Curve active comfortable braking method

Abstract

The invention relates to the technical field of intelligent driving, and particularly discloses a curve active comfortable braking method which comprises the following steps: acquiring own vehicle state information, curve information, rear vehicle state information and a road adhesion coefficient through a vehicle-mounted sensor; determining a comprehensive expected deceleration based on the above information to construct a comfortable braking decision function, wherein the comprehensive expected deceleration simultaneously meets forward curve safety and backward rear-end collision prevention safety; and according to the comprehensive expected deceleration, a vehicle executing mechanism is controlled to conduct smooth braking. According to the invention, through an innovative collaborative decision-making model, three targets of comfort, forward safety and backward safety, which are often conflicting with each other in curve braking, are successfully integrated, and a smooth, safe, intelligent and self-adaptive complete solution is provided; and the comprehensive performance of the intelligent driving system under the curve working condition is fundamentally improved.

Description

Technical Field

[0001] This invention relates to the field of intelligent driving technology, specifically to an active comfort braking method for curves. Background Technology

[0002] With the widespread adoption of Advanced Driver Assistance Systems (ADAS), features such as Adaptive Cruise Control (ACC) and Automatic Emergency Braking (AEB) have become standard equipment on many vehicles. However, existing systems still have shortcomings in cornering conditions:

[0003] (1) Poor comfort: When entering a curve, traditional ACC often triggers relatively harsh braking due to sensing the vehicle in front or the curve itself, resulting in a significant sudden change in deceleration, which brings abruptness and discomfort to the passengers and affects the riding experience.

[0004] (2) Inadequate safety considerations: Most cornering braking strategies only consider the relative relationship between the vehicle and the curve, ignoring the situation of vehicles approaching from behind. When the vehicle is braking in a curve, if the following vehicle is close or traveling at a high speed, it is very easy to cause a rear-end collision.

[0005] (3) Weak adaptability: Existing solutions are usually based on fixed deceleration thresholds or simple kinematic models, which fail to fully consider the dynamic changes in the curve radius (such as from gentle curves to sharp curves), the real-time impact of road adhesion coefficients (such as dry asphalt versus wet and slippery road surfaces), and the precise management of the vehicle's entry speed into the curve. This results in inaccurate braking timing and intensity, either too early and too strong, or too late and too weak.

[0006] Therefore, there is an urgent need in this field for a cornering braking scheme that can comprehensively consider multiple dynamic factors and achieve smooth, safe, and adaptive braking. Summary of the Invention

[0007] To achieve the objective of this invention, this application provides a method for active comfort braking in cornering, comprising:

[0008] Step S1: Obtain vehicle status information, curve information, following vehicle status information, and road adhesion coefficient through onboard sensors;

[0009] Step S2: Based on the information obtained in step S1, determine the comprehensive expected deceleration to construct a comfort braking decision function. The comprehensive expected deceleration simultaneously satisfies forward cornering safety and rear-end collision prevention safety.

[0010] Step S3: Based on the comprehensive expected deceleration, control the vehicle actuator to perform smooth braking;

[0011] Step S2 includes:

[0012] Step S21: Determine a forward safety deceleration based on forward safety, the forward safety deceleration being used to ensure that the vehicle can pass through the curve at a safe speed;

[0013] Step S22: Determine a rearward safety deceleration based on rearward safety, the rearward safety deceleration being used to ensure that the vehicle's braking will not cause a rear-end collision;

[0014] Step S23: By comparing the forward safety deceleration and the backward safety deceleration, the smaller of the two values ​​is taken as the comprehensive expected deceleration.

[0015] In some specific embodiments, step S21 includes:

[0016] Step S211: Calculate the safe cornering speed based on the curve information and road adhesion coefficient;

[0017] Step S212: Based on the current vehicle speed, the safe cornering speed, and the distance between the vehicle and the starting point of the curve in the vehicle status information, determine the theoretical forward deceleration;

[0018] Step S213: Compare the theoretical forward deceleration with the preset maximum comfort deceleration, and take the larger of the two as the forward safety deceleration.

[0019] In some specific embodiments, the forward safety deceleration is determined according to the following formula:

[0020] V_safe=k_μ*sqrt(μ*g*R)

[0021] In the formula, k_μ is a safety factor less than 1, μ is the road adhesion coefficient, g is the gravitational acceleration, and R is the radius of curvature of the curve.

[0022] In some specific embodiments, step S22 includes:

[0023] Step S221: Based on the current vehicle speed in the self-vehicle status information, the absolute speed of the rear vehicle in the rear vehicle status information, and the relative distance, determine the rearward safe deceleration limit value;

[0024] Step S222: Compare the rearward safe deceleration limit value with the preset maximum comfort deceleration, and take the smaller value as the rearward safe deceleration.

[0025] In some specific embodiments, the backward safety deceleration limit value is determined according to the following formula:

[0026] a_follow_limit=(V_ego*V_follow-1.5*V_ego2) / D_rel

[0027] In the formula, V_ego is the current speed of the vehicle, V_follow is the absolute speed of the following vehicle, and D_rel is the relative distance between the vehicle and the following vehicle.

[0028] In some specific embodiments, in step S1, if no vehicle is detected behind, the rearward safety deceleration is set to the maximum comfort deceleration.

[0029] In some specific embodiments, in step S1, if the distance between the vehicle and the starting point of the curve is less than a preset minimum trigger distance, the calculation of the forward safety deceleration is ignored, and the comprehensive expected deceleration is directly set as the rearward safety deceleration.

[0030] In some specific embodiments, the road adhesion coefficient is obtained by identifying the road surface type and matching a preset adhesion coefficient value through an onboard camera, and / or by estimating the slip ratio through wheel speed signals provided by an electronic stability program.

[0031] In some specific embodiments, the lower limit of the range of the comprehensive desired deceleration is the maximum comfortable deceleration, and the upper limit is zero.

[0032] The beneficial effects of the above technical solution are as follows:

[0033] This invention, through its innovative collaborative decision-making model, successfully integrates three often conflicting objectives—comfort, forward safety, and rearward safety—into a single system, providing a smooth, safe, intelligent, and adaptive complete solution that fundamentally improves the overall performance of intelligent driving systems in cornering conditions. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 A flowchart illustrating an active comfort braking method for cornering, provided as an embodiment of the present invention;

[0036] Figure 2 This is a schematic diagram of the architecture of an active comfort braking method for cornering, provided as an embodiment of the present invention. Detailed Implementation

[0037] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0038] Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar symbols denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the invention, and should not be construed as limiting the invention.

[0039] Example 1

[0040] One embodiment of the present invention provides a method for active comfort braking in corners, referring to... Figure 1 , Figure 2 As shown, it includes:

[0041] Step S1: Obtain vehicle status information, curve information, following vehicle status information, and road adhesion coefficient through onboard sensors;

[0042] In a specific embodiment of the present invention, in step S1, if no vehicle is detected behind, the rearward safety deceleration is set to the maximum comfort deceleration.

[0043] In a specific embodiment of the present invention, in step S1, if the distance between the vehicle and the starting point of the curve is less than a preset minimum trigger distance, the calculation of the forward safety deceleration is ignored, and the comprehensive expected deceleration is directly set as the rearward safety deceleration.

[0044] The vehicle's speed V_ego, relative speed V_rel and relative distance D_rel (which can be used to calculate the absolute speed of the following vehicle V_follow = V_ego + V_rel), distance S_curve from the start of the curve, real-time curve curvature κ (radius of curvature R = 1 / κ), and estimated friction coefficient μ between the road and tires are obtained in real time through onboard sensors (cameras, radar, high-precision maps, GPS / IMU). A forward-safe curve braking deceleration (a_curve) is derived, the purpose of which is to smoothly reduce the vehicle's speed from the current V_ego to a safe cornering speed V_safe before reaching the start of the curve.

[0045] Calculate the safe cornering speed ($V_{safe}$): According to the centripetal force formula for circular motion, the critical speed without skidding is: $V_{safe}=\sqrt{\mu\times g\times R}$, where $g$ is the acceleration due to gravity. To reserve a safety margin, a safety factor $k_{\mu}$ ($0 < k_{\mu}<1$, for example, $0.8$) is introduced: $V_{safe}=k_{\mu}\times\sqrt{\mu\times g\times R}$

[0046] Calculate the required deceleration ($a_{curve}$): Assume the vehicle brakes with a constant deceleration $a_{curve}$. Starting from the current position (the distance from the starting point of the curve is $S_{curve}$), the speed just drops to $V_{safe}$ when reaching the starting point of the curve. According to the formula for uniformly variable rectilinear motion: $V_{safe}^2 = V_{ego}^2 - 2\times a_{curve}\times S_{curve}$, solve for $a_{curve}$: $a_{curve}=(V_{ego}^2 - V_{safe}^2) / (2\times S_{curve})$. This is a theoretical value. For comfort, we need to impose a comfort constraint on it and set a maximum comfortable deceleration $a_{comfort\_max}$ (for example, $-0.15g\approx -1.47m / s$ 2 ). Therefore, the final forward safety deceleration is: $a_{curve}=max((V_{ego}^2 - V_{safe}^2) / (2\times S_{curve}),a_{comfort\_max})$

[0047] Step S2: Determine the comprehensive expected deceleration based on the information obtained in Step S1 to construct a comfortable braking decision function, and the comprehensive expected deceleration satisfies both forward curve safety and rear anti - rear - end safety;

[0048] In a specific embodiment of the present invention, Step S2 includes:

[0049] Step S21: Determine a forward safety deceleration based on forward safety, and the forward safety deceleration is used to ensure that the vehicle can pass through the curve at a safe speed;

[0050] Step S22: Determine a rear safety deceleration based on rear safety, and the rear safety deceleration is used to ensure that the vehicle does not cause the following vehicle to rear - end when braking;

[0051] Step S23: By comparing the forward safety deceleration and the rear safety deceleration, take the one with the smaller algebraic value as the comprehensive expected deceleration.

[0052] In a specific embodiment of the present invention, Step S21 includes:

[0053] Step S211: Calculate the safe cornering speed according to the curve information and the road adhesion coefficient;

[0054] Step S212: Based on the current vehicle speed, the safe cornering speed, and the distance between the vehicle and the starting point of the curve in the vehicle status information, determine the theoretical forward deceleration;

[0055] Step S213: Compare the theoretical forward deceleration with the preset maximum comfort deceleration, and take the larger of the two as the forward safety deceleration.

[0056] In one specific embodiment of the present invention, the forward safety deceleration is determined according to the following formula:

[0057] V_safe=k_μ*sqrt(μ*g*R)

[0058] In the formula, k_μ is a safety factor less than 1, μ is the road adhesion coefficient, g is the gravitational acceleration, and R is the radius of curvature of the curve.

[0059] In one specific embodiment of the present invention, the road adhesion coefficient is obtained by identifying the road surface type and matching a preset adhesion coefficient value through an on-board camera, and / or by estimating the slip ratio through the wheel speed signal provided by the electronic stability program.

[0060] In a specific embodiment of the present invention, step S22 includes:

[0061] Step S221: Based on the current vehicle speed in the self-vehicle status information, the absolute speed of the rear vehicle in the rear vehicle status information, and the relative distance, determine the rearward safe deceleration limit value;

[0062] Step S222: Compare the rearward safe deceleration limit value with the preset maximum comfort deceleration, and take the smaller value as the rearward safe deceleration.

[0063] In a specific embodiment of the present invention, the backward safety deceleration limit value is determined according to the following formula:

[0064] a_follow_limit=(V_ego*V_follow-1.5*V_ego2) / D_rel

[0065] In the formula, V_ego is the current speed of the vehicle, V_follow is the absolute speed of the following vehicle, and D_rel is the relative distance between the vehicle and the following vehicle.

[0066] Specifically, the following braking deceleration (a_follow) based on rearward safety is derived.

[0067] The purpose of this deceleration is to ensure that when the vehicle brakes, the following vehicle has enough reaction time and space to avoid a rear-end collision.

[0068] Establish a safe distance model:

[0069] Assume that the ego vehicle brakes with a deceleration of a_des, the following vehicle travels at the current speed V_follow, and starts to brake with the maximum comfortable deceleration a_comfort_max after the reaction time T_reaction. To avoid a collision, the following conditions must be met:

[0070] D_rel >= (0 - V_rel * T_reaction) + (V_ego2 / (2 * a_des) - V_follow2 / (2 * a_comfort_max))

[0071] Simplified understanding: The braking distance of the ego vehicle - the braking distance of the following vehicle + the distance the following vehicle approaches during the reaction time < the current inter-vehicle distance.

[0072] Solve for a_follow: Rearrange the above inequality to solve for the maximum deceleration allowed for the ego vehicle (i.e., the deceleration with the largest algebraic value, which is the gentlest braking physically). For simplicity in online calculations, we make a conservative estimate and assume that the ego vehicle decelerates uniformly with a_follow. To ensure safety, in the worst-case scenario (the following vehicle does not brake), the ego vehicle should not be caught up by the following vehicle during the braking time.

[0073] Let the time for the ego vehicle to brake to a stop be t = V_ego / a_follow. During this time, the displacement of the ego vehicle is: S_ego = V_ego * t + 0.5 * a_follow * t 2 , and the displacement of the following vehicle (assuming constant speed) is: S_follow = V_follow * t. The safety condition is: S_follow - S_ego < D_rel. Substitute t to get: V_follow * (V_ego / a_follow) - [V_ego * (V_ego / a_follow) + 0.5 * a_follow * (V_ego / a_follow)^2] < D_rel

[0074] After simplification: [[ID=L19]]

[0075] (V_follow * V_ego - V_ego2) / a_follow - 0.5 * V_ego2 / a_follow < D_rel (V_ego * (V_follow - V_ego) - 0.5 * V_ego2) / a_follow < D_rel L

[0076] (V_ego * V_follow - 1.5 * V_ego2) / a_follow < D_rel

[0077] Since a_follow is negative, the direction of the inequality changes. The final solution is:

[0078] a_follow>(V_ego*V_follow-1.5*V_ego2) / D_rel

[0079] The constraint value for a_follow is:

[0080] a_follow_limit=(V_ego*V_follow-1.5*V_ego2) / D_rel

[0081] For comfort, a_follow should not be more "aggressive" than this limit (i.e., the algebraic value cannot be smaller / the absolute value cannot be larger). Therefore, the backward safety deceleration should be:

[0082] a_follow=min(a_comfort_max,a_follow_limit)

[0083] Here, min replaces the smaller value (i.e., the larger absolute value of the deceleration). When the following car is very close, a_follow_limit will be a negative value with a large absolute value. In this case, for comfort, it is limited to a_comfort_max.

[0084] The decision function of this invention can dynamically respond to various real-time changing key parameters, such as vehicle speed, curve curvature, road surface adhesion coefficient, and the status of following vehicles, enabling the braking strategy to accurately adapt to various complex curves and road conditions, from gentle curves to sharp curves, and from dry to wet and slippery surfaces. The system operates cyclically at a preset frequency, continuously sensing and making decisions about the dynamic driving environment, achieving full-process adaptive adjustment of the braking process, and avoiding the premature or late braking problems caused by the "one-size-fits-all" strategy based on fixed thresholds in existing technologies.

[0085] In one specific embodiment of the present invention, the lower limit of the range of the comprehensive desired deceleration is the maximum comfortable deceleration, and the upper limit is zero.

[0086] This invention introduces the maximum comfortable deceleration as a core constraint. Regardless of the urgency of the forward curve or the closeness of the following vehicle, the overall expected deceleration output by the system will not exceed this comfort threshold. This fundamentally avoids the "nodding" effect and abruptness caused by sudden deceleration changes in existing technologies. The final braking command is the optimal or suboptimal solution after coordinating two-way safety objectives. Its braking intensity is "just enough" rather than "excessive," achieving a smooth and linear braking process and greatly improving the driving experience.

[0087] Specifically, constructing a comprehensive comfort braking decision function must simultaneously satisfy two constraints: the minimum deceleration required for safe cornering and the maximum deceleration allowed to avoid rear-end collisions. Therefore, the comprehensive desired deceleration a_des should be the smaller of a_curve and a_follow (i.e., the one with stronger braking). This is because:

[0088] If a_curve is smaller (e.g., -3m / s) 2 This indicates that the need to corner is more urgent, and even if the car behind is far away, braking at -3m / s² is still necessary.

[0089] If a_follow is smaller (e.g., -4m / s) 2 This indicates that the vehicle behind poses a greater threat. Even if the cornering speed is only -2 m / s², the braking speed should not exceed -4 m / s² to avoid being rear-ended (i.e., it should not be more aggressive than -4 m / s²).

[0090] Take the smaller of the two (-4m / s) 2 This means applying gentler braking (-3m / s). 2 If the braking force is insufficient to ensure the safety of the vehicle behind, then applying stronger braking (-4m / s2) can satisfy both the safety of the vehicle behind and the requirements for cornering.

[0091] Therefore, the decision function is:

[0092] a_des = min(a_curve, a_follow)

[0093] The final comprehensive expected deceleration function is:

[0094] a_des=min(max((V_ego2-(k_μ*sqrt(μ*g*R)))2) / (2*S_curve),a_comfort_max),(V_ego*V_follow-1.5*V_ego2) / D_rel)

[0095] Furthermore, the value of a_des is constrained within the interval [a_comfort_max, 0]. Here, a_comfort_max is the maximum comfort deceleration (negative value) set by the system.

[0096] The core decision-making mechanism of this invention, a_des = min(a_curve, a_follow) (see claim 1), does not simply superimpose forward and backward safety considerations. Instead, it achieves a dynamic trade-off and unification of two conflicting objectives through a rigorous mathematical function. This mechanism ensures that the system automatically executes the "most urgent and safest" braking strategy under any operating condition: when the risk of a curve is primary, priority is given to ensuring smooth cornering; when the threat from following vehicles is greater, priority is given to preventing rear-end collisions. This intelligent ability to coordinate these conflicting objectives produces an overall safety improvement and risk mitigation effect that cannot be achieved by a single-objective strategy.

[0097] Step S3: Based on the comprehensive expected deceleration, control the vehicle actuator to perform smooth braking.

[0098] Using the comprehensive desired deceleration a_des as the target value, braking force requests are sent through the vehicle control unit (VCU) or directly to the ESP to achieve smooth and linear active braking.

[0099] This invention innovatively incorporates rear-end collision prevention into the decision-making system for cornering braking, changing the one-sided strategy of existing technologies that only consider the front and not the rear. By establishing a rearward safety deceleration model, when the system detects a vehicle following closely behind, it automatically limits the braking force to prevent rear-end collisions caused by the vehicle decelerating too quickly and the following vehicle not being able to react in time. This achieves unified protection for both forward cornering safety and rearward following safety.

[0100] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

[0101] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. The embodiments of the present invention are described with reference to flowchart illustrations and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1The computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to operate in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The functions specified in one or more boxes. These computer program instructions may also be loaded onto a computer or other programmable data processing terminal equipment to cause a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable terminal equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the functions specified in one or more boxes. Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the invention. Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes said element.

[0102] The methods and apparatus provided by the present invention have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

[0103] In the description of this specification, references to terms such as "an embodiment," "some embodiments," "example," "specific example," or "a specific embodiment" or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, illustrative expressions of terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0104] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A method for active comfort braking in cornering, characterized in that, include: Step S1: Obtain vehicle status information, curve information, following vehicle status information, and road adhesion coefficient through onboard sensors; Step S2: Based on the information obtained in step S1, determine the comprehensive expected deceleration to construct a comfort braking decision function. The comprehensive expected deceleration simultaneously satisfies forward cornering safety and rear-end collision prevention safety. Step S3: Based on the comprehensive expected deceleration, control the vehicle actuator to perform smooth braking; Step S2 includes: Step S21: Determine a forward safety deceleration based on forward safety, the forward safety deceleration being used to ensure that the vehicle can pass through the curve at a safe speed; Step S22: Determine a rearward safety deceleration based on rearward safety, the rearward safety deceleration being used to ensure that the vehicle's braking will not cause a rear-end collision; Step S23: By comparing the forward safety deceleration and the backward safety deceleration, the smaller of the two values ​​is taken as the comprehensive expected deceleration.

2. The active comfort braking method for cornering according to claim 1, characterized in that, Step S21 includes: Step S211: Calculate the safe cornering speed based on the curve information and road adhesion coefficient; Step S212: Based on the current vehicle speed, the safe cornering speed, and the distance between the vehicle and the starting point of the curve in the vehicle status information, determine the theoretical forward deceleration; Step S213: Compare the theoretical forward deceleration with the preset maximum comfort deceleration, and take the larger of the two as the forward safety deceleration.

3. The active comfort braking method for curves according to claim 2, characterized in that, The forward safety deceleration is determined according to the following formula: V_safe=k_μ*sqrt(μ*g*R) In the formula, k_μ is a safety factor less than 1, μ is the road adhesion coefficient, g is the gravitational acceleration, and R is the radius of curvature of the curve.

4. The active comfort braking method for curves according to claim 1, characterized in that, Step S22 includes: Step S221: Based on the current vehicle speed in the self-vehicle status information, the absolute speed of the rear vehicle in the rear vehicle status information, and the relative distance, determine the rearward safe deceleration limit value; Step S222: Compare the rearward safe deceleration limit value with the preset maximum comfort deceleration, and take the smaller value as the rearward safe deceleration.

5. The active comfort braking method for cornering according to claim 4, characterized in that, The rearward safety deceleration limit value is determined according to the following formula: a_follow_limit=(V_ego*V_follow-1.5*V_ego2) / D_rel In the formula, V_ego is the current speed of the vehicle, V_follow is the absolute speed of the following vehicle, and D_rel is the relative distance between the vehicle and the following vehicle.

6. The active comfort braking method for cornering according to claim 1, characterized in that, In step S1, if no vehicle is detected behind, the rearward safety deceleration is set to the maximum comfort deceleration.

7. The active comfort braking method for cornering according to claim 1, characterized in that, In step S1, if the distance between the vehicle and the starting point of the curve is less than a preset minimum trigger distance, the calculation of the forward safety deceleration is ignored, and the comprehensive expected deceleration is directly set as the rearward safety deceleration.

8. The active comfort braking method for cornering according to claim 3, characterized in that, The road adhesion coefficient is obtained by identifying the road surface type using an onboard camera and matching it with a preset adhesion coefficient value, and / or by estimating the slip ratio using wheel speed signals provided by the electronic stability program.

9. The active comfort braking method for cornering according to claim 7, characterized in that, The lower limit of the range of the comprehensive expected deceleration is the maximum comfortable deceleration, and the upper limit is zero.

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