Vehicle lamp control method and device and computer readable storage medium

Abstract

The embodiment of the invention relates to the technical field of vehicle control, and discloses a vehicle lamp control method and device and a computer readable storage medium, and the method comprises the steps: determining the braking pre-judgment data of a vehicle according to the operation data of the vehicle; according to the obtained vehicle-road cooperation data, determining braking reference data of the front vehicle; determining a dynamic braking risk value according to the braking pre-judgment data and the braking reference data; and determining a risk level according to the dynamic braking risk value, and controlling a vehicle tail lamp to perform braking prompt according to the risk level. By means of the technical scheme, the braking intention of the vehicle can be pre-judged, the vehicle tail lamp is lightened in advance, and the timeliness of braking prompt through the vehicle tail lamp is improved.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the technical field of vehicle control, in particular to a vehicle lamp control method, device and computer readable storage medium. BACKGROUND

[0002] When the vehicle brakes, the brake light is controlled to be turned on, which plays a braking prompt role for the following vehicle.

[0003] In the related art, the brake pedal switch and the deceleration are detected to determine that the vehicle is in a braking working condition, and then the brake light of the vehicle is controlled to be turned on. However, in this way, the timeliness of the braking prompt is poor, and in the case of following a vehicle closely, the following vehicle is likely to react not in time, resulting in a traffic accident. SUMMARY

[0004] In view of the above problems, embodiments of the present application provide a vehicle lamp control method, device and computer readable storage medium, which are used to solve the problem that in the prior art, the brake pedal switch and the deceleration are relied on to control the brake light to perform braking prompt, resulting in poor timeliness of the braking prompt.

[0005] According to an aspect of an embodiment of the present application, a vehicle lamp control method is provided, which includes: determining braking prediction data of a host vehicle according to running data of the host vehicle; determining braking reference data of a preceding vehicle according to obtained vehicle-road cooperative data; determining a dynamic braking risk value according to the braking prediction data and the braking reference data; determining a risk level according to the dynamic braking risk value, and controlling a brake light of the host vehicle to perform braking prompt according to the risk level.

[0006] According to another aspect of an embodiment of the present application, a vehicle lamp control device is provided, which includes:

[0007] A first data determination module is configured to determine braking prediction data of a host vehicle according to running data of the host vehicle;

[0008] A second data determination module is configured to determine braking reference data of a preceding vehicle according to obtained vehicle-road cooperative data;

[0009] A risk determination module is configured to determine a dynamic braking risk value according to the braking prediction data and the braking reference data;

[0010] A brake light control module is configured to determine a risk level according to the dynamic braking risk value, and control a brake light of the host vehicle to perform braking prompt according to the risk level.

[0011] According to another aspect of an embodiment of the present application, an electronic device is provided, which includes a processor, a memory, a communication interface and a communication bus, the processor, the memory and the communication interface complete communication with each other through the communication bus; the memory is used to store at least one executable instruction, and the executable instruction causes the processor to execute a vehicle lamp control method.

[0012] According to a further aspect of the embodiments of the present application, a computer readable storage medium is provided, and the storage medium stores at least one executable instruction, and the executable instruction causes an electronic device / vehicle lamp control device to execute a vehicle lamp control method.

[0013] According to a further aspect of the embodiments of the present application, a computer program product is provided, and the computer program product comprises computer execution instructions, and the computer execution instructions are executed by a processor to implement a vehicle lamp control method.

[0014] In the embodiments of the present application, in the case that the ego vehicle does not brake, the dynamic braking risk value is determined by combining the braking prediction data of the ego vehicle and the braking reference data of the preceding vehicle, that is, the risk value of the ego vehicle that may brake next is predicted, the risk level is determined according to the dynamic braking risk value, and the brake light of the vehicle is controlled according to the risk level. That is, in the case that the ego vehicle does not brake and has a braking intention by combining the braking prediction data of the ego vehicle and the braking reference data of the preceding vehicle, the brake light of the vehicle is turned on in advance, the braking intention of the ego vehicle is transmitted earlier, the reaction time of the following vehicle is prolonged, the following vehicle has more time to adjust the speed, and the rear-end collision accident in the following scene can be effectively reduced. In addition, in the related art, the brake light of the vehicle is turned on by the brake pedal switch, which is a passive response brake light control scheme, cannot be applied to the regenerative braking scene of the new energy vehicle, and in the case that the brake pedal switch has a large delay or a fault, the brake light of the vehicle cannot be turned on in time. In the embodiments of the present application, the brake light of the vehicle is turned on in advance in the case that the ego vehicle may brake by combining the braking prediction data of the ego vehicle and the braking reference data of the preceding vehicle, which is an active warning brake light control scheme, is applicable to the regenerative braking scene of the new energy vehicle, and can also compensate for the potential fault of the traditional brake light control.

[0015] The above description is only a summary of the technical solutions of the embodiments of the present application, in order to more clearly understand the technical means of the embodiments of the present application, the embodiments of the present application can be implemented according to the content of the specification, and in order to make the above and other purposes, characteristics and advantages of the embodiments of the present application more obvious and easy to understand, the specific embodiments of the present application are described below. BRIEF DESCRIPTION OF DRAWINGS

[0016] The accompanying drawings are included to provide a further understanding of the embodiments of the present application, and are incorporated herein and constitute a part of the detailed description. It should be noted that in the accompanying drawings, the same or similar elements are denoted by the same reference numerals. In the drawings:

[0017] Figure 1 A flowchart of a vehicle lamp control method provided by the present application is shown Figure 1 ;

[0018] Figure 2 A flowchart of a vehicle lamp control method provided by the present application is shown Figure 2 ;

[0019] Figure 3 A structure diagram of a vehicle lamp control system provided by the present application is shown;

[0020] Figure 4 A structure diagram of a vehicle lamp control device provided by the present application is shown;

[0021] Figure 5 A structure diagram of an embodiment of an electronic device provided by the present application is shown. DETAILED DESCRIPTION

[0022] Exemplary embodiments of the present application will be described in greater detail below with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it is to be understood that the present application can be embodied in various forms without being limited by the embodiments set forth herein.

[0023] Figure 1 A flow chart of a vehicle lamp control method provided by the present application is shown, the method is executed by an electronic device, which can be a vehicle terminal. As shown in the figure, the method comprises the following steps: Figure 1

[0024] Step 110: determining braking prediction data of the ego vehicle according to running data of the ego vehicle.

[0025] The running data of the ego vehicle is real-time data acquired during driving; the braking prediction data can reflect the braking intention of the ego vehicle.

[0026] In an optional manner, the braking prediction data comprises ego vehicle deceleration and braking torque change rate; the running data of the ego vehicle is acquired in real time during driving; the running data comprises ego vehicle deceleration and motor torque, and the ego vehicle deceleration is acquired from the running data at the current time; the braking torque change rate is calculated according to the motor torque included in the running data at the current time and the motor torque included in the running data at the previous time.

[0027] In an optional manner, the braking prediction data comprises ego vehicle deceleration, ego vehicle deceleration change rate, braking torque change rate and road adhesion coefficient change rate; the braking prediction data of the ego vehicle is determined according to the running data of the ego vehicle, which comprises: acquiring the ego vehicle deceleration from the running data of the ego vehicle, and determining the ego vehicle deceleration change rate according to the ego vehicle deceleration; determining the braking torque change rate according to the motor torque included in the running data; and determining the road adhesion coefficient change rate according to the wheel speed signal included in the running data.

[0028] ​Specifically, the running data includes: vehicle deceleration, motor torque and wheel speed signals; the vehicle deceleration in the current moment is obtained; the vehicle deceleration change rate is calculated according to the vehicle deceleration included in the running data in the current moment and the vehicle deceleration included in the running data in the previous moment; and the brake torque change rate is calculated according to the motor torque included in the running data in the current moment and the motor torque included in the running data in the previous moment.

[0029] It should be noted that in the regenerative braking scenario of the new energy vehicle, the direction of the motor torque in the current moment can be negative, and the direction of the motor torque in the previous moment can be positive, that is, the vehicle switches from the driving state to the braking state.

[0030] The angular velocities of the four wheels are calculated according to the wheel speed signals of the four wheels, the angular accelerations of the four wheels are calculated according to the angular velocities of the four wheels; the reference speed is estimated according to the angular velocities of the four wheels, the slip rates of the four wheels are calculated according to the angular velocities of the four wheels and the reference speed, and the road adhesion coefficient is estimated according to the angular accelerations of the four wheels and the slip rates and the reference speed; the road adhesion coefficient change rate is calculated according to the road adhesion coefficient in the current moment and the road adhesion coefficient in the previous moment.

[0031] In the above embodiment, through the vehicle deceleration, the vehicle deceleration change rate, the brake torque change rate and the road adhesion coefficient change rate, whether the vehicle has a braking intention can be reflected from multiple dimensions, and the accuracy of predicting the braking of the vehicle is improved, wherein the brake torque change rate can reflect the intervention of the regenerative braking of the new energy vehicle, and the problem that the related technology cannot adapt to the regenerative braking scenario by controlling the brake pedal to brake the tail light for braking prompt is solved.

[0032] Step S120: determining the braking reference data of the preceding vehicle according to the obtained vehicle-road cooperative data.

[0033] The vehicle-road cooperative data (V2X, Vehicle-to-Everything) refers to the communication data between the vehicle and the world; the vehicle-road cooperative data includes the cooperative data of multiple vehicles in the vicinity.

[0034] Optionally, the braking reference data includes the deceleration of the preceding vehicle; specifically, the cooperative data of multiple vehicles is obtained in the vehicle-road cooperative data, the cooperative data of the preceding vehicle is obtained in the cooperative data of multiple vehicles according to the position of the vehicle and the positions of the vehicles included in the cooperative data of multiple vehicles, and the deceleration of the preceding vehicle is determined according to the cooperative data of the preceding vehicle.

[0035] Optionally, the braking reference data comprises a front vehicle deceleration and a front vehicle deceleration rate, specifically, cooperative data of a plurality of vehicles is obtained in the car-infrastructure cooperative data, the cooperative data of the front vehicle is obtained in the cooperative data of the plurality of vehicles according to the position of the ego vehicle and the positions of the vehicles included in the cooperative data of the plurality of vehicles, the front vehicle deceleration is determined according to the cooperative data of the front vehicle, and the front vehicle deceleration rate is determined according to the front vehicle deceleration at the current time and the front vehicle deceleration at the last time.

[0036] In the optional scheme, the front vehicle deceleration can be determined as follows:

[0037] In one possible case, the front vehicle refers to a vehicle in the same lane as the ego vehicle and in front of the ego vehicle, and the cooperative data of the front vehicle includes the deceleration as the front vehicle deceleration.

[0038] In another possible case, the front vehicle refers to a plurality of vehicles in the same lane as the ego vehicle and in front of the ego vehicle, the decelerations of the plurality of front vehicles are obtained in the cooperative data of the plurality of front vehicles, and the front vehicle deceleration is obtained by weighted summation of the decelerations of the plurality of front vehicles.

[0039] In another possible case, the front vehicle refers to a plurality of vehicles with a distance less than a preset distance from the ego vehicle, the decelerations of the plurality of front vehicles are obtained in the cooperative data of the plurality of front vehicles, and the front vehicle deceleration is obtained by weighted summation of the decelerations of the plurality of front vehicles.

[0040] Step 130: determining a dynamic braking risk value according to the braking prediction data and the braking reference data.

[0041] The dynamic braking risk value can reflect the possibility of the predicted braking of the ego vehicle, and the greater the dynamic braking risk value, the greater the possibility of the braking of the ego vehicle.

[0042] Optionally, the braking prediction data comprises an ego vehicle deceleration and a braking torque rate of change, and the braking reference data comprises a front vehicle deceleration; the ego vehicle deceleration, the braking torque rate of change, and the front vehicle deceleration are scored to obtain an ego vehicle deceleration score, a braking torque rate of change score, and a front vehicle deceleration score, and the dynamic braking risk value is determined according to the ego vehicle deceleration score, the braking torque rate of change score, and the front vehicle deceleration score.

[0043] The ego vehicle deceleration score, the braking torque rate of change score, and the front vehicle deceleration score can be weighted and summed to obtain the dynamic braking risk value, or the ego vehicle deceleration score, the braking torque rate of change score, and the front vehicle deceleration score can be processed by a braking risk prediction model to obtain the dynamic braking risk value.

[0044] Optionally, the braking pre-judgment data comprises: the ego vehicle deceleration, the ego vehicle deceleration rate, the braking torque rate and the road adhesion coefficient rate; the braking reference data comprises: the front vehicle deceleration and the front vehicle deceleration rate; the ego vehicle deceleration, the ego vehicle deceleration rate, the braking torque rate, the road adhesion coefficient rate, the front vehicle deceleration and the front vehicle deceleration rate are scored to obtain the ego vehicle deceleration score, the ego vehicle deceleration rate score, the braking torque rate score, the road adhesion coefficient rate score, the front vehicle deceleration score and the front vehicle deceleration rate score; and the dynamic braking risk value is determined according to the ego vehicle deceleration score, the ego vehicle deceleration rate score, the braking torque rate score, the road adhesion coefficient rate score and the front vehicle deceleration score.

[0045] The ego vehicle deceleration score, the ego vehicle deceleration rate score, the braking torque rate score, the road adhesion coefficient rate score and the front vehicle deceleration score can be weighted and summed to obtain the dynamic braking risk value; or the ego vehicle deceleration score, the ego vehicle deceleration rate score, the braking torque rate score, the road adhesion coefficient rate score and the front vehicle deceleration score can be processed by the braking risk prediction model to obtain the dynamic braking risk value.

[0046] Step 140: determining the risk level according to the dynamic braking risk value, and controlling the brake light to give a braking prompt according to the risk level.

[0047] The brake light comprises a brake light and a danger warning light (double flash).

[0048] Specifically, as shown in Figure 2 when the dynamic braking risk value belongs to the low risk interval, the risk level is determined as the low risk level, and the brake light is not controlled to give a braking prompt; when the dynamic braking risk value belongs to the medium risk interval, the risk level is determined as the medium risk level, and the brake light is controlled to give a braking prompt, such as lighting the brake light; when the dynamic braking risk value belongs to the high risk interval, the risk level is determined as the high risk level, and the brake light is controlled to give a braking prompt, such as lighting the brake light and the danger warning light; when the dynamic braking risk value belongs to the extremely high risk interval, the risk level is determined as the extremely high risk level, a braking prompt is given, such as prompting the driver to brake by voice, and the brake light is controlled to give a braking prompt, such as lighting the brake light and the danger warning light.

[0049] The dynamic braking risk value belonging to the low risk interval is less than the dynamic braking risk value belonging to the medium risk interval; the dynamic braking risk value belonging to the medium risk interval is less than the dynamic braking risk value belonging to the high risk interval; and the dynamic braking risk value belonging to the high risk interval is less than the dynamic braking risk value belonging to the extremely high risk interval.

[0050] The values of the low-risk interval, the medium-risk interval, the high-risk interval and the extremely high-risk interval can be set according to actual requirements, and embodiments of the present application do not limit this.

[0051] In an optional manner, the brake light is controlled according to the risk level to give a braking prompt, including: when the risk level is a medium-risk level, the brake light is turned on, and the brake light is turned off after a first preset time length; when the risk level is a high-risk level, the brake light and the danger warning light are turned on, and the brake light and the danger warning light are turned off after a second preset time length; and when the risk level is an extremely high-risk level, the brake light and the danger warning light are turned on, and the automatic emergency braking system is controlled to enter a standby state and a braking prompt is given.

[0052] The first preset time length is less than the second preset time length, and the first preset time length and the second preset time length can be set according to actual requirements, and embodiments of the present application do not limit this. For example, the first preset time length is 500 ms or 1 s, and the second preset time length is 2 s or 3 s.

[0053] For example, the low-risk interval is [0, 0.3), the medium-risk interval is [0.3, 0.6), the high-risk interval is [0.6, 0.9), and the extremely high-risk interval is [0.9, 1), and some cases of controlling the brake light to give a braking prompt are shown in Table 1.

[0054] Table 1

[0055]

[0056] Specifically, when the risk level is a medium-risk level, the brake light is turned on, and the brake light is turned off after a first preset time length. It should be noted that when the dynamic braking risk value belongs to the medium-risk interval, it indicates that the possibility of the ego vehicle braking is relatively high. In the case that the ego vehicle is likely to brake but has not yet performed the braking operation, the brake light is turned on to give a braking prompt to the following vehicle in advance. By turning on the brake light in advance, the collision accident can be reduced, and the driving safety can be improved.

[0057] Optionally, after the brake light is turned on, the brake pedal switch and the ego vehicle deceleration are detected. If the brake pedal switch and the ego vehicle deceleration do not satisfy the braking condition within the first preset time length, the brake light is turned off when the time length of the brake light reaches the first preset time length.

[0058] If the brake pedal switch and the vehicle deceleration satisfy the braking condition within the first preset time length, the brake pedal switch and the vehicle deceleration are continuously detected, and in the case that the brake pedal switch and the vehicle deceleration do not satisfy the braking condition, the brake light is turned off. Since it has been detected that the brake pedal switch and the vehicle deceleration satisfy the braking condition, it indicates that the driver has performed a braking operation, and therefore, the brake light is turned off according to the actual braking condition, instead of being turned off according to whether the time length for which the brake light is turned on reaches the first preset time length.

[0059] If the vehicle deceleration satisfies the emergency warning condition is detected in the case that the brake pedal switch and the vehicle deceleration satisfy the braking condition within the first preset time length, or the brake pedal switch and the vehicle deceleration are continuously detected, the danger warning light is turned on, and the vehicle deceleration and the brake pedal switch are continuously detected. If the vehicle deceleration does not satisfy the emergency warning condition, and the brake pedal switch and the vehicle deceleration satisfy the braking condition, the danger warning light is turned off, and the brake light is turned off until the brake pedal switch and the vehicle deceleration do not satisfy the braking condition.

[0060] In the above, the brake pedal switch and the vehicle deceleration satisfying the braking condition can be that the brake pedal switch is in a depressed state, or the vehicle deceleration is greater than a braking deceleration threshold value. The brake pedal switch and the vehicle deceleration not satisfying the braking condition can be that the brake pedal switch is in a non-depressed state, and the vehicle deceleration is not greater than the braking deceleration threshold value. The vehicle deceleration satisfying the emergency warning condition can be that the vehicle deceleration is greater than an emergency braking deceleration threshold value.

[0061] Exemplarily, the first preset time length is taken as 1s. When the target interval is a medium-risk interval (at time t1), the brake light is turned on. The pedal switch and the vehicle deceleration are continuously detected within 1s.

[0062] Case 1.1: If the brake pedal switch and the vehicle deceleration do not satisfy the braking condition within 1s, the brake light is turned off when the time length for which the brake light is turned on reaches the first preset time length (at time t2).

[0063] Case 1.2: If the brake pedal switch and the vehicle deceleration satisfy the braking condition are detected within 1s, the brake pedal switch and the vehicle deceleration are continuously detected, and the brake light is turned off when it is detected that the brake pedal switch and the vehicle deceleration do not satisfy the braking condition (at time t3). The time t3 can be earlier than the time t2, or later than the time t2. When it is detected that the vehicle deceleration satisfies the emergency warning condition (at time t4), the danger warning light is turned on.

[0064] Case 1.3: If it is detected that the vehicle deceleration satisfies the emergency warning condition within 1s (at time t5), the danger warning light is turned on.

[0065] Case 1.4: After the hazard warning light is turned on, the vehicle deceleration and brake pedal switch are continuously detected. When it is detected that the vehicle deceleration does not satisfy the emergency warning condition, and the brake pedal switch and the vehicle deceleration satisfy the braking condition (at time t6), the hazard warning light is turned off, and the vehicle deceleration and brake pedal switch are continuously detected. When it is detected that the brake pedal switch and the vehicle deceleration do not satisfy the braking condition (at time t7), the brake light is turned off.

[0066] Case 1.5: After the hazard warning light is turned on, the vehicle deceleration and brake pedal switch are continuously detected. When it is detected that the brake pedal switch and the vehicle deceleration do not satisfy the braking condition (at time t8), the brake light is turned off.

[0067] When the risk level is the high risk level, the brake light and the hazard warning light are turned on, and the brake light is turned off after a second preset time length. It should be noted that when the dynamic braking risk value belongs to the high risk interval, it indicates that the possibility of braking of the ego vehicle is very high. By turning on the brake light and the hazard warning light, the rear vehicle is prompted to brake in advance. By turning on the brake light and the hazard warning light in advance, the collision accident can be reduced, and the driving safety can be improved.

[0068] Optionally, after the brake light and the hazard warning light are turned on, the brake pedal switch and the vehicle deceleration are detected. If the brake pedal switch and the vehicle deceleration do not satisfy the braking condition within the second preset time length, the brake light is turned off when the brake light and the hazard warning light are turned on for the second preset time length.

[0069] If the brake pedal switch and the vehicle deceleration satisfy the braking condition, or the vehicle deceleration satisfies the emergency warning condition, within the second preset time length, the brake pedal switch and the vehicle deceleration are continuously detected. When it is detected that the vehicle deceleration does not satisfy the emergency warning condition, and the brake pedal switch and the vehicle deceleration satisfy the braking condition, the hazard warning light is turned off, and the brake pedal switch and the vehicle deceleration are continuously detected. Until the brake pedal switch and the vehicle deceleration do not satisfy the braking condition, the brake light is turned off. Since it has been detected that the brake pedal switch and the vehicle deceleration satisfy the braking condition, or the vehicle deceleration satisfies the emergency warning condition, it indicates that the driver performs the braking operation. Therefore, the brake light and the hazard warning light are turned off according to the actual braking condition, instead of whether the time length of turning on the brake light reaches the second preset time length.

[0070] Exemplarily, the second preset time length is 2s. When the target interval is the high risk interval (at time t9), the brake light and the hazard warning light are turned on, and the brake pedal switch and the vehicle deceleration are continuously detected within 2s.

[0071] Case 2.1: If the brake pedal switch and the deceleration of the ego vehicle do not satisfy the braking condition within 2s, the brake light and the hazard warning light are turned off when the time length of the brake light reaches the second preset time length (t10).

[0072] Case 2.2: If the brake pedal switch and the deceleration of the ego vehicle satisfy the braking condition, or the deceleration of the ego vehicle satisfies the emergency warning condition, within 2s, the brake pedal switch and the deceleration of the ego vehicle are continuously detected; when the deceleration of the ego vehicle does not satisfy the emergency warning condition, and the brake pedal switch and the deceleration of the ego vehicle satisfy the braking condition (t11), the hazard warning light is turned off; the brake pedal switch and the deceleration of the ego vehicle are continuously detected until the brake pedal switch and the deceleration of the ego vehicle do not satisfy the braking condition (t12), and the brake light is turned off.

[0073] Case 2.3: If the brake pedal switch and the deceleration of the ego vehicle satisfy the braking condition, or the deceleration of the ego vehicle satisfies the emergency warning condition, within 2s, the brake pedal switch and the deceleration of the ego vehicle are continuously detected; when the deceleration of the ego vehicle does not satisfy the emergency warning condition, and the brake pedal switch and the deceleration of the ego vehicle do not satisfy the braking condition (t13), the hazard warning light and the brake light are turned off.

[0074] When the risk level is the extremely high risk level, the brake light and the hazard warning light are turned on, the automatic emergency braking system is controlled to enter the standby state, and the brake prompt is issued to prompt the driver to perform the braking operation; if the driver performs the braking operation within the third preset time length, the maximum braking force can be generated instantaneously to avoid the collision; if the driver does not perform the braking operation within the third preset time length, the automatic emergency braking system performs the emergency braking to avoid the collision.

[0075] It should be noted that when the dynamic braking risk value belongs to the extremely high risk interval, it indicates that the ego vehicle needs to be braked urgently, and the rear vehicle is prompted by turning on the brake light and the hazard warning light; the rear vehicle can determine that the front vehicle (the ego vehicle) may have an emergency braking condition according to the turning on of the brake light and the hazard warning light; in addition to turning on the brake light and the hazard warning light, the ego vehicle also issues a brake prompt to the driver, and controls the automatic emergency braking system to enter the standby state, so that the driver can make a braking operation; in the case that the driver fails to perform the braking operation in time, the braking is realized through the automatic emergency braking system, which not only can avoid the collision accident between the ego vehicle and the front vehicle, but also can reduce the collision accident and improve the driving safety by prompting the rear vehicle through the tail light in advance in the case that the ego vehicle needs to be braked urgently and the ego vehicle has not performed the braking operation.

[0076] In the case that the ego vehicle does not brake, the braking prediction data of the ego vehicle and the braking reference data of the preceding vehicle are combined to determine a dynamic braking risk value, that is, a risk value of predicting that the ego vehicle will brake next, the risk level is determined according to the dynamic braking risk value, and the tail lamp is controlled to brake according to the risk level. That is, in the case that the ego vehicle does not brake and the braking prediction data of the ego vehicle and the braking reference data of the preceding vehicle are combined to predict that the ego vehicle has a braking intention, the tail lamp is turned on in advance, the braking intention of the ego vehicle is transmitted earlier, the reaction time of the following vehicle is prolonged, the following vehicle has more time to adjust the speed, and the rear-end collision accident in the following scene can be effectively reduced. In addition, the related technology turns on the tail lamp through the brake pedal switch, which is a passive response tail lamp control scheme, cannot be applied to the regenerative braking scene of a new energy vehicle, and in the case that the brake pedal switch has a large delay or a fault, the tail lamp cannot be turned on in time. In the embodiment of the application, the tail lamp is turned on in advance in the case that the braking prediction data of the ego vehicle and the braking reference data of the preceding vehicle are combined to predict that the ego vehicle will brake, which is an active warning tail lamp control scheme, is suitable for the regenerative braking scene of a new energy vehicle, and can also make up for the potential fault of the traditional tail lamp control.

[0077] In an optional manner, the braking reference data comprises: a preceding vehicle deceleration, a preceding vehicle deceleration rate and an accident distance; the braking reference data of the preceding vehicle is determined according to the obtained vehicle-road cooperation data, comprising: selecting first cooperation data of a first preceding vehicle and second cooperation data of a second preceding vehicle in the obtained vehicle-road cooperation data; the first preceding vehicle is in the same lane as the ego vehicle, and the distance between the second preceding vehicle and the ego vehicle is less than a preset distance; determining the preceding vehicle deceleration and the preceding vehicle deceleration rate based on the first cooperation data; in the case that an accident occurs in front based on the second cooperation data, determining the accident distance based on the second cooperation data.

[0078] Specifically, the vehicle-road cooperation data comprises cooperation data of a plurality of vehicles, and the cooperation data comprises position information of the vehicles. The cooperation data of a plurality of preceding vehicles is obtained from the cooperation data of the plurality of vehicles according to the position information of the ego vehicle and the position information of the plurality of vehicles.

[0079] The cooperation data of the plurality of preceding vehicles further comprises lane information of the plurality of preceding vehicles. The first cooperation data of a plurality of first preceding vehicles is selected from the cooperation data of the plurality of preceding vehicles according to the lane information of the ego vehicle and the lane information of the plurality of preceding vehicles.

[0080] Optionally, when the lane information of the preceding vehicle is the same as the lane information of the ego vehicle, the preceding vehicle is regarded as a candidate preceding vehicle. The distance between the ego vehicle and the candidate preceding vehicle is determined according to the cooperation data of the candidate preceding vehicle and the position information of the ego vehicle. The candidate preceding vehicle with a distance less than a preset distance is regarded as the first preceding vehicle. The first cooperation data of the plurality of first preceding vehicles is selected from the cooperation data of the plurality of preceding vehicles.

[0081] In the first cooperative data of the plurality of first front vehicles, the deceleration of the plurality of first front vehicles is obtained, the deceleration change rate of the plurality of first front vehicles is determined according to the deceleration of the plurality of front vehicles at the current time and the deceleration of the plurality of front vehicles at the last time, the deceleration of the plurality of front vehicles is weighted and summed to obtain the front vehicle deceleration, and the deceleration change rate of the plurality of front vehicles is weighted and summed to obtain the front vehicle deceleration change rate.

[0082] In the second cooperative data of the plurality of second front vehicles, the accident state is obtained, if the accident state is obtained, it is determined that an accident occurs in front, and then the position information (the position information of the second front vehicle where the accident occurs) in the second cooperative data including the accident state is taken as the accident position information, and the accident distance is calculated according to the vehicle position information and the accident position information.

[0083] If the accident state is not obtained, it is determined that no accident occurs in front, and the preset maximum accident distance can be taken as the accident distance.

[0084] In the above embodiment, the front vehicle deceleration, the front vehicle deceleration change rate and the accident distance are determined according to the vehicle-road cooperative data, the front vehicle deceleration and the front vehicle deceleration change rate can reflect the braking condition of the front vehicle, and in general, if the front vehicle is braking, the vehicle also needs to brake; the accident distance can reflect the braking demand of the vehicle from another angle, in the case that there is an accident in front, the vehicle may need to brake, and the smaller the accident distance is, the closer the vehicle is to the position of the accident, and then the braking demand of the vehicle may be stronger; the braking reference data includes the front vehicle deceleration, the front vehicle deceleration change rate and the accident distance, which provides braking reference from multiple dimensions of the front vehicle, improves the accuracy of the dynamic braking risk value, and improves the accuracy of the pre-judgment of the vehicle braking.

[0085] In an optional manner, the front vehicle deceleration and the front vehicle deceleration change rate are determined based on the first cooperative data, including: obtaining the deceleration of at least two first front vehicles in the first cooperative data of the at least two first front vehicles; determining the deceleration change rate of the at least two first front vehicles according to the deceleration of the at least two first front vehicles; weighting and summing the deceleration of the at least two first front vehicles to obtain the front vehicle deceleration according to the distance between the vehicle and the at least two first front vehicles; and weighting and summing the deceleration change rate of the at least two first front vehicles to obtain the front vehicle deceleration change rate according to the distance between the vehicle and the at least two first front vehicles.

[0086] The number of the first preceding vehicles can be two or more; in actual application, when selecting the first cooperative data of at least two first preceding vehicles in the cooperative vehicle infrastructure data, the preceding vehicle closer to the ego vehicle is selected as the first preceding vehicle, and then the first cooperative data of the first preceding vehicle is selected; for example, the number of the first preceding vehicles is two, and the two first preceding vehicles include two preceding vehicles in the same lane as the ego vehicle and closest to the ego vehicle.

[0087] Specifically, in the first cooperative data of the at least two first preceding vehicles, the deceleration of the at least two first preceding vehicles is obtained, and the deceleration change rate of the at least two first preceding vehicles is determined according to the deceleration of the at least two first preceding vehicles at the current time and the deceleration of the at least two first preceding vehicles at the previous time.

[0088] In the first cooperative data of the at least two first preceding vehicles, the position information of the at least two first preceding vehicles is obtained, and the distance between the ego vehicle and the at least two first preceding vehicles is determined according to the position information of the ego vehicle and the position information of the at least two first preceding vehicles.

[0089] According to the distance between the ego vehicle and the at least two first preceding vehicles, the weight of the at least two first preceding vehicles is determined; the weight of the first preceding vehicle with a shorter distance is greater than the weight of the first preceding vehicle with a longer distance; the deceleration of the preceding vehicle is obtained by weighted sum of the deceleration of the at least two first preceding vehicles according to the weight of the at least two first preceding vehicles; and the deceleration change rate of the preceding vehicle is obtained by weighted sum of the deceleration change rate of the at least two first preceding vehicles according to the weight of the at least two first preceding vehicles.

[0090] According to the distance between the ego vehicle and the at least two first preceding vehicles, the weight of the at least two first preceding vehicles can be determined by calculating the sum of the distances between the at least two first preceding vehicles, calculating the ratio of the distance between each first preceding vehicle and the ego vehicle to the sum, and taking the difference between 1 and the ratio as the weight of the first preceding vehicle.

[0091] For example, the number of the first preceding vehicles is two; the two first preceding vehicles include the first preceding vehicle D1 and the first preceding vehicle D2, the distance L1 between the first preceding vehicle D1 and the ego vehicle is calculated, the distance L2 between the first preceding vehicle D2 and the ego vehicle is calculated, the weight f1 of the first preceding vehicle D1 is determined according to formula (1), and the weight f2 of the first preceding vehicle D2 is determined according to formula (2).

[0092]

[0093] Optionally, the number of the first preceding vehicles is one, that is, the first vehicle in front of the ego vehicle is taken as the first preceding vehicle, the deceleration of the first preceding vehicle is taken as the deceleration of the preceding vehicle, and the deceleration change rate of the first preceding vehicle is taken as the deceleration change rate of the preceding vehicle.

[0094] In the above embodiment, the deceleration of the first preceding vehicle is weighted and summed according to the distance between the ego vehicle and the first preceding vehicle, to obtain the preceding vehicle deceleration, and the deceleration change rate of the first preceding vehicle is weighted and summed, to obtain the preceding vehicle deceleration change rate, so that the deceleration of the first preceding vehicle closer to the ego vehicle has a greater contribution to the preceding vehicle deceleration, the deceleration change rate of the first preceding vehicle closer to the ego vehicle has a greater contribution to the preceding vehicle deceleration change rate, and further, the braking situation of the first preceding vehicle closer to the ego vehicle has a greater influence on the braking intention of the ego vehicle, thereby improving the accuracy of the braking intention of the ego vehicle.

[0095] In an optional manner, the dynamic braking risk value is determined according to the braking prediction data and the braking reference data, including: scoring the braking prediction data and the braking reference data respectively to obtain braking prediction scores and braking reference scores; weighting and summing the braking prediction scores and the braking reference scores to obtain the dynamic braking risk value; or, processing the braking prediction scores and the braking reference scores through a braking risk prediction model to obtain the dynamic braking risk value.

[0096] Optionally, scoring the braking prediction data and the braking reference data respectively can be: determining a target braking prediction interval to which the braking prediction data belongs in a preset braking prediction interval, taking a score corresponding to the target braking prediction interval as the braking prediction score; and determining a target braking reference interval to which the braking reference data belongs in a preset reference prediction interval, taking a score corresponding to the target braking reference interval as the braking reference score.

[0097] Optionally, the braking prediction data and the braking reference data are normalized to obtain the braking prediction scores and the braking reference scores.

[0098] Specifically, the braking prediction scores include: ego vehicle deceleration scores, ego vehicle deceleration change rate scores, braking torque change rate scores, and road adhesion coefficient change rate scores; and the braking reference scores include: preceding vehicle deceleration scores, preceding vehicle deceleration change rate scores, and accident distance scores.

[0099] Optionally, the braking prediction score and the braking reference score are weighted and summed to obtain a dynamic braking risk value, comprising: obtaining a first preset weight of the vehicle deceleration score, a second preset weight of the vehicle deceleration rate score, a third preset weight of the braking torque rate score, a fourth preset weight of the road adhesion coefficient rate score, a fifth preset weight of the front vehicle deceleration score, a sixth preset weight of the front vehicle deceleration rate score, and a seventh preset weight of the accident distance score; using the first preset weight, the second preset weight, the third preset weight, the fourth preset weight, the fifth preset weight, the sixth preset weight and the seventh preset weight, the vehicle deceleration score, the vehicle deceleration rate score, the braking torque rate score, the road adhesion coefficient rate score, the front vehicle deceleration score, the front vehicle deceleration rate score and the accident distance score are weighted and summed to obtain the dynamic braking risk value; as shown in formula (3);

[0100] Formula (3):

[0101] DRS=X1·W1+X2·W2+X3·W3+X4·W4+X5·W5+X6·W6+X7·W7;

[0102] Wherein, X1 is the vehicle deceleration score, W1 is the first weight, X2 is the vehicle deceleration rate score, W2 is the second weight, X3 is the braking torque rate score, W3 is the third weight, X4 is the road adhesion coefficient rate score, W4 is the fourth weight, X5 is the front vehicle deceleration score, W5 is the fifth weight, X6 is the front vehicle deceleration rate score, W6 is the sixth weight, X7 is the accident distance score, and W7 is the seventh weight.

[0103] Optionally, according to the vehicle deceleration score, the vehicle deceleration rate score, the braking torque rate score and the road adhesion coefficient rate score, a vehicle braking data segment is constructed, according to the front vehicle deceleration score, the front vehicle deceleration rate score and the accident distance score, a front vehicle braking data segment is constructed, feature extraction is performed on the vehicle braking data segment and the front vehicle braking data segment respectively through the braking risk prediction model, a vehicle braking feature vector and a front vehicle braking feature vector are obtained, the vehicle braking feature vector and the front vehicle braking feature vector are fused to obtain a fusion feature vector, and the fusion feature vector is classified to obtain a braking probability value, which is taken as the dynamic braking risk value.

[0104] In the above implementation, the braking prediction score and the braking reference score are obtained by scoring the braking prediction data and the braking reference data, the dynamic braking risk value is obtained by fusing the braking prediction score and the braking reference score, that is, the dynamic braking risk value is determined by fusing data in multiple dimensions, so that the dynamic braking risk value can more accurately reflect the braking intention of the vehicle.

[0105] In an optional mode, the braking pre-judgment data includes: the ego vehicle deceleration, the ego vehicle deceleration rate, the braking torque rate and the road adhesion coefficient rate; the braking reference data includes: the front vehicle deceleration, the front vehicle deceleration rate and the accident distance; the braking pre-judgment score includes: the ego vehicle deceleration score, the ego vehicle deceleration rate score, the braking torque rate score and the road adhesion coefficient rate score; the braking reference score includes: the front vehicle deceleration score, the front vehicle deceleration rate score and the accident distance score; scoring the braking pre-judgment data and the braking reference data respectively to obtain the braking pre-judgment score and the braking reference score, including: normalizing the ego vehicle deceleration, the ego vehicle deceleration rate, the road adhesion coefficient rate, the braking torque rate, the front vehicle deceleration, the front vehicle deceleration rate and the accident distance respectively to obtain the ego vehicle deceleration score, the ego vehicle deceleration rate score, the road adhesion coefficient rate score, the braking torque rate score, the front vehicle deceleration score, the front vehicle deceleration rate score and the accident distance score.

[0106] Specifically, the minimum value of the ego vehicle deceleration and the maximum value of the ego vehicle deceleration are obtained, and the ego vehicle deceleration is normalized according to the minimum value of the ego vehicle deceleration and the maximum value of the ego vehicle deceleration to obtain the ego vehicle deceleration score.

[0107] The minimum value of the ego vehicle deceleration rate and the maximum value of the ego vehicle deceleration rate are obtained, and the ego vehicle deceleration is normalized according to the minimum value of the ego vehicle deceleration rate and the maximum value of the ego vehicle deceleration rate to obtain the ego vehicle deceleration rate score.

[0108] The minimum value of the road adhesion coefficient rate and the maximum value of the road adhesion coefficient rate are obtained, and the ego vehicle deceleration is normalized according to the minimum value of the road adhesion coefficient rate and the maximum value of the road adhesion coefficient rate to obtain the road adhesion coefficient rate score.

[0109] The minimum value of the braking torque rate and the maximum value of the braking torque rate are obtained, and the braking torque rate is normalized according to the minimum value of the braking torque rate and the maximum value of the braking torque rate to obtain the braking torque rate score.

[0110] The minimum value of the front vehicle deceleration and the maximum value of the ego vehicle deceleration are obtained, and the front vehicle deceleration is normalized according to the minimum value of the front vehicle deceleration and the maximum value of the ego vehicle deceleration to obtain the front vehicle deceleration score.

[0111] The minimum value of the front vehicle deceleration rate and the maximum value of the front vehicle deceleration rate are obtained, and the front vehicle deceleration rate is normalized according to the minimum value of the front vehicle deceleration rate and the maximum value of the front vehicle deceleration rate to obtain the front vehicle deceleration rate score.

[0112] The accident distance minimum value and the accident distance maximum value are obtained, the accident distance is normalized according to the accident distance minimum value and the accident distance maximum value, and an accident distance score is obtained.

[0113] Exemplarily, the self-vehicle deceleration score, the self-vehicle deceleration change rate score, the brake torque change rate score, the road adhesion coefficient change rate score, the front vehicle deceleration score, the front vehicle deceleration change rate score and the accident distance score are determined according to Table 2.

[0114] Table 2

[0115]

[0116] In the above embodiment, through the normalization processing, the brake pre-judgment score and the brake reference score can be quickly determined, and the vehicle lamp control efficiency is improved.

[0117] In a specific example, the vehicle lamp control method is applied to a vehicle lamp control system, as shown in Figure 3 The vehicle lamp control system includes a data acquisition layer, a decision layer and an execution layer; the data acquisition layer includes a vehicle-road cooperation data acquisition unit, an acceleration sensor, a wheel speed sensor and a motor driver; the decision layer includes a vehicle-road cooperation data processing unit, a self-vehicle brake parameter processing unit, a road adhesion coefficient processing unit, a brake torque processing unit and a multi-source data fusion unit; and the execution layer is a light controller.

[0118] Through the vehicle-road cooperation data acquisition unit, vehicle-road cooperation data is acquired and sent to the vehicle-road cooperation data processing unit, the vehicle-road cooperation data is processed by the vehicle-road cooperation data processing unit to obtain brake reference data of the front vehicle, including the front vehicle deceleration, the front vehicle deceleration change rate and the accident distance; through the acceleration sensor, the acceleration of the self-vehicle is acquired and sent to the self-vehicle brake parameter processing unit, the self-vehicle deceleration and the self-vehicle deceleration change rate are determined by the self-vehicle brake parameter processing unit; through the wheel speed sensor, the wheel speed signal is acquired and sent to the road adhesion coefficient processing unit, the wheel speed signal is processed by the road adhesion coefficient processing unit to obtain the road adhesion coefficient change rate; through the motor driver, the motor torque is acquired and sent to the brake torque processing unit, the road adhesion coefficient change rate is calculated by the brake torque processing unit; through the multi-source data fusion unit, the self-vehicle deceleration, the self-vehicle deceleration change rate, the road adhesion coefficient change rate, the brake torque change rate, the front vehicle deceleration, the front vehicle deceleration change rate and the accident distance are processed to obtain a dynamic brake risk value, the dynamic brake risk value is sent to the light controller, and the light controller controls the brake prompt of the tail lamp according to the dynamic brake risk value.

[0119] In the embodiment of the present application, in the case that the ego vehicle does not brake, the dynamic braking risk value is determined by combining the braking prediction data of the ego vehicle and the braking reference data of the preceding vehicle, that is, the risk value of the next possible braking of the ego vehicle is predicted, the risk level is determined according to the dynamic braking risk value, and the brake light is controlled according to the risk level. That is, in the case that the ego vehicle does not brake and has braking intention, the brake light is turned on in advance by combining the braking prediction data of the ego vehicle and the braking reference data of the preceding vehicle, the braking intention of the ego vehicle is transmitted earlier, the reaction time of the following vehicle is prolonged, the following vehicle has more time to adjust the speed, and the rear-end collision accident in the following scene can be effectively reduced. In addition, the related technology turns on the brake light through the brake pedal switch, which is a passive response brake light control scheme, cannot be applied to the regenerative braking scene of new energy vehicles, and in the case that the brake pedal switch has a large delay or a fault, the brake light cannot be turned on in time. In the embodiment of the present application, the brake light is turned on in advance in the case that the ego vehicle may brake by combining the braking prediction data of the ego vehicle and the braking reference data of the preceding vehicle, which is an active warning brake light control scheme, is suitable for the regenerative braking scene of new energy vehicles, and can also compensate for the potential fault of the traditional brake light control.

[0120] Figure 4 The structure schematic diagram of the embodiment of the vehicle lamp control device of the present application is shown. As shown in Figure 4 The vehicle lamp control device 400 comprises:

[0121] The first data determination module 410 is configured to determine the braking prediction data of the ego vehicle according to the operation data of the ego vehicle.

[0122] The second data determination module 420 is configured to determine the braking reference data of the preceding vehicle according to the obtained vehicle-road cooperation data.

[0123] The risk determination module 430 is configured to determine the dynamic braking risk value according to the braking prediction data and the braking reference data.

[0124] The brake light control module 440 is configured to determine the risk level according to the dynamic braking risk value, and control the brake light to brake according to the risk level.

[0125] In an optional manner, the braking reference data comprises the deceleration of the preceding vehicle, the deceleration change rate of the preceding vehicle and the accident distance; the first data determination module is configured to select the first cooperative data of the first preceding vehicle and the second cooperative data of the second preceding vehicle in the obtained vehicle-road cooperation data; the first preceding vehicle is in the same lane as the ego vehicle, and the distance between the second preceding vehicle and the ego vehicle is less than a preset distance; the deceleration of the preceding vehicle and the deceleration change rate of the preceding vehicle are determined based on the first cooperative data; and the accident distance is determined based on the second cooperative data in the case that an accident occurs in front based on the second cooperative data.

[0126] In an optional mode, the first data determining module is configured to obtain deceleration of the at least two first preceding vehicles in the first cooperative data of the at least two first preceding vehicles; determine deceleration change rates of the at least two first preceding vehicles according to the deceleration of the at least two first preceding vehicles; and obtain the preceding vehicle deceleration by performing weighted summation on the deceleration of the at least two first preceding vehicles according to distances between the ego vehicle and the at least two first preceding vehicles respectively; and obtain the preceding vehicle deceleration change rate by performing weighted summation on the deceleration change rates of the at least two first preceding vehicles according to the distances between the ego vehicle and the at least two first preceding vehicles respectively.

[0127] In an optional mode, the braking prediction data comprises the ego vehicle deceleration, the ego vehicle deceleration change rate, the braking torque change rate and the road adhesion coefficient change rate; the second data determining module is configured to obtain the ego vehicle deceleration in the operating data of the ego vehicle, and determine the ego vehicle deceleration change rate according to the ego vehicle deceleration; determine the braking torque change rate according to the motor torque comprised in the operating data; and determine the road adhesion coefficient change rate according to the wheel speed signal comprised in the operating data.

[0128] In an optional mode, the risk determining module is configured to score the braking prediction data and the braking reference data respectively to obtain a braking prediction score and a braking reference score; and obtain the dynamic braking risk value by performing weighted summation on the braking prediction score and the braking reference score; or process the braking prediction score and the braking reference score through the braking risk prediction model to obtain the dynamic braking risk value.

[0129] In an optional mode, the braking prediction data comprises the ego vehicle deceleration, the ego vehicle deceleration change rate, the braking torque change rate and the road adhesion coefficient change rate; the braking reference data comprises the preceding vehicle deceleration, the preceding vehicle deceleration change rate and the accident distance; the braking prediction score comprises the ego vehicle deceleration score, the ego vehicle deceleration change rate score, the braking torque change rate score and the road adhesion coefficient change rate score; and the braking reference score comprises the preceding vehicle deceleration score, the preceding vehicle deceleration change rate score and the accident distance score.

[0130] In an optional mode, the risk determining module is configured to perform normalization processing on the ego vehicle deceleration, the ego vehicle deceleration change rate, the road adhesion coefficient change rate, the braking torque change rate, the preceding vehicle deceleration, the preceding vehicle deceleration change rate and the accident distance respectively to obtain the ego vehicle deceleration score, the ego vehicle deceleration change rate score, the road adhesion coefficient change rate score, the braking torque change rate score, the preceding vehicle deceleration score, the preceding vehicle deceleration change rate score and the accident distance score.

[0131] In an alternative mode, the tail lamp control module is configured to light up the brake lamp when the risk level is the medium risk level, and turn off the brake lamp after a first preset time length; light up the brake lamp and the hazard warning lamp when the risk level is the high risk level, and turn off the brake lamp and the hazard warning lamp after a second preset time length; light up the brake lamp and the hazard warning lamp when the risk level is the extremely high risk level, and control the automatic emergency braking system to enter a standby state, and issue a braking prompt.

[0132] In the embodiment of the present application, in the case that the ego vehicle does not brake, the dynamic braking risk value is determined by combining the braking prediction data of the ego vehicle and the braking reference data of the preceding vehicle, that is, the risk value of the ego vehicle that may brake next is predicted, the risk level is determined according to the dynamic braking risk value, and the tail lamp is controlled to issue a braking prompt according to the risk level; that is, in the case that the ego vehicle does not brake and has a braking intention according to the braking prediction data of the ego vehicle and the braking reference data of the preceding vehicle, the tail lamp is lighted up in advance, the braking intention of the ego vehicle is transmitted earlier, the reaction time of the following vehicle is prolonged, the following vehicle has more time to adjust the speed, and the rear-end collision accident in the following scene can be effectively reduced; in addition, the related technology lights up the tail lamp through the brake pedal switch, which is a passive response tail lamp control scheme, cannot be applied to the regenerative braking scene of the new energy vehicle, and in the case that the brake pedal switch has a large delay or a fault, the tail lamp cannot be lighted up in time, the embodiment of the present application lights up the tail lamp in advance in the case that the ego vehicle may brake according to the braking prediction data of the ego vehicle and the braking reference data of the preceding vehicle, which is an active warning tail lamp control scheme, is applicable to the regenerative braking scene of the new energy vehicle, and can also compensate for the potential fault of the traditional tail lamp control.

[0133] Figure 5 The structure schematic diagram of the embodiment of the electronic device of the present application is shown, and the specific implementation of the electronic device is not limited by the specific embodiment of the present application.

[0134] As shown in Figure 5 , the electronic device can include a processor 502, a communications interface 504, a memory 506, and a communications bus 508.

[0135] The processor 502, the communications interface 504, and the memory 506 complete mutual communication through the communications bus 508. The communications interface 504 is configured to communicate with network elements such as clients or other servers. The processor 502 is configured to execute the program 510, and specifically can execute the related steps in the above-mentioned lamp control method embodiment.

[0136] In particular, the program 510 can include program code comprising computer-executable instructions.

[0137] The processor 502 can be a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to perform the operations of embodiments of the application. The one or more processors included in the electronic device can be of the same type or different types, such as one or more CPUs and one or more ASICs.

[0138] The memory 506 stores the program 510. The memory 506 can include a high-speed RAM memory and can also include a non-volatile memory, such as at least one disk memory.

[0139] The program 510 can be specifically invoked by the processor 502 to cause the electronic device to perform the following operations:

[0140] According to the running data of the ego vehicle, determine the braking prediction data of the ego vehicle; according to the obtained vehicle-road cooperative data, determine the braking reference data of the preceding vehicle; according to the braking prediction data and the braking reference data, determine a dynamic braking risk value; according to the dynamic braking risk value, determine a risk level, and according to the risk level, control the brake light to perform braking prompting.

[0141] The embodiments of the application provide a computer-readable storage medium, the storage medium storing at least one executable instruction, the executable instruction being used to cause an electronic device / vehicle lamp control device to perform the vehicle lamp control method in any method embodiment.

[0142] The executable instruction can be specifically used to cause the electronic device / vehicle lamp control device to perform the following operations:

[0143] According to the running data of the ego vehicle, determine the braking prediction data of the ego vehicle; according to the obtained vehicle-road cooperative data, determine the braking reference data of the preceding vehicle; according to the braking prediction data and the braking reference data, determine a dynamic braking risk value; according to the dynamic braking risk value, determine a risk level, and according to the risk level, control the brake light to perform braking prompting.

[0144] The algorithms or displays provided herein are not inherently related to any particular computer, virtual system, or other apparatus. Furthermore, embodiments of the application are not described with reference to any particular programming language.

[0145] In the description provided herein, numerous specific details are set forth. However, it is understood that embodiments of the application can be practiced without these specific details. In other instances, well-known methods, structures and techniques have not been described in detail in order to avoid obscuring the understanding of this description. Like reference numerals refer to like elements throughout. Similarly, while operations can be depicted in the drawings in a particular order, this should not be understood as requiring or

[0146] It is understood by those skilled in the art that modules in the apparatus of the embodiments can be adapted and placed in one or more apparatuses other than the embodiments. Modules or units or components in the embodiments can be combined into one module or unit or component, and further can be divided into multiple sub-modules or sub-units or sub-components. Except that at least some of such features and / or processes or units are mutually exclusive.

[0147] It is noted that the foregoing examples have been provided merely for the purpose of explanation and are in no way to be construed as limiting of the present application. While the application has been described with reference to preferred embodiments, it is understood that the words which have been used herein are words of description, and that changes can be made within the scope and spirit of the application. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word comprising does not exclude the presence of elements or steps not listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The application can be implemented by means of both hardware and software, and any combinations thereof. In a unit claim, any reference signs placed between parentheses shall not be construed as limiting the claim. The use of the word "about" followed by a value and / or a unit of measure to describe a criterion is intended to convey that a criterion can not be exactly equal to the value and / or unit of measure. The use of the word "at least" followed by a number is meant to convey "greater than or equal to" that number (inclusive of the number). The word "plurality" shall mean "two or more".

Claims

1. A vehicle headlight control method, characterized in that, The method includes: Based on the vehicle's operating data, determine the vehicle's braking prediction data; Based on the acquired vehicle-road cooperative data, determine the braking reference data of the vehicle in front; Based on the braking prediction data and the braking reference data, the dynamic braking risk value is determined; The risk level is determined based on the dynamic braking risk value, and the taillights are controlled to provide braking warnings based on the risk level.

2. The method according to claim 1, characterized in that, The braking reference data includes: the deceleration of the vehicle in front, the rate of change of the deceleration of the vehicle in front, and the accident distance; The determination of braking reference data for the preceding vehicle based on the acquired vehicle-road cooperative data includes: In the acquired vehicle-road cooperative data, the first cooperative data of the first preceding vehicle and the second cooperative data of the second preceding vehicle are selected; the first preceding vehicle and the vehicle are in the same lane, and the distance between the second preceding vehicle and the vehicle is less than a preset distance; Based on the first collaborative data, determine the deceleration of the preceding vehicle and the rate of change of the deceleration of the preceding vehicle; If an accident is determined to occur ahead based on the second collaborative data, the distance to the accident is determined based on the second collaborative data.

3. The method according to claim 2, characterized in that, The step of determining the deceleration of the preceding vehicle and the rate of change of the deceleration of the preceding vehicle based on the first collaborative data includes: In the first coordinated data of at least two first leading vehicles, obtain the deceleration of at least two first leading vehicles; Determine the rate of change of deceleration of at least two first preceding vehicles based on their decelerations. Based on the distances between the vehicle and at least two preceding vehicles, the decelerations of the at least two preceding vehicles are weighted and summed to obtain the deceleration of the preceding vehicle. Based on the distances between the vehicle and at least two preceding vehicles, the deceleration rates of the at least two preceding vehicles are weighted and summed to obtain the deceleration rate of the preceding vehicle.

4. The method according to claim 1, characterized in that, The braking prediction data includes: vehicle deceleration, vehicle deceleration rate of change, braking torque rate of change, and road surface adhesion coefficient rate of change. The process of determining the vehicle's braking prediction data based on the vehicle's operating data includes: The vehicle deceleration is obtained from the vehicle's operating data, and the vehicle deceleration rate is determined based on the vehicle deceleration. Based on the motor torque included in the operating data, determine the rate of change of braking torque; The rate of change of road surface adhesion coefficient is determined based on the wheel speed signal included in the operating data.

5. The method according to any one of claims 1 to 4, characterized in that, The step of determining the dynamic braking risk value based on the braking prediction data and the braking reference data includes: The braking prediction data and the braking reference data are scored respectively to obtain the braking prediction score and the braking reference score; The dynamic braking risk value is obtained by weighted summation of the braking prediction score and the braking reference score; or, the dynamic braking risk value is obtained by processing the braking prediction score and the braking reference score through a braking risk prediction model.

6. The method according to claim 5, characterized in that, The braking prediction data includes: vehicle deceleration, vehicle deceleration change rate, braking torque change rate, and road surface adhesion coefficient change rate; the braking reference data includes: preceding vehicle deceleration, preceding vehicle deceleration change rate, and accident distance. The braking prediction score includes: vehicle deceleration score, vehicle deceleration change rate score, braking torque change rate score, and road adhesion coefficient change rate score; the braking reference score includes: preceding vehicle deceleration score, preceding vehicle deceleration change rate score, and accident distance score. The step of scoring the braking prediction data and the braking reference data respectively to obtain braking prediction scores and braking reference scores includes: The vehicle deceleration, the rate of change of vehicle deceleration, the rate of change of road surface adhesion coefficient, the rate of change of braking torque, the deceleration of the preceding vehicle, the rate of change of the preceding vehicle deceleration, and the accident distance are normalized to obtain the vehicle deceleration score, the vehicle deceleration rate of change score, the road surface adhesion coefficient of change score, the braking torque of change score, the preceding vehicle deceleration score, the preceding vehicle deceleration rate of change score, and the accident distance score.

7. The method according to any one of claims 1 to 4, characterized in that, The step of controlling the taillights to provide braking warnings based on the risk level includes: When the risk level is medium risk, the brake lights are turned on and then turned off after a first preset time. When the risk level is high risk level, the brake lights and hazard warning lights are turned on, and the brake lights and hazard warning lights are turned off after a second preset time. When the risk level is extremely high, the brake lights and hazard warning lights will be illuminated, the automatic emergency braking system will be put into a ready state, and a braking warning will be issued.

8. A vehicle lighting control device, characterized in that, The device includes: The first data determination module is used to determine the braking prediction data of the vehicle based on the vehicle's operating data; The second data determination module is used to determine the braking reference data of the preceding vehicle based on the acquired vehicle-road cooperative data; The risk determination module is used to determine the dynamic braking risk value based on the braking prediction data and the braking reference data; The taillight control module is used to determine the risk level based on the dynamic braking risk value, and control the taillights to provide braking warnings based on the risk level.

9. An electronic device, characterized in that, include: The processor, memory, communication interface, and communication bus are provided, wherein the processor, memory, and communication interface communicate with each other via the communication bus. The memory is used to store at least one executable instruction that causes the processor to perform the operation of the vehicle lighting control method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The storage medium stores at least one executable instruction, which, when executed on the electronic device, causes the electronic device to perform the operation of the vehicle lighting control method as described in any one of claims 1-7.

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