Vehicle brake control method, device, vehicle and vehicle brake control system

Abstract

The application discloses a vehicle braking control method and device, a vehicle and a vehicle braking control system, and relates to the technical field of vehicles. The method comprises the following steps: in the case that the automatic emergency braking function of the vehicle is activated, determining a relative distance level corresponding to the relative distance between the vehicle and an obstacle, and determining a relative speed level corresponding to the relative speed between the vehicle and the obstacle; the relative distance corresponding to different relative distance levels is different in terms of distance, and the relative speed corresponding to different relative speed levels is different in terms of speed; based on the relative distance level and the relative speed level, determining a target correction coefficient for correcting the current braking force of the vehicle; based on the current braking force and the target correction coefficient, determining a target braking force, and based on the target braking force, performing braking control on the vehicle. By adopting the method, adaptive braking control can be performed on different driving conditions and emergency situations.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle braking control method, device, vehicle, and vehicle braking control system. Background Technology

[0002] With the continuous development of automotive technology, Automatic Emergency Braking (AEB) systems have become an important component for improving vehicle safety. AEB systems use sensors such as radar and cameras to detect objects ahead and, combined with the vehicle's motion status, predict the risk of collision, automatically activating the braking system to avoid a collision when the risk is high.

[0003] Currently, many AEB systems use fixed thresholds or simple safety distance models to trigger braking. This method is difficult to adapt to changes in vehicle speed, road surface adhesion coefficient, and pedestrian movement, which may lead to braking too early or too late.

[0004] Therefore, how to implement adaptive braking control for different driving conditions and emergency situations has become an urgent problem to be solved. Summary of the Invention

[0005] This application provides a vehicle braking control method, device, vehicle, and vehicle braking control system, which can perform adaptive braking control for different driving conditions and emergency situations.

[0006] In a first aspect, embodiments of this application provide a vehicle braking control method, the method comprising:

[0007] When the vehicle's automatic emergency braking function is activated, the relative distance level corresponding to the relative distance between the vehicle and the obstacle is determined, as well as the relative speed level corresponding to the relative speed between the vehicle and the obstacle; different relative distance levels correspond to different degrees of relative distance, and different relative speed levels correspond to different degrees of relative speed.

[0008] Based on the relative distance level and relative speed level, a target correction factor is determined to correct the vehicle's current braking force.

[0009] Based on the current braking force and the target correction coefficient, the target braking force is determined, and the vehicle is braked based on the target braking force.

[0010] In one embodiment, the relative distance level includes a longitudinal relative distance level and a lateral relative distance level, and the relative speed level includes a longitudinal relative speed level and a lateral relative speed level; based on the relative distance level and the relative speed level, determining a target correction coefficient for correcting the vehicle's current braking force includes: determining a first correction coefficient based on the longitudinal relative distance level, the lateral relative distance level, the longitudinal relative speed level, and the lateral relative speed level; and determining a target correction coefficient for correcting the vehicle's current braking force based on the first correction coefficient.

[0011] In one embodiment, determining a target correction coefficient for correcting the current braking force of the vehicle based on a first correction coefficient includes: determining a second correction coefficient based on the difference between the actual deceleration and the desired deceleration of the vehicle; and using the product of the first correction coefficient and the second correction coefficient as the target correction coefficient for correcting the current braking force of the vehicle.

[0012] In one embodiment, determining a first correction coefficient based on longitudinal relative distance level, lateral relative distance level, longitudinal relative speed level, and lateral relative speed level includes: obtaining the first correction coefficient corresponding to the longitudinal relative distance level, lateral relative distance level, longitudinal relative speed level, and lateral relative speed level based on a correspondence relationship; wherein the correspondence relationship includes a correspondence between multiple level combinations and multiple correction coefficients, the multiple level combinations including longitudinal relative distance level, lateral relative distance level, longitudinal relative speed level, and lateral relative speed level; the relative distance represented by the longitudinal relative distance level and the lateral relative distance level is negatively correlated with the correction coefficient; the relative speed represented by the longitudinal relative speed level and the lateral relative speed level is positively correlated with the correction coefficient.

[0013] In one embodiment, determining the relative distance level corresponding to the relative distance between the vehicle and the obstacle includes: determining the braking distance of the vehicle; and determining the relative distance level corresponding to the relative distance between the vehicle and the obstacle based on the braking distance.

[0014] In one embodiment, the method further includes: determining the braking distance of the vehicle and the collision time between the vehicle and the obstacle; determining the critical braking distance and the warning critical distance between the vehicle and the obstacle when the braking distance is less than the safe distance and the collision time is less than the safe time; determining the warning coefficient based on the critical braking distance, the warning critical distance, and the actual distance between the vehicle and the obstacle; and activating the automatic emergency braking function when the warning coefficient is less than a preset warning coefficient threshold.

[0015] In one embodiment, determining the critical braking distance between the vehicle and the obstacle includes any one of the following: if the vehicle's braking time is greater than or equal to a first time threshold, determining the critical braking distance between the vehicle and the obstacle based on the first time threshold, the vehicle's current speed, a second time threshold, and the current road surface adhesion coefficient, wherein the first time threshold is greater than the second time threshold; or, if the braking time is less than the first time threshold, determining the critical braking distance between the vehicle and the obstacle based on the first time threshold, the vehicle's current speed, the second time threshold, the current road surface adhesion coefficient, and the obstacle's moving speed, wherein the first time threshold is greater than the second time threshold; wherein the braking time is determined based on the vehicle's current speed and the current road surface adhesion coefficient; the first time threshold is a pre-calibrated time required for the vehicle to decelerate from its current position to a first position, and the second time threshold is a pre-calibrated time required for the vehicle to decelerate from its current position to a second position; the first distance between the first position and the vehicle is greater than the second distance between the second position and the vehicle, and less than the target distance between the vehicle and the obstacle.

[0016] In one embodiment, a first warning message is output when the warning coefficient is greater than or equal to a preset warning coefficient threshold, and the collision time is greater than or equal to a second time threshold and less than or equal to a first time threshold. The first time threshold is a pre-calibrated time required for the vehicle to decelerate from its current position to the first position, and the second time threshold is a pre-calibrated time required for the vehicle to decelerate from its current position to the second position. The first distance between the first position and the vehicle is greater than the second distance between the second position and the vehicle, and less than the target distance between the vehicle and the obstacle. The first time threshold is greater than the second time threshold. When the collision time is greater than the first time threshold, a second warning message is output. The warning message is used to prompt the vehicle to decelerate.

[0017] Secondly, embodiments of this application provide a vehicle braking control device, the device comprising:

[0018] The level determination module is used to determine the relative distance level corresponding to the relative distance between the vehicle and the obstacle, and the relative speed level corresponding to the relative speed between the vehicle and the obstacle, when the vehicle's automatic emergency braking function is activated; different relative distance levels correspond to different degrees of relative distance, and different relative speed levels correspond to different degrees of relative speed.

[0019] The correction factor determination module is used to determine the target correction factor for correcting the vehicle's current braking force based on the relative distance level and the relative speed level.

[0020] The determination and control module is used to determine the target braking force based on the current braking force and the target correction coefficient, and to perform braking control on the vehicle based on the target braking force.

[0021] Thirdly, embodiments of this application provide a vehicle including a memory and a brake controller. The memory stores a computer program, and the brake controller executes the computer program to implement the steps of the method provided in the first aspect.

[0022] Fourthly, embodiments of this application provide a vehicle braking control system, including an electronic stability control subsystem and an intelligent braking subsystem; the electronic stability control subsystem includes an electronic stability controller, and the intelligent braking subsystem includes a brake controller; the electronic stability controller is used to acquire the wheel speeds collected by wheel speed sensors corresponding to each wheel in the vehicle, determine the vehicle's driving state information based on multiple wheel speeds, and send the driving state information to the brake controller; the brake controller is used to perform braking control on the vehicle based on the driving state information.

[0023] Fifthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a brake controller, implements the steps of the method provided in the first aspect above.

[0024] Sixthly, this application also provides a computer program product, including a computer program that, when executed by a brake controller, implements the steps of the method provided in the first aspect above.

[0025] The aforementioned vehicle braking control method, device, vehicle, and vehicle braking control system, when the vehicle's automatic emergency braking function is activated, determine the relative distance level corresponding to the relative distance between the vehicle and the obstacle, and the relative speed level corresponding to the relative speed between the vehicle and the obstacle. Different relative distance levels correspond to different degrees of relative distance, and different relative speed levels correspond to different degrees of relative speed. Based on the relative distance level and relative speed level, a target correction coefficient is determined to correct the vehicle's current braking force. Based on the current braking force and the target correction coefficient, a target braking force is determined, and braking control is performed on the vehicle based on the target braking force. Using this method, since the target correction coefficient is related to the relative distance level and relative speed level, and the relative distance level is related to the vehicle's braking distance, while the relative speed is related to the vehicle's speed, when the vehicle's automatic emergency braking function is activated, by introducing a dynamic determination mechanism for the target correction coefficient (or weight), the braking strategy can be flexibly adjusted. This allows for adaptation to different driving conditions (such as different vehicle speeds) and braking in emergency situations, avoiding the problem of braking too early or too late. In other words, this method can perform adaptive braking control for different driving conditions and emergency situations. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic flowchart of a vehicle braking control method provided in an embodiment of this application;

[0028] Figure 2 This is a schematic diagram of a first correction coefficient adjustment strategy framework provided in an embodiment of this application;

[0029] Figure 3 This is a schematic flowchart of another vehicle braking control method provided in an embodiment of this application;

[0030] Figure 4 This is a schematic diagram of a vehicle braking control system provided in an embodiment of this application;

[0031] Figure 5 This is a schematic diagram of the structure of a vehicle braking control device provided in an embodiment of this application;

[0032] Figure 6 This is a schematic diagram of another vehicle structure provided in an embodiment of this application. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0034] With the continuous development of automotive technology, Automatic Emergency Braking (AEB) systems have become an important component for improving vehicle safety. AEB systems use sensors such as radar and cameras to detect objects ahead and, combined with the vehicle's motion status, predict the risk of collision, automatically activating the braking system to avoid a collision when the risk is high.

[0035] Currently, many AEB systems use fixed thresholds or simple safety distance models to trigger braking. This approach still has shortcomings in terms of warning accuracy and braking performance, making it difficult to simultaneously consider warning time and safety distance, and struggling to adapt to changes in vehicle speed, road surface adhesion coefficient, and pedestrian movement, potentially leading to braking too early or too late. Furthermore, in certain special situations, such as when a pedestrian is present, the braking strategy of existing AEB systems may cause discomfort to passengers and even affect pedestrian safety. Simultaneously, existing systems often only consider the switching frequency of braking deceleration, neglecting the passenger's safety experience; for example, when braking deceleration and the rate of change of deceleration exceed a certain threshold, occupants may experience significant discomfort.

[0036] Based on this, embodiments of this application provide a vehicle braking control method, device, vehicle, and vehicle braking control system. The method includes: when the vehicle's automatic emergency braking function is activated, determining the relative distance level and relative speed level between the vehicle and an obstacle; determining a target correction coefficient for correcting the vehicle's current braking force based on the relative distance level and relative speed level; correcting the current braking force based on the target correction coefficient to obtain a target braking force; and performing braking control on the vehicle based on the target braking force. Using this method, since the target correction coefficient is related to the relative distance level and relative speed level, and the relative distance level is related to the vehicle's braking distance, while the relative speed is related to the vehicle's speed, when the vehicle's automatic emergency braking function is activated, by introducing a dynamic determination mechanism for the target correction coefficient (or weight), the braking strategy can be flexibly adjusted. This allows for adaptation to different driving conditions (such as different vehicle speeds) and braking in emergency situations, avoiding the problem of braking too early or too late. In other words, this method can perform adaptive braking control for different driving conditions and emergency situations.

[0037] The vehicle braking control method provided in the embodiments of this application is described below.

[0038] Please see Figure 1 , Figure 1 This is a schematic flowchart illustrating a vehicle braking control method provided in an embodiment of this application. This method can be executed by a brake controller. Figure 1 As shown, the vehicle braking control method may include, but is not limited to, the following steps:

[0039] S101. When the vehicle's automatic emergency braking function is activated, determine the relative distance level corresponding to the relative distance between the vehicle and the obstacle, and determine the relative speed level corresponding to the relative speed between the vehicle and the obstacle.

[0040] Among them, the relative distance levels correspond to different degrees of relative distance, and the relative speed levels correspond to different degrees of relative speed.

[0041] The vehicle described in this application may be pre-configured with an automatic emergency braking function, as well as the activation conditions for this function. Automatic emergency braking is a technology that, in high-risk collision scenarios where the driver fails to react in time, the system actively intervenes and automatically applies brakes to the vehicle, thereby avoiding a collision or mitigating its severity.

[0042] In one optional implementation, before step S101, the brake controller can acquire the vehicle's overall driving status information (such as vehicle speed) and external environment information (such as current road surface adhesion coefficient, collision time between the vehicle and obstacles) in real time or periodically; then, based on the overall driving status information and external environment information, it determines whether the activation conditions of the vehicle's automatic emergency braking function are met. If it is determined that the activation conditions of the automatic emergency braking function are met, the automatic emergency braking function can be activated, and the relative distance level and relative speed level between the vehicle and the obstacle can be determined.

[0043] For example, the brake controller can acquire multiple pieces of information about the vehicle in real time and determine a warning coefficient based on the information. If the warning coefficient is less than a preset warning coefficient threshold, the automatic emergency braking function is activated.

[0044] The relative distance between a vehicle and an obstacle refers to the position vector difference between the vehicle and the obstacle. Simply put, it's how far away the obstacle is from the vehicle's perspective, indicating "where" the obstacle is and "how far away" from it.

[0045] Optionally, the relative distance level is used to characterize the degree of distance. Optionally, the relative distance level may include any of the following: far, medium, and near, wherein the degree of distance of the relative distance corresponding to the three levels of far, medium, and near decreases in that order.

[0046] The relative speed between a vehicle and an obstacle refers to the velocity vector difference between the vehicle and the obstacle. Simply put, it's how fast the obstacle is moving and in which direction it's moving, as seen from the vehicle's perspective.

[0047] Optionally, the relative speed level is used to characterize the degree of relative speed. Optionally, the relative speed level may include any of the following: high, medium, and low, wherein the degree of relative speed corresponding to the high, medium, and low levels decreases in that order.

[0048] S102. Based on the relative distance level and relative speed level, determine the target correction coefficient for correcting the vehicle's current braking force.

[0049] The current braking force of the vehicle can be determined by the brake controller using the following formula (1).

[0050] (1)

[0051] In formula (1), F 制动 This represents the vehicle's current braking force (unit: N); m represents the vehicle's total mass (unit: kilograms); a x This represents the vehicle's current braking deceleration (unit: m / s²). 2 ), can be determined by the following formula (2).

[0052] (2)

[0053] In formula (2), a x This represents the vehicle's current braking deceleration (unit: m / s²). 2 ); v x This indicates the vehicle's current speed (unit: m / s); v y The value represents the speed of the obstacle (unit: m / s); s represents the braking distance of the vehicle (unit: m).

[0054] S103. Based on the current braking force and the target correction coefficient, determine the target braking force, and based on the target braking force, perform braking control on the vehicle.

[0055] In an alternative implementation, when the brake controller determines the target braking force based on the current braking force and the target correction coefficient, it may use the following formula (3).

[0056] (3)

[0057] In formula (3), F 目标制动 This represents the vehicle's target braking force (unit: N); m represents the vehicle's total mass (unit: kilograms); a x This represents the vehicle's current braking deceleration (unit: m / s²). 2 K represents the target correction coefficient.

[0058] It is understandable that, since the mass of the vehicle is fixed, the target correction coefficient can also be regarded as the target correction coefficient for the braking deceleration of the vehicle based on formula (3).

[0059] In this embodiment, when the vehicle's automatic emergency braking function is activated, the relative distance level corresponding to the relative distance between the vehicle and the obstacle is determined, as well as the relative speed level corresponding to the relative speed between the vehicle and the obstacle. Different relative distance levels correspond to different degrees of relative distance, and different relative speed levels correspond to different degrees of relative speed. Based on the relative distance level and the relative speed level, a target correction coefficient is determined to correct the vehicle's current braking force. Based on the current braking force and the target correction coefficient, a target braking force is determined, and based on the target braking force, braking control is applied to the vehicle. Using this method, since the target correction coefficient is related to the relative distance level and the relative speed level, and the relative distance level is related to the vehicle's braking distance, while the relative speed is related to the vehicle's speed, when the vehicle's automatic emergency braking function is activated, by introducing a dynamic target correction coefficient (or weighting) mechanism, the braking strategy can be flexibly adjusted. This allows for adaptation to different driving conditions (such as different vehicle speeds) and braking in emergency situations, avoiding the problem of braking too early or too late. In other words, this method can perform adaptive braking control for different driving conditions and emergency situations.

[0060] In one alternative implementation, Figure 1 In step S102 of the vehicle braking control method shown, the relative distance level includes a longitudinal relative distance level and a lateral relative distance level, and the relative speed level includes a longitudinal relative speed level and a lateral relative speed level. The brake controller determines the target correction coefficient for correcting the current braking force of the vehicle based on the relative distance level and the relative speed level. This can be done by: determining a first correction coefficient based on the longitudinal relative distance level, the lateral relative distance level, the longitudinal relative speed level, and the lateral relative speed level; and determining the target correction coefficient for correcting the current braking force of the vehicle based on the first correction coefficient.

[0061] Optionally, the longitudinal relative distance levels may include any of the following: far, medium, and near, wherein the degree of distance of the longitudinal relative distance corresponding to the three levels decreases sequentially.

[0062] Optionally, the lateral relative distance levels may include any of the following: far, medium, and near, wherein the degree of lateral relative distance corresponding to the three levels decreases sequentially.

[0063] Optionally, the longitudinal relative velocity level may include any of the following: high, medium, and low, wherein the degree of longitudinal relative velocity corresponding to the three levels decreases in that order.

[0064] Optionally, the lateral relative velocity level may include any of the following: high, medium, and low, wherein the degree of lateral relative velocity corresponding to the three levels decreases in that order.

[0065] In some embodiments, the brake controller determines the first correction coefficient based on the longitudinal relative distance level, lateral relative distance level, longitudinal relative speed level, and lateral relative speed level by: obtaining the first correction coefficient corresponding to the longitudinal relative distance level, lateral relative distance level, longitudinal relative speed level, and lateral relative speed level based on a correspondence relationship; wherein the correspondence relationship includes the correspondence between multiple level combinations and multiple correction coefficients, and the multiple level combinations include the longitudinal relative distance level, lateral relative distance level, longitudinal relative speed level, and lateral relative speed level; the relative distance represented by the longitudinal relative distance level and the lateral relative distance level is negatively correlated with the correction coefficient; the relative speed represented by the longitudinal relative speed level and the lateral relative speed level is positively correlated with the correction coefficient.

[0066] Optionally, the correspondence can be a table stored in the brake controller (denoted as the correspondence table), or a table stored in a database that the brake controller can read (denoted as the correspondence table), etc., without limitation here. The correspondence table includes the correspondence between multiple level combinations and multiple correction coefficients. The multiple level combinations include longitudinal relative distance level, lateral relative distance level, longitudinal relative speed level, and lateral relative speed level. The relative distance represented by the longitudinal and lateral relative distance levels is negatively correlated with the correction coefficient; the relative speed represented by the longitudinal and lateral relative speed levels is positively correlated with the correction coefficient. For example, the correspondence table can be shown in Table 1 below.

[0067] Table 1 Correspondence Table

[0068]

[0069] The closer the relative distance level, the higher the relative speed level, indicating a higher current danger level and the need for immediate braking. In this case, to ensure driving safety, the current braking force can be slightly adjusted to allow the vehicle to brake quickly. Therefore, a larger first correction factor can be used to adjust the current braking force. Conversely, the farther the relative distance level, the lower the relative speed level, indicating a lower current danger level and the lack of immediate braking. In this case, to improve the driving experience for passengers, the current braking force can be significantly adjusted to allow the vehicle to brake slowly. Therefore, a smaller first correction factor can be used to adjust the current braking force.

[0070] The process by which the brake controller determines the first correction coefficient can be as follows: Figure 2 As shown. Please see below. Figure 2 , Figure 2This is a schematic diagram of a first correction coefficient adjustment strategy framework provided in an embodiment of this application. For example... Figure 2 As shown, the brake controller can determine the longitudinal and lateral relative distances between the vehicle and the obstacle based on the vehicle's position and the obstacle's position; determine the longitudinal relative distance level based on the longitudinal relative distance, and determine the lateral relative distance level based on the lateral relative distance; the brake controller can also determine the longitudinal and lateral relative speeds between the vehicle and the obstacle based on the vehicle's position and the obstacle's position; determine the longitudinal relative speed level based on the longitudinal relative speed, and determine the lateral relative speed level based on the lateral relative speed; then, the brake controller can dynamically determine a first correction coefficient based on the longitudinal relative distance level, the lateral relative distance level, the longitudinal relative speed level, and the lateral relative speed level.

[0071] In some embodiments, the brake controller determines a target correction factor for correcting the current braking force of the vehicle based on a first correction factor, which may include: determining a second correction factor based on the difference between the actual deceleration and the desired deceleration of the vehicle; and using the product of the first correction factor and the second correction factor as the target correction factor for correcting the current braking force of the vehicle.

[0072] Optionally, the brake controller determines a second correction coefficient based on the difference between the vehicle's actual deceleration and the desired deceleration. This can be achieved by obtaining the second correction coefficient corresponding to the difference between the vehicle's actual deceleration and the desired deceleration based on correspondence 1. Here, correspondence 1 includes multiple correspondences between deceleration differences and multiple correction coefficients, and the deceleration differences are negatively correlated with the correction coefficients.

[0073] Optionally, the correspondence 1 can be a table stored in the brake controller (denoted as the correspondence 1 list), or a table stored in a database that the brake controller can read (denoted as the correspondence 1 list), etc., without limitation here. The correspondence table includes the correspondence between multiple deceleration differences and multiple correction coefficients, with the deceleration differences and correction coefficients being negatively correlated.

[0074] When the deceleration difference is positive, the first correction coefficient can be corrected based on the second correction coefficient to reduce the target correction coefficient used to correct the current braking force of the vehicle; when the deceleration difference is negative, the first correction coefficient can be corrected based on the second correction coefficient to increase the target correction coefficient used to correct the current braking force of the vehicle.

[0075] In other words, in the aforementioned formula (3), the target correction coefficient K can be determined by the brake controller using the following formula (4).

[0076] (4)

[0077] In formula (4), K represents the target correction coefficient; k1 represents the first correction coefficient; and k2 represents the second correction coefficient.

[0078] In this case, based on formula (4), formula (3) can be equivalent to the following formula (5).

[0079] (5)

[0080] In formula (5), F 目标制动 This represents the vehicle's target braking force (unit: N); m represents the vehicle's total mass (unit: kilograms); a x This represents the vehicle's current braking deceleration (unit: m / s²). 2 k1 represents the first correction factor; k2 represents the second correction factor.

[0081] By adopting this implementation method, the brake controller can flexibly adjust the braking strategy by introducing a dynamic target correction coefficient (or weight) mechanism. This avoids collisions without affecting comfort. When an obstacle is detected in front of the vehicle, the brakes are applied slightly first, and then the braking intensity is gradually increased based on the target correction coefficient to avoid a collision. This allows the system to adapt to different driving conditions (such as different vehicle speeds) and braking in emergency situations, avoiding the problem of braking too early or too late.

[0082] In one alternative implementation, Figure 1 In step S101 of the vehicle braking control method shown, the brake controller determines the relative distance level corresponding to the relative distance between the vehicle and the obstacle in the following ways: determining the braking distance of the vehicle; and determining the relative distance level corresponding to the relative distance between the vehicle and the obstacle based on the braking distance.

[0083] In some embodiments, the brake controller may use the following formula (6) to determine the braking distance of the vehicle.

[0084] (6)

[0085] In formula (6), s represents the vehicle's braking distance (unit: m); v represents the current vehicle speed (unit: km / h); and t represents the braking time (unit: s).

[0086] In some embodiments, the relative distance level can be at least one of the following: far, medium, and near; the brake controller determines the relative distance level corresponding to the relative distance between the vehicle and the obstacle based on the braking distance in the following ways: when the distance difference between the braking distance and the relative distance is less than or equal to a first preset distance threshold, the relative distance level corresponding to the relative distance between the vehicle and the obstacle is determined to be near; when the distance difference between the braking distance and the relative distance is greater than the first preset distance threshold and less than or equal to a second preset distance, the relative distance level corresponding to the relative distance between the vehicle and the obstacle is determined to be medium; when the distance difference between the braking distance and the relative distance is greater than the second preset distance, the relative distance level corresponding to the relative distance between the vehicle and the obstacle is determined to be far; wherein, the first preset distance threshold is less than the second preset distance threshold.

[0087] For example, assuming a relative distance of 10 meters, a first preset distance threshold of 3 meters, and a second preset distance threshold of 5 meters; in this case, assuming a braking distance of 7.5 meters, the brake controller can determine that the distance difference between the braking distance and the relative distance (10 meters - 7.5 meters = 2.5 meters) is less than the first preset distance threshold of 3 meters. In this case, the brake controller can determine the relative distance level as near. Assuming a braking distance of 6 meters, the brake controller can determine that the distance difference between the braking distance and the relative distance (10 meters - 6 meters = 4 meters) is greater than the first preset distance threshold of 3 meters and less than the second preset distance threshold of 5 meters. In this case, the brake controller can determine the relative distance level as medium. Assuming a braking distance of 4 meters, the brake controller can determine that the distance difference between the braking distance and the relative distance (10 meters - 4 meters = 6 meters) is greater than the second preset distance threshold of 5 meters. In this case, the brake controller can determine the relative distance level as far.

[0088] Using this implementation method, the relative distance level corresponding to the relative distance between the vehicle and the obstacle can be determined simply and quickly, thus providing a data basis for the subsequent determination of the first correction coefficient.

[0089] In one alternative implementation, Figure 1 In the vehicle braking control method shown, the brake controller can also determine the vehicle's braking distance and the collision time between the vehicle and the obstacle; when the braking distance is less than the safe distance and the collision time is less than the safe time, it determines the critical braking distance between the vehicle and the obstacle, as well as the warning critical distance; based on the critical braking distance, the warning critical distance, and the actual distance between the vehicle and the obstacle, it determines the warning coefficient; when the warning coefficient is less than the preset warning coefficient threshold, it activates the automatic emergency braking function.

[0090] In some embodiments, the brake controller may use the aforementioned formula (6) to determine the braking distance of the vehicle, which will not be repeated here.

[0091] The Time To Collision (TTC), also known as the estimated time to collision, refers to the remaining time required for a collision to occur between the vehicle and the obstacle, assuming the relative speed between them remains constant.

[0092] In some embodiments, the brake controller may use the following formula (7) to determine the collision time between the vehicle and the obstacle.

[0093] (7)

[0094] In formula (7), TTC represents the collision time between the vehicle and the obstacle (unit: s); S rel V represents the relative distance between the vehicle and the obstacle (unit: m); rel This represents the relative longitudinal velocity of the vehicle and the obstacle (unit: m / s).

[0095] In some embodiments, the brake controller determines the critical braking distance between the vehicle and an obstacle, which may include any of the following: when the braking time of the vehicle is greater than or equal to a first time threshold, determining the critical braking distance between the vehicle and the obstacle based on the first time threshold, the vehicle's current speed, a second time threshold, and the current road surface adhesion coefficient, wherein the first time threshold is greater than the second time threshold; or, when the braking time is less than the first time threshold, determining the critical braking distance between the vehicle and the obstacle based on the first time threshold, the vehicle's current speed, the second time threshold, the current road surface adhesion coefficient, and the obstacle's moving speed, wherein the first time threshold is greater than the second time threshold; wherein the braking time is determined based on the vehicle's current speed and the current road surface adhesion coefficient; the first time threshold is the time required for the vehicle to decelerate from its current position to a first position, and the second time threshold is the time required for the vehicle to decelerate from its current position to a second position; the first distance between the first position and the vehicle is greater than the second distance between the second position and the vehicle, and less than the target distance between the vehicle and the obstacle.

[0096] Optionally, the brake controller can conduct experiments with the distance between the vehicle and the obstacle as S, the current vehicle speed as v, and the warning issued at a first position x1 in front of the vehicle, to determine the time required for the vehicle to decelerate from the current position x0 to the first position x1 (corresponding to the aforementioned first time threshold); and conduct experiments with the distance between the vehicle and the obstacle as S, the current vehicle speed as v, and the warning issued at a second position x2 in front of the vehicle, to determine the time required for the vehicle to decelerate from the current position x0 to the second position x2 (corresponding to the aforementioned second time threshold); wherein the distance between x0 and x1 (corresponding to the aforementioned first distance) is greater than the distance between x0 and x2 (corresponding to the aforementioned second distance).

[0097] The first and second time thresholds are illustrated below with examples.

[0098] For example, assuming the distance between the vehicle and the obstacle is 100m, and the vehicle's current speed is 100m / s, the first time threshold could be the time required for the vehicle to decelerate from its current position at an initial speed of 100m / s to a point 80m ahead of it. In this case, the aforementioned first position is the position 80m ahead of the vehicle, and the first distance between the vehicle and the first position is 80m. The second time threshold could be the time required for the vehicle to decelerate from its current position at an initial speed of 100m / s to a point 50m ahead of it. In this case, the aforementioned second position is the position 50m ahead of the vehicle, and the second distance between the vehicle and the second position is 50m.

[0099] In some embodiments, when the brake controller determines the critical braking distance between the vehicle and the obstacle based on a first time threshold, the vehicle's current speed, a second time threshold, and the current road surface adhesion coefficient, the following formula (8) may be used.

[0100] (8)

[0101] In formula (8), d br This represents the critical braking distance between the vehicle and the obstacle (unit: m); v rel It represents the relative speed between the vehicle and the obstacle (unit: km / h), which can be obtained by subtracting the obstacle's speed from the vehicle's speed; This represents the road surface adhesion coefficient; g represents the acceleration due to gravity (unit: m / s²). 2 ); t1 represents the second time threshold (unit: s); t2 represents the first time threshold (unit: s).

[0102] In some embodiments, when the brake controller determines the critical braking distance between the vehicle and the obstacle based on a first time threshold, the vehicle's current speed, a second time threshold, the current road surface adhesion coefficient, and the obstacle's moving speed, it may use the following formula (9).

[0103] (9)

[0104] In formula (9), d br This represents the critical braking distance between the vehicle and the obstacle (unit: m); v 车辆 This indicates the vehicle's speed (unit: km / h); v 障碍物 This indicates the speed at which the obstacle is moving (unit: km / h). This represents the road surface adhesion coefficient; g represents the acceleration due to gravity (unit: m / s²). 2 ); t1 represents the second time threshold (unit: s); t2 represents the first time threshold (unit: s). In some embodiments, the warning critical distance refers to the distance corresponding to the second time threshold t1.

[0105] In some embodiments, when the brake controller determines the warning coefficient based on the braking critical distance, the warning critical distance, and the actual distance between the vehicle and the obstacle, the following formula (10) may be used.

[0106] (10)

[0107] In formula (10), This represents the warning coefficient; drel represents the actual distance (in meters) between the vehicle and the obstacle; d br This represents the critical braking distance between the vehicle and the obstacle (unit: m); d w This indicates the critical distance for early warning (unit: m).

[0108] In some embodiments, the preset warning coefficient threshold can be 0.

[0109] In some embodiments, the brake controller may output a first warning message when the warning coefficient is greater than or equal to a preset warning coefficient threshold, and the collision time is greater than or equal to a second time threshold and less than or equal to a first time threshold. The first time threshold is a pre-calibrated time required for the vehicle to decelerate from its current position to a first position, and the second time threshold is a pre-calibrated time required for the vehicle to decelerate from its current position to a second position. A first distance between the first position and the vehicle is greater than 0 and less than a target distance between the vehicle and an obstacle. A second distance between the second position and the vehicle is greater than the first distance and less than the target distance. The first time threshold is greater than the second time threshold. If the collision time is greater than the first time threshold, a second warning message is output. The warning message serves as a prompt to decelerate the vehicle. This allows the driver to promptly decelerate the vehicle based on the warning message, thereby improving driving safety.

[0110] Optionally, the warning information may be at least one of visual warning information, audible warning information, and tactile warning information.

[0111] Visual warning information could include, for example, the brake controller outputting a vehicle collision icon or flashing "Brake" text to the instrument panel or head-up display, causing the instrument panel or head-up display to show the vehicle collision icon or flashing "Brake" text. Auditory warning information could include, for example, the brake controller outputting a buzzer, a rapid "beep beep beep," or a synthesized voice prompt saying "Brake!" Tactile warning information could include, for example, the brake controller controlling the vibration of the steering wheel or driver's seat.

[0112] Using this implementation method, the automatic emergency braking function can be activated in a timely manner when the warning coefficient is less than the preset warning coefficient threshold.

[0113] The following is combined with Figure 3 This paper provides an overall description of the vehicle braking control method provided in the embodiments of this application. Please refer to [link / reference]. Figure 3 , Figure 3 This is a schematic flowchart of another vehicle braking control method provided in an embodiment of this application. Figure 3 As shown, the vehicle braking control method may include, but is not limited to, the following steps:

[0114] S301, Obtain vehicle information and obstacle information.

[0115] This includes vehicle information such as vehicle speed and the coefficient of friction of the road surface. Obstacle information includes, for example, the speed at which the obstacle is moving.

[0116] Optionally, obstacles could be, for example, vehicles in front, pedestrians, etc.

[0117] S302. Determine the vehicle's braking distance and the collision time between the vehicle and the obstacle.

[0118] In an alternative implementation, the brake controller may determine the braking distance of the vehicle based on the vehicle information obtained in step S301 using the aforementioned formula (6).

[0119] In an optional implementation, the brake controller may determine the collision time between the vehicle and the obstacle using the aforementioned formula (7) based on the vehicle information and obstacle information obtained in step S301.

[0120] S303. Determine whether the braking distance is less than the safe distance and whether the collision time is less than the safe time. If yes, proceed to step S304; otherwise, proceed to step S301.

[0121] S304. Determine whether the warning coefficient is less than 0. If yes, proceed to steps S305 to S307; otherwise, proceed to steps S308 to S311.

[0122] S305. Activate the automatic emergency braking function and determine the relative distance level corresponding to the relative distance between the vehicle and the obstacle, and determine the relative speed level corresponding to the relative speed between the vehicle and the obstacle.

[0123] Among them, the relative distance levels correspond to different degrees of relative distance, and the relative speed levels correspond to different degrees of relative speed.

[0124] S306. Based on the relative distance level and relative speed level, determine the target correction factor for correcting the vehicle's current braking force.

[0125] In one optional implementation, the relative distance level includes a longitudinal relative distance level and a lateral relative distance level, and the relative speed level includes a longitudinal relative speed level and a lateral relative speed level. The brake controller determines a target correction coefficient for correcting the vehicle's current braking force based on the relative distance level and the relative speed level. This can be achieved by: determining a first correction coefficient based on the longitudinal relative distance level, the lateral relative distance level, the longitudinal relative speed level, and the lateral relative speed level; determining a second correction coefficient based on the difference between the vehicle's actual deceleration and the desired deceleration; correcting the first correction coefficient using the second correction coefficient; and using the corrected first correction coefficient as the target correction coefficient for correcting the vehicle's current braking force.

[0126] Optionally, the target correction factor can be determined by the brake controller using the aforementioned formula (4).

[0127] S307. Based on the current braking force and the target correction coefficient, determine the target braking force, and based on the target braking force, perform braking control on the vehicle.

[0128] In an alternative implementation, the brake controller may determine the target braking force using the aforementioned formula (5) based on the current braking force and the target correction coefficient.

[0129] S308. Determine whether the collision time is greater than the second time threshold. If yes, proceed to steps S309 to S311; otherwise, proceed to step S301.

[0130] S309, Output the first warning information.

[0131] S310. Determine whether the collision time is greater than the first time threshold. If yes, proceed to step S311; otherwise, proceed to step S301.

[0132] The first time threshold is the pre-defined time required for the vehicle to decelerate from its current position to the first position, and the second time threshold mentioned in step S308 is the pre-defined time required for the vehicle to decelerate from its current position to the second position. The first distance between the first position and the vehicle is greater than the second distance between the second position and the vehicle, but less than the target distance between the vehicle and the obstacle.

[0133] S311, Output the second warning information.

[0134] In this embodiment, on the one hand, since the target correction coefficient is related to the relative distance level and the relative speed level, and the relative distance level is related to the vehicle's braking distance, while the relative speed is related to the vehicle's speed, when the vehicle's automatic emergency braking function is activated, by introducing a mechanism to dynamically determine the target correction coefficient (or weight), the braking strategy can be flexibly adjusted. This allows for adaptation to different driving conditions (such as different vehicle speeds) and braking in emergency situations, avoiding the problem of braking too early or too late, and improving the reliability of emergency braking. This enables adaptive braking control for different driving conditions and emergency situations. On the other hand, since factors such as the road surface adhesion coefficient are considered in the process of determining the warning coefficient, the accuracy of the determined warning coefficient can be improved, thus providing more comprehensive and reliable support for emergency braking.

[0135] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0136] In an optional implementation, this application also provides a vehicle braking control system. See also... Figure 4 , Figure 4 This is a schematic diagram of a vehicle braking control system provided in an embodiment of this application. Figure 4As shown, the vehicle braking control system can be composed of an electronic stability control subsystem and an intelligent braking subsystem. The electronic stability control subsystem includes an electronic stability controller, which acquires the wheel speeds collected by wheel speed sensors (such as the left front wheel speed sensor, right front wheel speed sensor, left rear wheel speed sensor, and right rear wheel speed sensor) for each wheel in the vehicle. Based on multiple wheel speeds, it determines the vehicle's driving status information and sends this information to the braking controller.

[0137] The intelligent braking subsystem includes a brake controller, which is used to control the vehicle's braking based on driving status information, and to perform adaptive braking control for different driving conditions and emergency situations.

[0138] In some embodiments, in the event of a brake controller malfunction, the electronic stability controller can monitor vehicle driving status information through wheel speed sensors and intelligently distribute braking force to achieve stable control and efficient braking.

[0139] Based on the same inventive concept, this application also provides a vehicle braking control device for implementing the vehicle braking control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations of one or more vehicle braking control device embodiments provided below can be found in the limitations of the vehicle braking control method described above, and will not be repeated here.

[0140] Please see Figure 5 , Figure 5 This is a schematic diagram of the structure of a vehicle braking control device provided in an embodiment of this application. Figure 5 As shown, the vehicle braking control device may include, but is not limited to:

[0141] The level determination module 501 is used to determine the relative distance level corresponding to the relative distance between the vehicle and the obstacle, and the relative speed level corresponding to the relative speed between the vehicle and the obstacle when the automatic emergency braking function of the vehicle is activated; the relative distance level corresponds to different degrees of distance, and the relative speed level corresponds to different degrees of speed.

[0142] The correction factor determination module 502 is used to determine a target correction factor for correcting the current braking force of the vehicle based on the relative distance level and the relative speed level.

[0143] The determination and control module 503 is used to determine the target braking force based on the current braking force and the target correction coefficient, and to perform braking control on the vehicle based on the target braking force.

[0144] In some embodiments, the relative distance level includes a longitudinal relative distance level and a lateral relative distance level, and the relative speed level includes a longitudinal relative speed level and a lateral relative speed level; when the correction coefficient determination module 502 determines a target correction coefficient for correcting the current braking force of the vehicle based on the relative distance level and the relative speed level, it is specifically used to: determine a first correction coefficient based on the longitudinal relative distance level, the lateral relative distance level, the longitudinal relative speed level, and the lateral relative speed level; and determine a target correction coefficient for correcting the current braking force of the vehicle based on the first correction coefficient.

[0145] In some embodiments, when the correction coefficient determination module 502 determines a target correction coefficient for correcting the current braking force of the vehicle based on a first correction coefficient, it specifically performs the following steps: determining a second correction coefficient based on the difference between the actual deceleration and the desired deceleration of the vehicle; and using the product of the first correction coefficient and the second correction coefficient as the target correction coefficient for correcting the current braking force of the vehicle.

[0146] In some embodiments, when the correction coefficient determining module 502 determines the first correction coefficient based on the longitudinal relative distance level, the lateral relative distance level, the longitudinal relative speed level, and the lateral relative speed level, it is specifically used to: obtain the first correction coefficient corresponding to the longitudinal relative distance level, the lateral relative distance level, the longitudinal relative speed level, and the lateral relative speed level based on the correspondence relationship; wherein, the correspondence relationship includes the correspondence relationship between multiple level combinations and multiple correction coefficients, and the multiple level combinations include the longitudinal relative distance level, the lateral relative distance level, the longitudinal relative speed level, and the lateral relative speed level; the degree of distance represented by the longitudinal relative distance level and the lateral relative distance level is negatively correlated with the correction coefficient; the degree of relative speed represented by the longitudinal relative speed level and the lateral relative speed level is positively correlated with the correction coefficient.

[0147] In some embodiments, when determining the relative distance level corresponding to the relative distance between the vehicle and the obstacle, the level determination module 501 is specifically used to: determine the braking distance of the vehicle; and determine the relative distance level corresponding to the relative distance between the vehicle and the obstacle based on the braking distance.

[0148] In some embodiments, the determination and control module 503 is further configured to: determine the braking distance of the vehicle and the collision time between the vehicle and the obstacle; determine the critical braking distance and the warning critical distance between the vehicle and the obstacle when the braking distance is less than the safe distance and the collision time is less than the safe time; determine the warning coefficient based on the critical braking distance, the warning critical distance, and the actual distance between the vehicle and the obstacle; and activate the automatic emergency braking function when the warning coefficient is less than a preset warning coefficient threshold.

[0149] In some embodiments, when determining the critical braking distance between the vehicle and an obstacle, the determination and control module 503 may perform any of the following: if the braking time of the vehicle is greater than or equal to a first time threshold, determine the critical braking distance between the vehicle and the obstacle based on the first time threshold, the vehicle's current speed, a second time threshold, and the current road surface adhesion coefficient, wherein the first time threshold is greater than the second time threshold; or, if the braking time is less than the first time threshold, determine the critical braking distance between the vehicle and the obstacle based on the first time threshold, the vehicle's current speed, the second time threshold, the current road surface adhesion coefficient, and the obstacle's moving speed, wherein the first time threshold is greater than the second time threshold; wherein the braking time is determined based on the vehicle's current speed and the current road surface adhesion coefficient; the first time threshold is a pre-calibrated time required for the vehicle to decelerate from its current position to a first position, and the second time threshold is a pre-calibrated time required for the vehicle to decelerate from its current position to a second position; the first distance between the first position and the vehicle is greater than the second distance between the second position and the vehicle, and less than the target distance between the vehicle and the obstacle.

[0150] In some embodiments, the determination and control module 503 can also be used to output a first warning message when the warning coefficient is greater than or equal to a preset warning coefficient threshold, and the collision time is greater than or equal to a second time threshold and less than or equal to a first time threshold; the first time threshold is a pre-calibrated time required for the vehicle to decelerate from the current position to the first position, and the second time threshold is a pre-calibrated time required for the vehicle to decelerate from the current position to the second position; the first distance between the first position and the vehicle is greater than the second distance between the second position and the vehicle, and less than the target distance between the vehicle and the obstacle; the first time threshold is greater than the second time threshold; and when the collision time is greater than the first time threshold, a second warning message is output; wherein, the warning message is used to prompt the vehicle to decelerate.

[0151] It is understood that the specific implementation of each module in the vehicle braking control device provided in this application embodiment and the beneficial effects that can be achieved can be referred to the description of the aforementioned vehicle braking control method embodiment, and will not be repeated here.

[0152] The various modules in the aforementioned vehicle braking control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the vehicle's memory as software, so that the processor can call and execute the corresponding operations of each module.

[0153] In one exemplary embodiment, a vehicle is provided whose internal structure diagram can be as follows: Figure 6As shown, the vehicle includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The vehicle's processor provides computing and control capabilities. The vehicle's memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The vehicle's input / output interface is used for exchanging information between the processor and external devices. The vehicle's communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, NFC (Near Field Communication), or other technologies. When the computer program is executed by the processor, it implements a vehicle braking control method. The vehicle's display unit is used to form a visually visible image and can be a display screen, projection device, or virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the vehicle can be a touch layer covering the display screen, or it can be a button, trackball, or touchpad installed in the vehicle.

[0154] Those skilled in the art will understand that Figure 6 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the vehicle to which the present application is applied. A specific vehicle may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0155] In one exemplary embodiment, this application provides a vehicle including a memory and a brake controller, wherein the memory stores a computer program; when the brake controller executes the computer program, it implements the steps in the above-described vehicle braking control methods.

[0156] In one exemplary embodiment, this application provides a computer-readable storage medium having a computer program stored thereon. When executed by a processor, the computer program implements the steps in the above-described vehicle braking control methods.

[0157] In one exemplary embodiment, this application provides a computer program product, including a computer program. When executed by a processor, the computer program implements the steps in the aforementioned vehicle braking control methods.

[0158] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0159] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0160] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A vehicle braking control method, characterized in that, The method includes: When the vehicle's automatic emergency braking function is activated, the relative distance level corresponding to the relative distance between the vehicle and the obstacle is determined, and the relative speed level corresponding to the relative speed between the vehicle and the obstacle is determined; different relative distance levels correspond to different degrees of relative distance, and different relative speed levels correspond to different degrees of relative speed. Based on the relative distance level and the relative speed level, a target correction factor is determined for correcting the current braking force of the vehicle; Based on the current braking force and the target correction coefficient, a target braking force is determined, and based on the target braking force, braking control is applied to the vehicle.

2. The method according to claim 1, characterized in that, The relative distance level includes a longitudinal relative distance level and a lateral relative distance level, and the relative speed level includes a longitudinal relative speed level and a lateral relative speed level; the step of determining a target correction coefficient for correcting the current braking force of the vehicle based on the relative distance level and the relative speed level includes: Based on the longitudinal relative distance level, the lateral relative distance level, the longitudinal relative velocity level, and the lateral relative velocity level, a first correction coefficient is determined; Based on the first correction coefficient, a target correction coefficient is determined for correcting the current braking force of the vehicle.

3. The method according to claim 2, characterized in that, The step of determining a target correction coefficient for correcting the current braking force of the vehicle based on the first correction coefficient includes: The second correction factor is determined based on the difference between the actual deceleration and the expected deceleration of the vehicle. The product of the first correction factor and the second correction factor is used as the target correction factor for correcting the current braking force of the vehicle.

4. The method according to claim 1, characterized in that, Determining the relative distance level corresponding to the relative distance between the vehicle and the obstacle includes: Determine the braking distance of the vehicle; Based on the braking distance, a relative distance level corresponding to the relative distance between the vehicle and the obstacle is determined.

5. The method according to any one of claims 1 to 4, characterized in that, The method further includes: Determine the braking distance of the vehicle and the collision time between the vehicle and the obstacle; When the braking distance is less than the safe distance and the collision time is less than the safe time, determine the critical braking distance and the critical warning distance between the vehicle and the obstacle; A warning coefficient is determined based on the braking critical distance, the warning critical distance, and the actual distance between the vehicle and the obstacle. If the warning coefficient is less than the preset warning coefficient threshold, the automatic emergency braking function is activated.

6. The method according to claim 5, characterized in that, Determining the critical braking distance between the vehicle and the obstacle includes any one of the following: If the braking time of the vehicle is greater than or equal to a first time threshold, the critical braking distance between the vehicle and the obstacle is determined based on the first time threshold, the current speed of the vehicle, a second time threshold, and the current road surface adhesion coefficient, wherein the first time threshold is greater than the second time threshold. or, If the braking time is less than a first time threshold, the critical braking distance between the vehicle and the obstacle is determined based on the first time threshold, the vehicle's current speed, the second time threshold, the current road surface adhesion coefficient, and the obstacle's moving speed; the first time threshold is greater than the second time threshold. The braking time is determined based on the vehicle's current speed and the current road surface adhesion coefficient. The first time threshold is the time required for the vehicle to decelerate from its current position to the first position, and the second time threshold is the time required for the vehicle to decelerate from its current position to the second position; the first distance between the first position and the vehicle is greater than the second distance between the second position and the vehicle, and less than the target distance between the vehicle and the obstacle.

7. The method according to claim 5, characterized in that, The method further includes: When the warning coefficient is greater than or equal to the preset warning coefficient threshold, and the collision time is greater than or equal to the second time threshold and less than or equal to the first time threshold, a first warning message is output; the first time threshold is the time required for the vehicle to decelerate from the current position to the first position, and the second time threshold is the time required for the vehicle to decelerate from the current position to the second position; the first distance between the first position and the vehicle is greater than the second distance between the second position and the vehicle, and less than the target distance between the vehicle and the obstacle; the first time threshold is greater than the second time threshold; If the collision time exceeds the first time threshold, a second warning message will be output. The warning information is used to prompt the vehicle to slow down.

8. A vehicle braking control device, characterized in that, The device includes: The level determination module is used to determine the relative distance level corresponding to the relative distance between the vehicle and the obstacle, and the relative speed level corresponding to the relative speed between the vehicle and the obstacle, when the automatic emergency braking function of the vehicle is activated; different relative distance levels correspond to different degrees of relative distance, and different relative speed levels correspond to different degrees of relative speed. The correction coefficient determination module is used to determine a target correction coefficient for correcting the current braking force of the vehicle based on the relative distance level and the relative speed level. The determination and control module is used to determine the target braking force based on the current braking force and the target correction coefficient, and to perform braking control on the vehicle based on the target braking force.

9. A vehicle, comprising a memory and a brake controller, characterized in that, The memory stores a computer program; when the brake controller executes the computer program, it implements the steps of the method according to any one of claims 1 to 7.

10. A vehicle braking control system, characterized in that, It includes an electronic stability control subsystem and an intelligent braking subsystem; the electronic stability control subsystem includes an electronic stability controller, and the intelligent braking subsystem includes a brake controller. The electronic stability controller is used to acquire the wheel speeds collected by the wheel speed sensors corresponding to each wheel in the vehicle, determine the driving status information of the vehicle based on multiple wheel speeds, and send the driving status information to the brake controller. The brake controller is used to perform braking control on the vehicle based on the driving status information.

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