Vehicle braking control method, vehicle and storage medium

Abstract

The invention provides a vehicle braking control method, a vehicle and a storage medium, and relates to the technical field of safe driving. According to the method, the reference deceleration corresponding to the pedal travel and the actual deceleration generated by the braking efficiency of the vehicle under the pedal travel can be obtained. And determining a real-time collision risk threshold according to the actual deceleration, the reference deceleration and the reference collision risk threshold. Since the determined basis comprises the actual deceleration, the reference deceleration and the reference collision risk threshold, the determined real-time collision risk threshold can better conform to the current braking efficiency, and the accuracy and the reliability are high. Further, under the condition that the real-time collision risk value is larger than the real-time collision risk threshold value, an emergency braking system of the vehicle is controlled to execute braking operation on the vehicle. Thus, the risk of collision can be detected in time, the automatic emergency braking system can brake in time, safety accidents are reduced, and the driving safety is high.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of safe driving, in particular to a vehicle braking control method, a vehicle and a storage medium. BACKGROUND

[0002] An automatic emergency braking system AEB (Autonomous Emergency Braking, AEB) can perceive the relative distance, relative speed and other information of the front obstacle of the vehicle through sensors such as front-view cameras and millimeter-wave radars, and determine the time to collision TTC (Time To Collision, TTC) required for the collision between the ego vehicle and the front obstacle according to the perceived information. Further, the risk of collision is evaluated according to the size of TTC and the TTC threshold value. When the risk of collision reaches a certain level, collision warning is prompted in advance. When the collision risk continues to increase and the driver does not take effective measures such as braking or turning, automatic braking intervention is performed to avoid or mitigate the collision, thereby improving the safety of driving.

[0003] The TTC threshold value described above is usually calibrated based on the condition of good dry paved road, good tire state and good brake performance. However, the road conditions, tire wear degrees and brake performances are different in the actual driving process of the vehicle. If the TTC threshold value calibrated based on the condition of good dry paved road, good tire state and good brake performance is still used, the timing of evaluating the risk of collision is late; thereby the automatic emergency braking system cannot brake in time, leading to the occurrence of safety accidents and poor reliability. SUMMARY

[0004] The present application provides a vehicle braking control method, a vehicle and a storage medium, which are used to solve the problem of late timing of evaluating the risk of collision in the prior art, thereby the automatic emergency braking system cannot brake in time, leading to the occurrence of safety accidents and poor reliability.

[0005] In a first aspect, the present application provides a vehicle braking control method applied to a vehicle-mounted controller, the method provided by the present application comprising:

[0006] In the case that the vehicle is in a driving state and it is detected that there is an obstacle in front of the vehicle, the pedal stroke of the brake pedal of the vehicle is acquired, the reference deceleration corresponding to the pedal stroke is acquired, and the actual deceleration generated by the braking efficiency of the vehicle under the pedal stroke is acquired;

[0007] The reference collision risk threshold value of the vehicle and the real-time collision risk value between the vehicle and the obstacle are acquired;

[0008] The real-time collision risk threshold value is determined according to the actual deceleration, the reference deceleration and the reference collision risk threshold value.

[0009] In the case that the real-time collision risk value is greater than the real-time collision risk threshold value, controlling an emergency braking system of the vehicle to perform a braking operation on the vehicle.

[0010] In some embodiments, the real-time collision risk threshold value is determined according to the actual deceleration, the reference deceleration, and the reference collision risk threshold value, comprising:

[0011] determining a ratio of the actual deceleration to the reference deceleration;

[0012] determining the real-time collision risk threshold value according to the ratio of the actual deceleration to the reference deceleration and the reference collision risk threshold value.

[0013] In some embodiments, the real-time collision risk threshold value is determined according to the ratio of the actual deceleration to the reference deceleration and the reference collision risk threshold value, comprising:

[0014] in the case that the ratio of the actual deceleration to the reference deceleration is greater than or equal to 1, determining the reference collision risk threshold value as the real-time collision risk threshold value.

[0015] In some embodiments, the real-time collision risk threshold value is determined according to the ratio of the actual deceleration to the reference deceleration and the reference collision risk threshold value, comprising:

[0016] in the case that the ratio of the actual deceleration to the reference deceleration is less than 1, increasing the reference collision risk threshold value to obtain the real-time collision risk threshold value.

[0017] In some embodiments, the reference collision risk threshold value is increased to obtain the real-time collision risk threshold value, comprising:

[0018] increasing the reference collision risk threshold value according to the ratio to obtain a candidate collision risk threshold value, and the ratio and the candidate collision risk threshold value are negatively correlated;

[0019] in the case that the candidate collision risk threshold value is lower than a set upper limit of the collision risk threshold value, determining the candidate collision risk threshold value as the real-time collision risk threshold value.

[0020] In some embodiments, the set upper limit of the collision risk threshold value satisfies the formula TTC2=k×TTC, wherein TTC2 is the set upper limit of the collision risk threshold value, k is an increasing coefficient, the value range of k is 1.1-1.5, and TTC is the reference collision risk threshold value.

[0021] In some embodiments, the method provided by the application further comprises:

[0022] in the case that the candidate collision risk threshold value is greater than or equal to the set upper limit of the collision risk threshold value, determining the set upper limit of the collision risk threshold value as the real-time collision risk threshold value.

[0023] In some embodiments, the reference collision risk threshold is a reference time threshold required for the vehicle to collide with the obstacle, and the reference collision risk threshold of the vehicle is obtained by:

[0024] obtaining a driving speed of the vehicle and a moving speed of the obstacle;

[0025] according to the formula obtaining the reference time threshold required for the vehicle to collide with the obstacle, wherein TTC is the reference time threshold, V0 is the driving speed of the vehicle, V1 is the moving speed of the obstacle, A is the reference deceleration, t0 is a preset response delay time of the emergency braking system of the vehicle, and D1 is a minimum safety distance between the vehicle and the obstacle during braking of the preset emergency braking system of the vehicle.

[0026] In some embodiments, the candidate collision risk threshold is a candidate time threshold required for the vehicle to collide with the obstacle, and the candidate collision risk threshold is obtained by increasing the reference collision risk threshold according to a ratio, comprising:

[0027] according to the formula obtaining the candidate collision risk threshold by increasing the reference collision risk threshold, wherein C is the ratio, and TTC1 is the candidate collision risk threshold.

[0028] In some embodiments, the real-time collision risk threshold is determined according to the actual deceleration, the reference deceleration, and the reference collision risk threshold, comprising:

[0029] determining a difference between the actual deceleration and the reference deceleration;

[0030] determining the real-time collision risk threshold according to the difference between the actual deceleration and the reference deceleration, and the reference collision risk threshold.

[0031] In some embodiments, the real-time collision risk threshold is determined according to the difference between the actual deceleration and the reference deceleration, and the reference collision risk threshold, comprising:

[0032] in a case where the difference between the actual deceleration and the reference deceleration is less than a set difference threshold, increasing the reference collision risk threshold according to the difference between the actual deceleration and the reference deceleration to obtain the real-time collision risk threshold, wherein the amplitude of increasing the reference collision risk threshold is positively correlated with the difference.

[0033] In some embodiments, the actual deceleration generated by the braking efficiency of the vehicle under the pedal stroke is obtained by:

[0034] receiving a real-time deceleration of the vehicle collected from a deceleration sensor;

[0035] The real-time deceleration is the actual deceleration generated by the braking performance of the vehicle at the pedal stroke; or the real-time deceleration and the pedal stroke are the average values of the corresponding historical decelerations in the last N times, and 2≤N≤5.

[0036] In some embodiments, before obtaining the pedal stroke of the brake pedal of the vehicle, obtaining the reference deceleration corresponding to the pedal stroke, and obtaining the actual deceleration generated by the braking performance of the vehicle at the pedal stroke, the method provided by the present application further comprises:

[0037] Obtaining a one-to-one correspondence between a plurality of different pedal strokes of the reference vehicle and a plurality of reference decelerations when the reference vehicle is running on the reference road surface.

[0038] In some embodiments, the correspondence is constructed according to the following steps:

[0039] In each case of obtaining a pedal stroke collected by the pedal stroke sensor of the reference vehicle, obtaining the deceleration of the reference vehicle;

[0040] Establishing a correspondence between the obtained pedal stroke and the deceleration of the reference vehicle.

[0041] In some embodiments, obtaining the reference deceleration corresponding to the pedal stroke comprises:

[0042] Looking up the reference deceleration corresponding to the pedal stroke from the correspondence.

[0043] In some embodiments, the real-time collision risk value is the real-time time length required for the vehicle to collide with the obstacle, and obtaining the real-time collision risk value between the vehicle and the obstacle comprises:

[0044] Collecting the interval distance between the vehicle and the obstacle, the running speed of the vehicle, and the moving speed of the obstacle;

[0045] According to the formula Determining the real-time time length required for the vehicle to collide with the obstacle, T is the real-time relative interval time length, D2 is the interval distance, V0 is the running speed of the vehicle, and V1 is the moving speed of the obstacle.

[0046] In a second aspect, the present application also provides a vehicle braking control device configured in a vehicle-mounted controller, and the device provided by the present application comprises:

[0047] The data acquisition unit is used to acquire the brake pedal travel of the vehicle, the reference deceleration corresponding to the pedal travel, and the actual deceleration generated by the braking performance of the vehicle under the pedal travel when the vehicle is in motion and an obstacle is detected in front; to acquire the reference collision risk threshold of the vehicle, and the real-time collision risk value of the collision between the vehicle and the obstacle.

[0048] The threshold determination unit is used to determine the real-time collision risk threshold based on the actual deceleration, the reference deceleration, and the reference collision risk threshold.

[0049] The brake control unit is used to control the vehicle's emergency braking system to perform braking operations when the real-time collision risk value is greater than the real-time collision risk threshold.

[0050] Thirdly, this application also provides a vehicle including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, the vehicle performs the method provided in the first aspect of this application.

[0051] Fourthly, this application also provides a storage medium storing a computer program, which, when executed by a processor, causes the computer to perform the method provided in the first aspect of this application.

[0052] Fifthly, this application also provides a computer program product, including a computer program that, when run, causes a vehicle to perform the method provided in the first aspect of this application.

[0053] This application provides a vehicle braking control method, a vehicle, and a storage medium. It can acquire a reference deceleration corresponding to pedal travel and the actual deceleration generated by the vehicle's braking performance during pedal travel. A real-time collision risk threshold is determined based on the actual deceleration, the reference deceleration, and a reference collision risk threshold. Because the determination is based on the actual deceleration, the reference deceleration, and the reference collision risk threshold, the determined real-time collision risk threshold is more consistent with the current braking performance, resulting in high accuracy and reliability. Furthermore, when the real-time collision risk value exceeds the real-time collision risk threshold, the vehicle's emergency braking system is controlled to perform braking operations. This allows for timely detection of collision risks, enabling the automatic emergency braking system to brake promptly, reducing the occurrence of accidents, and improving driving safety. Attached Figure Description

[0054] In order to more clearly illustrate the technical solutions of the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed in the embodiments or prior art description. Obviously, the drawings in the following description are some embodiments of the present application, and those skilled in the art can obtain other drawings according to these drawings without any creative effort.

[0055] Figure 1 One of the flowcharts of the vehicle braking control method provided by the embodiments of the present application;

[0056] Figure 2 The circuit module block diagram of the vehicle provided by the embodiments of the present application;

[0057] Figure 3 The second flowchart of the vehicle braking control method provided by the embodiments of the present application;

[0058] Figure 4 The functional module block diagram of the vehicle braking control device provided by the embodiments of the present application. DETAILED DESCRIPTION

[0059] In the following description, the description of well-known structures and techniques is omitted to avoid obscuring the concept of the present disclosure.

[0060] In the drawings, various structural schematic diagrams according to the embodiments of the present disclosure are shown. These diagrams are not drawn to scale, in which some details are exaggerated for the purpose of clarity, and some details can be omitted. The shapes of various regions, layers shown in the drawings, and their relative size, positional relationship may deviate in actuality due to manufacturing tolerance or technical limitation, and the skilled in the art can additionally design regions / layers with different shapes, sizes, relative positions according to actual needs.

[0061] In the context of the present disclosure, when a layer / element is referred to as being located "on" another layer / element, the layer / element can be directly located on the other layer / element, or there can be an intermediate layer / element between them. In addition, if a layer / element is located "on" another layer / element in one orientation, it can be located "under" the other layer / element when the orientation is reversed.

[0062] In the following, the technical solutions of the present application and how the technical solutions of the present application solve the above technical problems will be described in detail with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes can not be described again in some embodiments. The embodiments of the present application will be described in the following with reference to the drawings.

[0063] Please refer to Figure 1 The embodiment of the present application provides a vehicle braking control method, which is applied to a vehicle controller 101. As shown in the figure, the vehicle controller 101 can be connected with a vehicle speed sensor 202, a deceleration sensor 203, a pedal stroke sensor 204, an obstacle sensor 205 and an emergency braking system 206 through a CAN bus. The vehicle speed sensor 202 is used to collect the driving speed of the vehicle, the deceleration sensor 203 is used to collect the deceleration of the vehicle, the pedal stroke sensor 204 is used to collect the pedal stroke of the vehicle, the obstacle sensor 205 is used to detect the obstacle in front and collect the moving speed of the obstacle in front and the interval distance between the vehicle and the obstacle in front, and the emergency braking system 206 is used to control the emergency braking of the vehicle. As shown in the figure, the method provided by the embodiment of the present application comprises the following S101-S104. Figure 2 Figure 1

[0064] S101: In the case that the vehicle is in a driving state and it is detected that there is an obstacle in front, the pedal stroke of the brake pedal of the vehicle is acquired, the reference deceleration corresponding to the pedal stroke is acquired, and the actual deceleration generated by the braking efficiency of the vehicle under the pedal stroke is acquired.

[0065] The obstacle in front can be a moving obstacle (such as a preceding vehicle or a walking pedestrian) or a stationary obstacle (such as a building or a rolling stone).

[0066] For example, the pedal stroke of the brake pedal of the vehicle collected by the pedal stroke sensor 204 can be received, the driving speed of the vehicle collected by the vehicle speed sensor 202 can be received, and the real-time deceleration of the vehicle collected by the deceleration sensor 203 can be received; the real-time deceleration is taken as the actual deceleration generated by the braking efficiency of the vehicle under the pedal stroke; or the average value of the historical deceleration corresponding to the real-time deceleration and the pedal stroke in the last N times is taken as the actual deceleration generated by the braking efficiency of the vehicle under the pedal stroke, wherein 2≤N≤5, for example, N=2 or 3 or 5, which is not limited herein.

[0067] S102: The reference collision risk threshold of the vehicle and the real-time collision risk value of the collision between the vehicle and the obstacle are acquired.

[0068] For example, the moving speed of the obstacle collected by the obstacle sensor 205 can be received; in addition, the reference deceleration corresponding to the pedal stroke can be searched from a preset corresponding relationship, and the reference collision risk threshold of the vehicle can be acquired according to the driving speed of the vehicle, the moving speed of the obstacle and the reference deceleration corresponding to the pedal stroke.

[0069] ​​Further, the interval distance between the vehicle and the obstacle collected by the obstacle sensor 205 can be received, and a real-time collision risk value of a collision between the vehicle and the obstacle is obtained according to the interval distance, the driving speed of the vehicle, and the moving speed of the obstacle.

[0070] It should be noted that in the above process, the one-to-one correspondence between the plurality of different pedal strokes (such as 5mm, 6mm, 7mm, … 15mm, etc.) of the reference vehicle and the plurality of reference decelerations when the reference vehicle is driving on the reference road surface can be obtained before S101. Further, the above correspondence can be constructed according to the following steps: in each case where a pedal stroke of the reference vehicle collected by the pedal stroke sensor 204 is obtained, the deceleration of the reference vehicle is obtained; and the obtained pedal stroke and the deceleration of the reference vehicle are corresponded. The reference vehicle can be, but is not limited to, a vehicle with good tire state and fully cooled emergency braking system 206 (full cooling of the emergency braking system 206 can ensure good braking performance); and the reference road surface can be, but is not limited to, a dry and smooth road surface.

[0071] S103: determining a real-time collision risk threshold according to the actual deceleration, the reference deceleration, and the reference collision risk threshold.

[0072] S104: in a case where the real-time collision risk value is greater than the real-time collision risk threshold, controlling the emergency braking system 206 of the vehicle to perform a braking operation on the vehicle.

[0073] In summary, the vehicle braking control method provided by the embodiments of the present application can obtain the reference deceleration corresponding to the pedal stroke and the actual deceleration of the vehicle braking performance under the pedal stroke. The real-time collision risk threshold is determined according to the actual deceleration, the reference deceleration, and the reference collision risk threshold. Since the basis for determination includes the actual deceleration, the reference deceleration, and the reference collision risk threshold, the determined real-time collision risk threshold is more consistent with the current braking performance, and has high accuracy and reliability. Further, in a case where the real-time collision risk value is greater than the real-time collision risk threshold, the emergency braking system 206 of the vehicle is controlled to perform a braking operation on the vehicle. In this way, the risk of collision can be detected in time, so that the automatic emergency braking system 206 can brake in time, reducing the occurrence of safety accidents and improving driving safety.

[0074] Specifically, S103 can be specifically implemented as:

[0075] Step A: determining the ratio of the actual deceleration to the reference deceleration.

[0076] For example, according to the formula The ratio of the actual deceleration to the reference deceleration. Wherein C is the ratio, the ratio is used to represent the degree of attenuation of the vehicle braking performance, An ′ A is the actual deceleration n A is the reference deceleration

[0077] Step B: determining the real-time collision risk threshold according to the ratio of the actual deceleration to the reference deceleration and the reference collision risk threshold.

[0078] Exemplarily, as shown in the figure, step B can include: Figure 3

[0079] Step B1: judging whether the ratio of the actual deceleration to the reference deceleration is greater than or equal to 1, if yes, executing step B2, if no, executing step B3.

[0080] Step B2: determining the reference collision risk threshold as the real-time collision risk threshold.

[0081] In the case that the ratio of the actual deceleration to the reference deceleration is greater than or equal to 1, it is indicated that the braking performance of the vehicle has not been attenuated, thus the reference collision risk threshold can be set, without affecting the safety of the vehicle driving.

[0082] Step B3: increasing the reference collision risk threshold to obtain the real-time collision risk threshold.

[0083] In the case that the ratio of the actual deceleration to the reference deceleration is greater than 1, it is indicated that the braking performance of the vehicle has been attenuated, thus the reference collision risk threshold needs to be increased to ensure the safety of the vehicle driving.

[0084] Exemplarily, the way of increasing the reference collision risk threshold can be specifically: increasing the reference collision risk threshold according to the ratio to obtain a candidate collision risk threshold, and the ratio and the candidate collision risk threshold are negatively correlated. For example, in the case that the candidate collision risk threshold is a candidate time threshold required for the vehicle to collide with the obstacle, the reference collision risk threshold can be increased according to the formula to obtain the candidate collision risk threshold, wherein V0 is the driving speed of the vehicle, V1 is the moving speed of the obstacle, A is the reference deceleration, t0 is a preset response delay time of the emergency braking system 206 of the vehicle, D1 is a preset brake inertia moving distance of the emergency braking system 206 of the vehicle, C is the ratio, and TTC1 is the candidate time threshold.

[0085] Correspondingly, the real-time collision risk value is a real-time time required for the vehicle to collide with the obstacle, and the way of obtaining the real-time collision risk value can be as follows: collecting the interval distance between the vehicle and the obstacle (such as the interval distance between the vehicle and the obstacle collected by the obstacle sensor 205), the driving speed of the vehicle and the moving speed of the obstacle. According to the formula ​The real-time time length required for the vehicle to collide with the obstacle is determined as T, where T is a real-time relative interval time length, D2 is the interval distance, V0 is the driving speed of the vehicle, and V1 is the moving speed of the obstacle.

[0086] Correspondingly, the reference collision risk threshold value can also be a reference time length threshold value required for the vehicle to collide with the obstacle. The above-mentioned manner of obtaining the reference collision risk threshold value of the vehicle can be: obtaining the driving speed of the vehicle and the moving speed of the obstacle; and determining the reference collision risk threshold value according to the formula The reference time length threshold value required for the vehicle to collide with the obstacle is obtained, and TTC is the reference time length threshold value.

[0087] Alternatively, the above-mentioned reference time length threshold value can also be obtained according to the formula Correspondingly, the above-mentioned candidate time length threshold value can also be obtained according to the formula The above-mentioned candidate time length threshold value is obtained.

[0088] In addition, in a case where the candidate collision risk threshold value is lower than a set upper limit of the collision risk threshold value, the candidate collision risk threshold value is determined as the real-time collision risk threshold value, so that the reliability of the determined real-time collision risk threshold value is high. The set upper limit of the collision risk threshold value is set according to a universal upper limit of the degree of attenuation of the braking performance of the vehicle in history. For example, the set upper limit of the collision risk threshold value satisfies the formula TTC2=k×TTC, where TTC2 is the set upper limit of the collision risk threshold value, k is an increasing coefficient, and the value range of k is 1.1-1.5, and TTC is the reference collision risk threshold value. For example, k can be equal to but not limited to 1.1, 1.2, or 1.5, etc.

[0089] In addition, in a case where the candidate collision risk threshold value is greater than or equal to the set upper limit of the collision risk threshold value, the set upper limit of the collision risk threshold value is determined as the real-time collision risk threshold value. In this way, the reliability of the determined real-time collision risk threshold value is high.

[0090] In some embodiments, the difference between the actual deceleration and the reference deceleration can also be determined; and the real-time collision risk threshold value is determined according to the difference between the actual deceleration and the reference deceleration, and the reference collision risk threshold value. For example, in a case where the difference between the actual deceleration and the reference deceleration is less than a set difference threshold value, the reference collision risk threshold value is increased according to the difference between the actual deceleration and the reference deceleration to obtain the real-time collision risk threshold value, and the amplitude of increasing the reference collision risk threshold value is positively correlated with the difference. For example, the increasing coefficient can be found from a pre-set relationship table according to the difference between the actual deceleration and the reference deceleration, and the reference collision risk threshold value is increased according to the found amplitude and the increasing coefficient, and the greater the difference, the greater the found increasing coefficient.

[0091] In addition, the embodiment of the present application further provides a vehicle braking control device, which is configured in the vehicle-mounted controller 101. It should be noted that the vehicle braking control device provided by the embodiment of the present application has the same basic principle and technical effects as the above-mentioned embodiment, and for brief description, the part not mentioned in the embodiment of the present application can refer to the corresponding content in the above-mentioned embodiment. As shown in FIG. 20, the device provided by the embodiment of the present application comprises a data acquisition unit, a threshold determination unit and a braking control unit, wherein, Figure 4

[0092] The data acquisition unit is configured to acquire a pedal stroke of a brake pedal of the vehicle, acquire a reference deceleration corresponding to the pedal stroke, and acquire an actual deceleration generated by a braking efficiency of the vehicle under the pedal stroke when the vehicle is in a driving state and it is detected that there is an obstacle in front of the vehicle; and acquire a reference collision risk threshold of the vehicle and a real-time collision risk value between the vehicle and the obstacle.

[0093] The threshold determination unit is configured to determine a real-time collision risk threshold according to the actual deceleration, the reference deceleration and the reference collision risk threshold.

[0094] The braking control unit is configured to control an emergency braking system 206 of the vehicle to perform a braking operation on the vehicle when the real-time collision risk value is greater than the real-time collision risk threshold.

[0095] In some embodiments, the threshold determination unit is specifically configured to determine a ratio of the actual deceleration to the reference deceleration; and determine the real-time collision risk threshold according to the ratio of the actual deceleration to the reference deceleration and the reference collision risk threshold.

[0096] In some embodiments, the threshold determination unit is further specifically configured to determine that the reference collision risk threshold is the real-time collision risk threshold when the ratio of the actual deceleration to the reference deceleration is greater than or equal to 1; and increase the reference collision risk threshold to obtain the real-time collision risk threshold when the ratio of the actual deceleration to the reference deceleration is less than 1.

[0097] In some embodiments, the threshold determination unit is further specifically configured to increase the reference collision risk threshold to obtain a candidate collision risk threshold according to the ratio, and the ratio and the candidate collision risk threshold are negatively correlated; and determine the candidate collision risk threshold as the real-time collision risk threshold when the candidate collision risk threshold is lower than a set upper limit of the collision risk threshold.

[0098] In some embodiments, the set upper limit of the collision risk threshold satisfies an algorithm TTC2=k×TTC, wherein TTC2 is the set upper limit of the collision risk threshold, k is an increase coefficient, the value range of k is 1.1-1.5, and TTC is the reference collision risk threshold. ​

[0099] In some embodiments, the threshold determining unit is further configured to determine the set upper limit of the collision risk threshold as the real-time collision risk threshold, if the candidate collision risk threshold is greater than or equal to the set upper limit of the collision risk threshold.

[0100] In some embodiments, the data obtaining unit is configured to obtain a driving speed of the vehicle and a moving speed of the obstacle; and determine the candidate collision risk threshold according to the formula obtain a reference time length threshold required for the vehicle to collide with the obstacle, wherein TTC is the reference time length threshold, V0 is the driving speed of the vehicle, V1 is the moving speed of the obstacle, A is the reference deceleration, t0 is a preset response delay time length of an emergency braking system 206 of the vehicle, and D1 is a preset minimum safety distance of the vehicle from the obstacle during braking of the emergency braking system 206 of the vehicle.

[0101] In some embodiments, the candidate collision risk threshold is a candidate time length threshold required for the vehicle to collide with the obstacle. The data obtaining unit is further configured to determine the candidate time length threshold according to the formula increase the reference collision risk threshold to obtain the candidate collision risk threshold, wherein C is a ratio, and TTC1 is the candidate collision risk threshold.

[0102] In some other embodiments, the threshold determining unit is configured to determine a difference between the actual deceleration and the reference deceleration; and determine the real-time collision risk threshold according to the difference between the actual deceleration and the reference deceleration, and the reference collision risk threshold.

[0103] In some embodiments, the threshold determining unit is further configured to increase the reference collision risk threshold according to the difference between the actual deceleration and the reference deceleration to obtain the real-time collision risk threshold, if the difference between the actual deceleration and the reference deceleration is less than a set difference threshold, wherein the amplitude of the increase of the reference collision risk threshold is positively correlated with the difference.

[0104] In some embodiments, the data obtaining unit is configured to receive a real-time deceleration of the vehicle collected from a deceleration sensor; take the real-time deceleration as the actual deceleration generated by the braking efficiency of the vehicle under the pedal stroke; or take the real-time deceleration and the pedal stroke as an average of the corresponding historical deceleration in the last N times, as the actual deceleration generated by the braking efficiency of the vehicle under the pedal stroke, wherein 2≤N≤5.

[0105] In some embodiments, the data acquisition unit is further configured to, before acquiring the pedal stroke of the brake pedal of the vehicle, acquiring the reference deceleration corresponding to the pedal stroke, and acquiring the actual deceleration of the vehicle under the pedal stroke, acquire a one-to-one correspondence between a plurality of different pedal strokes of the reference vehicle and a plurality of reference decelerations when the reference vehicle is running on the reference road surface.

[0106] In some embodiments, the data acquisition unit is further configured to, for each pedal stroke acquired by the pedal stroke sensor of the reference vehicle, acquire the deceleration of the reference vehicle; and establish a correspondence between the acquired pedal stroke and the deceleration of the reference vehicle.

[0107] In some embodiments, the data acquisition unit is further configured to, from the correspondence, find the reference deceleration corresponding to the pedal stroke.

[0108] In some embodiments, the real-time collision risk value is a real-time time length required for the vehicle to collide with the obstacle. The data acquisition unit is further configured to acquire the interval distance between the vehicle and the obstacle, the running speed of the vehicle, and the moving speed of the obstacle; and determine the real-time time length required for the vehicle to collide with the obstacle according to the formula T is a real-time relative interval time length, D2 is the interval distance, V0 is the running speed of the vehicle, and V1 is the moving speed of the obstacle.

[0109] In addition, the embodiments of the present application also provide a vehicle, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, and when the processor executes the computer program, the vehicle executes the method provided by the above embodiments of the present application.

[0110] In addition, the embodiments of the present application also provide a storage medium, which stores a computer program, and when the computer program is executed by a processor, the computer executes the method provided by the above embodiments of the present application.

[0111] In addition, the embodiments of the present application also provide a computer program product, comprising a computer program, and when the computer program is executed, the vehicle executes the method provided by the above embodiments of the present application.

[0112] In the above description, the technical details such as the configuration of each layer are not described in detail. However, those skilled in the art should understand that the layers, regions, etc. of the required shape can be formed by various technical means. In addition, those skilled in the art can also design methods that are not exactly the same as the methods described above in order to form the same structure. In addition, although each embodiment is described separately above, this does not mean that the measures in each embodiment cannot be used advantageously in combination.

[0113] While the preferred embodiments of the application have been described, additional variations and modifications can be made to the preferred embodiments by those skilled in the art once they learn of the basic inventive concepts. Therefore, the appended claims are intended to encompass within their scope all such variations and modifications as are included within the scope of the application.

[0114] Obviously, numerous modifications and variations of the present application are possible in light of the above teachings. It is therefore to be understood that within the scope of the appended claims and their equivalents, the application can be practiced otherwise than as specifically described.

Claims

1. A vehicle braking control method, characterized in that, The method includes: When the vehicle is in motion and an obstacle is detected ahead, the pedal travel of the vehicle's brake pedal is obtained, the reference deceleration corresponding to the pedal travel is obtained, and the actual deceleration generated by the braking performance of the vehicle under the pedal travel is obtained. Obtain the baseline collision risk threshold of the vehicle and the real-time collision risk value of a collision between the vehicle and the obstacle; The real-time collision risk threshold is determined based on the actual deceleration, the reference deceleration, and the reference collision risk threshold. If the real-time collision risk value is greater than the real-time collision risk threshold, the emergency braking system of the vehicle is controlled to perform a braking operation on the vehicle.

2. The method according to claim 1, characterized in that, The step of determining the real-time collision risk threshold based on the actual deceleration, the reference deceleration, and the reference collision risk threshold includes: Determine the ratio of the actual deceleration to the reference deceleration; The real-time collision risk threshold is determined based on the ratio of the actual deceleration to the reference deceleration and the reference collision risk threshold.

3. The method according to claim 2, characterized in that, The step of determining the real-time collision risk threshold based on the ratio of the actual deceleration to the reference deceleration and the reference collision risk threshold includes: If the ratio of the actual deceleration to the reference deceleration is greater than or equal to 1, the reference collision risk threshold is determined as the real-time collision risk threshold.

4. The method according to claim 2, characterized in that, The step of determining the real-time collision risk threshold based on the ratio of the actual deceleration to the reference deceleration and the reference collision risk threshold includes: If the ratio of the actual deceleration to the reference deceleration is less than 1, the reference collision risk threshold is increased to obtain the real-time collision risk threshold.

5. The method according to claim 4, characterized in that, The step of increasing the baseline collision risk threshold to obtain the real-time collision risk threshold includes: Based on the ratio, the baseline collision risk threshold is increased to obtain a candidate collision risk threshold, and the ratio is negatively correlated with the candidate collision risk threshold. If the candidate collision risk threshold is lower than the set upper limit of the collision risk threshold, the candidate collision risk threshold is determined as the real-time collision risk threshold.

6. The method according to claim 5, characterized in that, The set upper limit of the collision risk threshold satisfies the formula TTC2=k×TTC, where TTC2 is the set upper limit of the collision risk threshold, k is an amplification coefficient, and the value of k ranges from 1.1 to 1.5, and TTC is the benchmark collision risk threshold.

7. The method according to claim 6, characterized in that, The method further includes: If the candidate collision risk threshold is greater than or equal to the set upper limit of the collision risk threshold, the set upper limit of the collision risk threshold is determined as the real-time collision risk threshold.

8. The method according to claim 5, characterized in that, The baseline collision risk threshold is a baseline time threshold required for the vehicle to collide with the obstacle. Obtaining the baseline collision risk threshold for the vehicle includes: The vehicle's speed and the obstacle's speed are obtained. According to the formula Obtain the reference time threshold required for the vehicle to collide with the obstacle, where TTC is the reference time threshold, V0 is the vehicle's driving speed, V1 is the obstacle's moving speed, A is the reference deceleration, t0 is the preset response delay time of the vehicle's emergency braking system, and D1 is the preset minimum safe distance between the vehicle and the obstacle during the braking process of the vehicle's emergency braking system.

9. The method according to claim 8, characterized in that, The candidate collision risk threshold is a candidate time threshold required for the vehicle to collide with the obstacle. The step of increasing the baseline collision risk threshold according to the ratio to obtain the candidate collision risk threshold includes: According to the formula Increase the baseline collision risk threshold to obtain the candidate collision risk threshold, where C is the ratio and TTC1 is the candidate collision risk threshold.

10. The method according to claim 1, characterized in that, The step of determining the real-time collision risk threshold based on the actual deceleration, the reference deceleration, and the reference collision risk threshold includes: Determine the difference between the actual deceleration and the reference deceleration; The real-time collision risk threshold is determined based on the difference between the actual deceleration and the reference deceleration, and the reference collision risk threshold.

11. The method according to claim 10, characterized in that, The step of determining the real-time collision risk threshold based on the difference between the actual deceleration and the reference deceleration, and the reference collision risk threshold, includes: If the difference between the actual deceleration and the reference deceleration is less than a set difference threshold, the reference collision risk threshold is increased based on the difference between the actual deceleration and the reference deceleration to obtain the real-time collision risk threshold, wherein the increase in the reference collision risk threshold is positively correlated with the difference.

12. The method according to any one of claims 1-11, characterized in that, Obtaining the actual deceleration generated by the braking performance of the vehicle under the pedal travel includes: Receive the real-time deceleration of the vehicle from the deceleration sensor; The real-time deceleration is taken as the actual deceleration generated by the braking performance of the vehicle under the pedal travel; or, the average of the real-time deceleration and the pedal travel in the most recent N corresponding historical decelerations is taken as the actual deceleration generated by the braking performance of the vehicle under the pedal travel, where 2≤N≤5.

13. The method according to any one of claims 1-11, characterized in that, Before acquiring the brake pedal travel, the reference deceleration corresponding to the pedal travel, and the actual deceleration generated by the braking performance of the vehicle under the pedal travel conditions, when the vehicle is in motion and an obstacle is detected ahead, the method further includes: Obtain the one-to-one correspondence between multiple different pedal travels and multiple reference decelerations of the reference vehicle when the reference vehicle is traveling on the reference road surface.

14. The method according to claim 13, characterized in that, The correspondence is constructed according to the following steps: In each case where the pedal travel sensor of the reference vehicle is acquired, the deceleration of the reference vehicle is acquired. Establish a correspondence between the obtained pedal travel and the deceleration of the reference vehicle.

15. The method according to claim 13, characterized in that, Obtaining the reference deceleration corresponding to the pedal travel includes: From the correspondence, find the reference deceleration corresponding to the pedal travel.

16. The method according to any one of claims 1-11, characterized in that, The real-time collision risk value is the real-time duration required for the vehicle to collide with the obstacle. Obtaining the real-time collision risk value between the vehicle and the obstacle includes: The distance between the vehicle and the obstacle, the vehicle's speed, and the obstacle's movement speed are collected. According to the formula The real-time duration required for the vehicle to collide with the obstacle is determined, where T is the real-time relative interval duration, D2 is the interval distance, V0 is the vehicle's speed, and V1 is the obstacle's speed.

17. A vehicle braking control device, characterized in that, Configured in the vehicle controller, the device includes: The data acquisition unit is used to acquire, when the vehicle is in motion and an obstacle is detected in front, the pedal travel of the vehicle's brake pedal, the reference deceleration corresponding to the pedal travel, and the actual deceleration generated by the vehicle's braking performance under the pedal travel; and to acquire the vehicle's reference collision risk threshold and the real-time collision risk value between the vehicle and the obstacle. The threshold determination unit is used to determine the real-time collision risk threshold based on the actual deceleration, the reference deceleration, and the reference collision risk threshold. The braking control unit is used to control the vehicle's emergency braking system to perform braking operations on the vehicle when the real-time collision risk value is greater than the real-time collision risk threshold.

18. A vehicle comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it causes the vehicle to perform the method as described in any one of claims 1 to 16.

19. A storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it causes the computer to perform the method as described in any one of claims 1 to 16.

20. A computer program product, comprising a computer program, characterized in that, When the computer program is run, it causes the vehicle terminal to perform the method as described in any one of claims 1 to 16.

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