according to claim 1, characterized in that: Also includes: The completion status of the braking process is displayed through optical warning information or acoustic warning information, and the completion status includes one of: not completed and completed.

8. An active safety automatic braking control system, characterized in that: include: The acquisition module is used to: acquire the opening degree of the accelerator pedal of the vehicle to be controlled in real time, and when the opening degree is not greater than a preset opening degree, determine the target distance between the vehicle to be controlled and a target object on the forward path and the relative speed of the target object in real time through an image acquisition device mounted on the vehicle to be controlled; The determination module is configured to: determine a current control level corresponding to the vehicle to be controlled based on the target distance, the relative speed, and a preset safety threshold, in combination with a control level evaluation standard; and determine a target control strategy corresponding to the current control level based on a correspondence between control levels and control strategies; The control module is used to: control the vehicle to be controlled to perform braking processing according to the target control strategy, and when receiving the required braking force instruction given by the driver, determine the required parameters based on the required braking force instruction, and perform braking processing on the vehicle to be controlled based on the required parameters, wherein the required parameters include: target hydraulic pressure, servo motor control current and servo motor control torque.

9. An electronic device, characterized in that: The electronic device includes a processor coupled to a memory, wherein the memory stores at least one computer program, and the at least one computer program is loaded and executed by the processor so that the electronic device implements the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores at least one computer program, which is loaded and executed by a processor to enable a computer to implement the method according to any one of claims 1 to 7.

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