Bus one-key braking linkage intelligent control method and system and medium

Abstract

The embodiment of the invention provides a bus one-key braking linkage intelligent control method and system and a medium. The method comprises the steps that braking data are collected and processed to obtain a braking request, a parking strategy is obtained and locked according to the braking request in combination with vehicle operation and environment data processing, vehicle operation and environment associated data are collected to construct a deceleration-vehicle condition-road surface model, and a deceleration instruction is obtained; a parking track strategy is obtained according to vehicle operation and environment data processing, vehicle networking information service data is collected and combined with preset initial braking pressure and stable parking condition processing to obtain a graded braking pressure supplementing and vehicle door control strategy, and vehicle end data is collected and processed to obtain a one-key braking event report. According to the method, remote events are inquired, remote parameters and emergency instructions are issued, through mistaken touch prevention parking requests, multi-dimensional trigger judgment, cooperative control execution, safe parking and full-process linkage, smooth deceleration and side pulling of the vehicle, warning inside and outside the vehicle and platform linkage are achieved, the safety of passengers and pedestrians is guaranteed, and the emergency disposal efficiency is improved.

Description

Technical Field

[0001] This application relates to the field of public transportation vehicle safety control technology, and more specifically, to a one-button braking linkage intelligent control method, system, and medium for buses. Background Technology

[0002] With the continuous increase in the number and operating density of urban buses, the operating environment of buses on urban roads, bus lanes, and near bus stops is becoming increasingly complex. Drivers are often in a high-intensity, high-stress working state, and situations such as fatigue driving, sudden illness, or distraction occur frequently. Once a driver suddenly loses control of the vehicle while it is in motion, it is very easy to cause the vehicle to go out of control, resulting in serious personal injury and property damage. Although existing buses are equipped with active safety systems such as forward collision warning, automatic emergency braking, lane departure warning, and driver monitoring systems, they do not adequately consider the failure scenario of "the driver losing control of the vehicle" and lack a mechanism that allows passengers to actively intervene and directly bring the vehicle to a safe and smooth stop.

[0003] Therefore, relevant technical solutions are urgently needed to address the above problems. Summary of the Invention

[0004] The purpose of this application is to provide a one-button braking linkage intelligent control method, system and medium for buses, which can realize smooth vehicle deceleration, safe parking, internal and external warnings and linkage with the operation platform, so as to ensure the safety of passengers and pedestrians and improve emergency response efficiency.

[0005] This application also provides a one-button braking linkage intelligent control method for buses, including the following steps: Collect braking data, process it, obtain braking request signal data, and execute feedback actions; The braking request signal data is processed to obtain braking request level data. Combined with vehicle operation and environmental data, a parking strategy is obtained to execute the parking action and lock control. Collect vehicle operation and environmental data and perform correlation mapping to construct a deceleration-vehicle condition-road surface model. Obtain vehicle deceleration command data and perform vehicle deceleration and lane stability control. Process the vehicle operation and environmental data to obtain a roadside parking trajectory strategy and perform vehicle parking. The system collects vehicle network information service data and processes it in conjunction with preset initial braking pressure data and stop determination condition data to obtain a graded braking pressure compensation strategy and a door control strategy, and then implements control measures. Collect vehicle-side data and perform correlation processing to obtain one-click braking event reports, query remote events and issue remote parameters and emergency commands, and manage the entire one-click braking process data.

[0006] Optionally, in the one-button braking linkage intelligent control method for buses described in this application embodiment, the step of collecting and processing braking data to obtain braking request signal data and executing feedback actions includes: Braking data is collected in real time through a preset control terminal, and braking judgment and processing data are preset. The braking data includes physical state data and operation signal data; The braking judgment and processing data includes the press duration threshold, double-click confirmation interval threshold, de-shake processing time window, and protective cover trigger logic; The braking data is processed in combination with braking judgment and processing data. If all judgments are satisfied, braking request signal data is obtained and a valid feedback action is executed. If any judgment is not satisfied, an invalid feedback action is executed.

[0007] Optionally, in the one-button braking linkage intelligent control method for buses described in this application embodiment, the step of processing the braking request signal data to obtain braking request level data, and combining it with vehicle operation and environmental data to obtain a parking strategy, execute the parking action, and lock control includes: The system collects in-vehicle intelligent sensing data through preset interfaces, including driver status monitoring information and vehicle operation and environmental data. The braking request signal data is processed to obtain braking request level data. The braking request level data includes normal priority data and high priority data; The high-priority data is processed in conjunction with vehicle operation and environmental data, and a parking determination model is preset to obtain a parking strategy. The parking strategy is processed accordingly, a parking action is executed, and control is locked.

[0008] Optionally, in the intelligent control method for one-button braking linkage of a bus described in the embodiments of this application, the step of collecting vehicle operation and environmental correlation data and performing correlation mapping to construct a deceleration-vehicle condition-road surface model, obtaining vehicle deceleration command data and performing vehicle deceleration and lane stability control, and processing the vehicle operation and environmental data to obtain a roadside parking trajectory strategy and perform vehicle parking includes: Vehicle operation and environmental data are collected through a preset interface, including vehicle speed data, vehicle load data, standing passenger ratio data, and road condition data. Based on the vehicle operation and environmental correlation data, a correlation mapping process is performed to construct a deceleration-vehicle condition-road surface correlation model; The deceleration-vehicle condition-road surface correlation model is used to process the data to obtain vehicle deceleration curve data. The vehicle deceleration curve data is processed to obtain vehicle deceleration command data, and vehicle deceleration and lane stability control are performed. The vehicle operation and environmental data are processed to obtain a roadside parking trajectory strategy for vehicle parking.

[0009] Optionally, in the one-button braking linkage intelligent control method for buses described in this application embodiment, the step of collecting vehicle network information service data and processing it in combination with preset initial braking pressure data and stopping and stabilizing condition data to obtain a graded braking pressure compensation strategy and a door control strategy, and then controlling them, includes: Vehicle network information service data is collected through preset interfaces, including vehicle attitude and braking status data, road type data, and environmental safety status data. The vehicle network information service data is processed in combination with preset initial braking pressure data and stop determination condition data to obtain a graded braking pressure replenishment strategy and perform braking. The vehicle door control strategy is obtained and implemented by processing the road type data and environmental safety status data.

[0010] Optionally, in the intelligent control method for one-button braking of a bus described in this application embodiment, the step of collecting vehicle-side data and performing correlation processing to obtain a one-button braking event report, querying remote events and issuing remote parameters and emergency commands, and managing the entire one-button braking process data includes: The system collects vehicle-side data through a preset interface, including vehicle identification data, vehicle location status data, vehicle braking trigger type data, and vehicle operating status data, to obtain initial reporting data. Collect deceleration progress data, edge status data and system status data according to preset cycles and thresholds to obtain process reporting data; The vehicle's final location data, final vehicle status data, and final environmental correlation data are collected through a preset interface to obtain the final parking status data. The initial reported data, process reported data, and final parking status data are correlated to obtain a one-click braking event report; The system processes the one-click braking event report, queries remote events, issues remote parameters and emergency commands, and manages the entire one-click braking process data.

[0011] Secondly, embodiments of this application provide a one-button braking linkage intelligent control system for buses. This system includes a memory and a processor. The memory includes a program for a one-button braking linkage intelligent control method for buses. When the program for the one-button braking linkage intelligent control method for buses is executed by the processor, it implements the following steps: Collect braking data, process it, obtain braking request signal data, and execute feedback actions; The braking request signal data is processed to obtain braking request level data. Combined with vehicle operation and environmental data, a parking strategy is obtained to execute the parking action and lock control. Collect vehicle operation and environmental data and perform correlation mapping to construct a deceleration-vehicle condition-road surface model. Obtain vehicle deceleration command data and perform vehicle deceleration and lane stability control. Process the vehicle operation and environmental data to obtain a roadside parking trajectory strategy and perform vehicle parking. The system collects vehicle network information service data and processes it in conjunction with preset initial braking pressure data and stop determination condition data to obtain a graded braking pressure compensation strategy and a door control strategy, and then implements control measures. Collect vehicle-side data and perform correlation processing to obtain one-click braking event reports, query remote events and issue remote parameters and emergency commands, and manage the entire one-click braking process data.

[0012] Optionally, in the one-button braking linkage intelligent control system for buses described in this application embodiment, the step of collecting and processing braking data to obtain braking request signal data and executing feedback actions includes: Braking data is collected in real time through a preset control terminal, and braking judgment and processing data are preset. The braking data includes physical state data and operation signal data; The braking judgment and processing data includes the press duration threshold, double-click confirmation interval threshold, de-shake processing time window, and protective cover trigger logic; The braking data is processed in combination with braking judgment and processing data. If all judgments are satisfied, braking request signal data is obtained and a valid feedback action is executed. If any judgment is not satisfied, an invalid feedback action is executed.

[0013] Optionally, in the one-button braking linkage intelligent control system for buses described in this application embodiment, the step of processing the braking request signal data to obtain braking request level data, and combining it with vehicle operation and environmental data to obtain a parking strategy, execute the parking action, and lock control includes: The system collects in-vehicle intelligent sensing data through preset interfaces, including driver status monitoring information and vehicle operation and environmental data. The braking request signal data is processed to obtain braking request level data. The braking request level data includes normal priority data and high priority data; The high-priority data is processed in conjunction with vehicle operation and environmental data, and a parking determination model is preset to obtain a parking strategy. The parking strategy is processed accordingly, a parking action is executed, and control is locked.

[0014] Thirdly, embodiments of this application also provide a computer-readable storage medium, which includes a program for a one-button braking linkage intelligent control method for buses. When the program for a one-button braking linkage intelligent control method for buses is executed by a processor, it implements the steps of the one-button braking linkage intelligent control method for buses as described in any of the above claims.

[0015] As can be seen from the above, the one-button braking linkage intelligent control method, system, and medium for buses provided in this application embodiment collects and processes braking data to obtain braking request signal data, executes feedback actions, processes the braking request signal data to obtain braking request level data, processes it in conjunction with vehicle operation and environmental data to obtain a parking strategy, executes parking actions, and locks control, collects and maps vehicle operation and environmental correlation data to construct a deceleration-vehicle condition-road surface model, obtains vehicle deceleration command data, performs vehicle deceleration and lane stability control, and processes vehicle operation and environmental data to obtain a roadside parking trajectory strategy. The system then stops the vehicle, collects vehicle network information service data, and processes it in conjunction with preset initial braking pressure data and stopping stability judgment data to obtain and implement graded braking pressure replenishment strategies and door control strategies. It also collects vehicle-side data and performs correlation processing to obtain one-click braking event reports, queries remote events, and issues remote parameters and emergency commands. Furthermore, it manages the entire one-click braking process data. Through measures such as preventing accidental parking request generation, multi-dimensional trigger judgment, collaborative control execution, safe parking management, and full-process platform linkage, it achieves smooth vehicle deceleration, safe parking, in-vehicle and out-of-vehicle warnings, and linkage with the operation platform, ensuring passenger and pedestrian safety and improving emergency response efficiency.

[0016] Other features and advantages of this application will be set forth in the following description and will be apparent in part from the description or may be learned by practicing embodiments of this application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1A flowchart illustrating a one-button braking linkage intelligent control method for buses provided in this application embodiment.

[0019] Figure 2 This application provides a flowchart for generating a stop request to prevent accidental touches in a one-button braking linkage intelligent control method for buses, as part of an embodiment of this application.

[0020] Figure 3 A high-level flowchart of a one-button braking linkage intelligent control method for buses provided in this application embodiment. Detailed Implementation

[0021] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of this application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0022] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0023] Please refer to Figure 1 , Figure 1 This is a flowchart illustrating a one-button braking linkage intelligent control method for buses, as described in some embodiments of this application. This one-button braking linkage intelligent control method for buses is used in terminal devices, such as mobile phones and computers. The one-button braking linkage intelligent control method for buses includes the following steps: S11. Collect braking data, process it, obtain braking request signal data, and execute feedback actions; S12. Process the braking request signal data to obtain braking request level data, and process it in conjunction with vehicle operation and environmental data to obtain a parking strategy, execute the parking action, and lock control. S13. Collect vehicle operation and environmental data and perform correlation mapping to build a deceleration-vehicle condition-road surface model, obtain vehicle deceleration command data and perform vehicle deceleration and lane stability control, process the vehicle operation and environmental data, obtain roadside parking trajectory strategy and perform vehicle parking. S14. Collect vehicle network information service data and process it together with preset initial braking pressure data and stop determination condition data to obtain graded braking pressure compensation strategy and door control strategy, and then control them. S15. Collect vehicle-side data and perform correlation processing to obtain one-click braking event reports, query remote events and issue remote parameters and emergency commands, and manage the entire one-click braking process data.

[0024] The system collects and processes braking data to obtain braking request signal data, executes feedback actions, processes braking request signal data to obtain braking request level data, processes it in conjunction with vehicle operation and environmental data to obtain parking strategies, executes parking actions, and locks control. It collects and maps vehicle operation and environmental correlation data to construct a deceleration-vehicle condition-road surface model, obtains vehicle deceleration command data, and performs vehicle deceleration and lane stability control. It processes vehicle operation and environmental data to obtain roadside parking trajectory strategies and performs vehicle parking. It collects vehicle network information service data and processes it in conjunction with preset initial braking pressure data and stop determination condition data to obtain graded braking pressure compensation strategies and door control strategies and performs control. It collects and processes vehicle-side data to obtain one-click braking event reports, queries remote events, and issues remote parameters and emergency commands. It manages the entire one-click braking process data. Through anti-accidental touch parking request generation, multi-dimensional trigger judgment, collaborative control execution, safe parking management, and full-process platform linkage, it achieves smooth vehicle deceleration, safe parking, in-vehicle and out-of-vehicle warnings, and linkage with the operation platform, ensuring passenger and pedestrian safety and improving emergency response efficiency.

[0025] Please refer to Figure 2 , Figure 2 This is a flowchart illustrating the generation of a stop request to prevent accidental touches in a one-button braking linkage intelligent control system for buses, as described in some embodiments of this application. According to an embodiment of the present invention, the process of collecting and processing braking data to obtain braking request signal data and executing a feedback action specifically includes: S21. Real-time collection of braking data through a preset control terminal, and preset braking judgment and processing data; S22, The braking data includes physical state data and operation signal data; S23, The braking judgment and processing data includes the press duration threshold, double-click confirmation interval threshold, de-shake processing time window and protective cover trigger logic; S24. Process the braking data in combination with braking judgment and processing data. If all judgments are satisfied, obtain braking request signal data and execute a valid feedback action. If any judgment is not satisfied, execute an invalid feedback action.

[0026] One-button brake control terminals are deployed in the front, middle, and rear areas of the carriage, respectively. These terminals incorporate travel sensors, pressure sensors, status detection modules, and signal transmission modules. Braking data is collected in real time via preset control terminals such as physical buttons and touchscreens. A central processing unit, responsible for communicating with the carriage's main control system, presets and processes braking data. This data includes physical status data, such as whether physical buttons have detachable or flip-top protective covers (using Hall effect sensors or limit switches on the covers to determine if they are fully open), and touchscreen detection of any obstructions to the touch area, such as accidental touch prevention film triggering. The system also includes operational signal data. Examples of data include the button's press travel, the touch area and duration of the touch terminal, braking judgment and processing data such as the press duration threshold (adjustable to 2-5 seconds depending on the vehicle model), the double-click confirmation interval threshold (1-2 seconds), the de-shake processing time window (50-200 milliseconds), and the protective cover trigger logic (the control terminal only enters the operable state when the protective cover is fully open). The central processing unit processes the braking data in conjunction with the braking judgment and processing data, sequentially executing the first physical protection judgment, such as requiring physical buttons to have the protective cover fully open and the press travel reaching a preset threshold, and requiring the touch terminal to be triggered without obstruction and the touch area ≥ a preset value. The second operation logic... The algorithm determines whether the duration of a button press or touch exceeds a preset press duration threshold in long-press mode, and whether the interval between two double-click operations is within a double-click confirmation interval threshold in double-click mode, and both operations satisfy the first physical protection judgment. The third judgment involves signal de-jittering. A preset algorithm model, such as a moving average filtering algorithm, processes the braking data that satisfies the first and second judgments within a preset de-jittering time window. If the signal remains stable within the time window without momentary interruptions or fluctuations, it is determined to be a non-interference signal. If the signal momentarily disappears, such as disconnecting within 0.2 seconds, it is determined to be a false touch interference signal and is discarded. If all three judgments are true... If all conditions are met, a valid one-button braking request signal data is obtained and transmitted to the main control system of the passenger compartment. This triggers a prompt from the driver's end, such as a pop-up window on the instrument panel or a soft beep from the buzzer. The control terminal in the corresponding area executes a valid feedback action, such as the indicator light next to the physical button changing from off to a solid green light, or the touch terminal screen displaying that the request has been accepted. Simultaneously, the passenger compartment's zoned voice broadcast announces that the parking request in the central zone has been accepted and asks the driver to confirm. If any of these conditions are not met, the central processing unit does not generate braking request signal data, and the control terminal executes an invalid feedback action, such as the indicator light flashing red 2-3 times or the voice prompt indicating that the operation is invalid and asking the driver to check the protective cover or press and hold for an extended period.

[0027] According to an embodiment of the present invention, the step of processing the braking request signal data to obtain braking request level data, and combining it with vehicle operation and environmental data to obtain a parking strategy, execute the parking action, and lock control, specifically includes: The system collects in-vehicle intelligent sensing data through preset interfaces, including driver status monitoring information and vehicle operation and environmental data. The braking request signal data is processed to obtain braking request level data. The braking request level data includes normal priority data and high priority data; The high-priority data is processed in conjunction with vehicle operation and environmental data, and a parking determination model is preset to obtain a parking strategy. The parking strategy is processed accordingly, a parking action is executed, and control is locked.

[0028] The central control unit collects in-vehicle intelligent sensing data in real time through a preset interface, including driver status monitoring information and vehicle operation and environmental data. The driver status monitoring module collects the driver's facial posture, eye movements, and physiological characteristics. The vehicle control components collect steering wheel operation signals and pedal operation signals. Vehicle operation data includes vehicle speed, gear, braking status, and powertrain status. Road environment data includes road type, lane information, and no-stopping zone markings. The sampling frequency is no less than 10Hz to ensure data real-time performance. The braking request signal data is processed. In this embodiment, the data is preset to be of ordinary priority, and a driver response monitoring window of 3-6 seconds is initiated. Priority enhancement condition data is preset, with condition data one being... Driver incapacity or severe distraction is defined as follows: the driver closes their eyes for more than 3 seconds, tilts their head at an angle greater than 45° for more than 2 seconds, does not operate the steering wheel for more than 10 seconds while not cruise control, or the grip force sensor detects a grip force of less than 10N for more than 2 seconds, or does not operate the accelerator / brake pedal for more than 5 seconds at a speed greater than 35km / h excluding temporary parking scenarios. Meeting any two or more of these conditions constitutes incapacity / severe distraction. Condition two is that the driver does not respond to a normal priority request. If the driver does not perform a valid operation within the preset response monitoring window, such as not pressing the steering wheel confirmation button, not lightly pressing the brake pedal, or not turning the steering wheel more than 15°, it is considered unresponsive. Meeting any one of these conditions elevates the data to high priority. High-priority data is processed in conjunction with vehicle operation and environmental data, and a pre-set parking determination model is implemented. This model includes a speed-based tiered processing model. In low-speed scenarios (below 35 km / h), the vehicle directly enters parking mode, such as slowly pulling over in congested urban areas. In medium-to-high-speed scenarios (above 35 km / h but below 85 km / h), millimeter-wave radar data is used to confirm that there are no continuous obstacles within 40 meters ahead and that the road type is a main road or highway with an emergency lane before entering parking mode. In high-speed dangerous scenarios (above 85 km / h), parking mode is not initiated immediately. Instead, a speed reduction preprocessing is performed to lower the speed to below 85 km / h, and hazard lights are activated. Parking mode is only initiated after the conditions for medium-to-high-speed scenarios are met. A road scenario exclusion process is also included. If the model detects that the vehicle is currently within a no-stopping zone, such as inside a tunnel, at a railway crossing, or within 25 meters of a school zone, it will enter delayed parking mode. A voice prompt will indicate that parking is prohibited in the current area. The model will then proceed to the nearest safe area and plan the shortest safe parking route, obtaining a parking strategy. Upon execution of the parking maneuver and regaining control, the first stage of the parking maneuver involves activating the hazard lights and sounding the warning horn. An in-vehicle voice announcement will announce that the vehicle is entering emergency parking mode and passengers should hold on tight. The second stage involves linear braking, while simultaneously adjusting the steering angle according to road width. The third stage, when the vehicle speed decreases to 5 km / h, automatically shifts to neutral (N) and continues braking until a complete stop. After stopping, the electronic parking brake will be engaged and the doors will unlock. In parking mode, all acceleration commands will be disabled and steering operations will be restricted.The system retains only the brake pedal for enhanced braking until the vehicle is fully parked, at which point control is automatically unlocked. During parking, the in-vehicle display shows the current speed, remaining parking distance, and safety status in real time. If braking failure occurs, the system immediately switches to the backup braking scheme, such as using motor-assisted braking, and sends an emergency fault notification containing location information to the backend. Once the vehicle is fully parked, the system automatically dials the emergency contact number and uploads the parking location and driver status data.

[0029] According to an embodiment of the present invention, the steps of collecting vehicle operation and environmental correlation data and performing correlation mapping to construct a deceleration-vehicle condition-road surface model, obtaining vehicle deceleration command data and performing vehicle deceleration and lane stability control, and processing the vehicle operation and environmental data to obtain a roadside parking trajectory strategy and perform vehicle parking are as follows: Vehicle operation and environmental data are collected through a preset interface, including vehicle speed data, vehicle load data, standing passenger ratio data, and road condition data. Based on the vehicle operation and environmental correlation data, a correlation mapping process is performed to construct a deceleration-vehicle condition-road surface correlation model; The deceleration-vehicle condition-road surface correlation model is used to process the data to obtain vehicle deceleration curve data. The vehicle deceleration curve data is processed to obtain vehicle deceleration command data, and vehicle deceleration and lane stability control are performed. The vehicle operation and environmental data are processed to obtain a roadside parking trajectory strategy for vehicle parking.

[0030] The central control unit synchronously collects vehicle operation and environmental data through a preset interface, including vehicle speed data, vehicle load data, standing passenger ratio data, and road condition data. It collects real-time vehicle speed via wheel speed sensors, collects total load and calculates load rate via weight sensors at the bottom of the vehicle, and calculates the standing passenger ratio by combining the number of standing passengers detected by in-vehicle infrared array sensors with the number of seated passengers detected by seat pressure sensors. The system uses a forward-facing camera and a built-in wheel speed difference analysis module to determine the type of road condition data. In this embodiment, a wheel speed difference of less than 6% indicates a dry road surface, a wheel speed difference greater than 6% and less than 16% indicates a wet / slippery road surface, and a wheel speed difference greater than 16% indicates an icy road surface. The sampling frequency is no less than 2. 0Hz ensures data timeliness and accuracy. Based on vehicle operation and environmental correlation data, a deceleration-vehicle condition-road surface correlation model is constructed. This model is then used for processing, and a dynamic planning deceleration curve is output as a vehicle speed-time curve. In this embodiment, the initial deceleration is set according to the vehicle speed range: 1.0-1.5 m / s² for low speed, 1.5-2.0 m / s² for medium-high speed, and 2.0-2.5 m / s² for high speed. The initial deceleration is adjusted downwards based on vehicle load and standing passenger ratio data, with a correction coefficient K1 = 1 - (load rate × 0.2 + standing ratio × 0.3). The adjusted deceleration... The speed is not less than 0.8 m / s². In this embodiment, the initial deceleration in a high-speed scenario is 1.7 m / s², the load rate is 80%, and the standing ratio is 60%. Therefore, K1 = 1 - (0.8 × 0.2 + 0.6 × 0.3) = 0.74, and the corrected deceleration = 1.7 × 0.74 ≈ 1.26 m / s². A maximum deceleration threshold is preset based on road condition data. If the corrected deceleration exceeds the threshold, the threshold is used as the final deceleration. For example, the maximum deceleration on a dry road surface is less than 2.5 m / s², on a wet road surface it is less than 1.5 m / s², and on an icy road surface it is less than 1.0 m / s². The vehicle speed corresponding to the final deceleration is determined by a preset algorithm model, such as a cubic polynomial fitting algorithm model. The time curve is smoothed to obtain vehicle deceleration curve data, avoiding sudden deceleration changes and ensuring a smooth ride for passengers. Based on the vehicle deceleration curve data, vehicle deceleration command data is obtained for vehicle deceleration and lane stability control. The controller outputs continuous braking force, dynamically adjusting the braking force according to the deceleration curve to avoid braking force fluctuations caused by intermittent braking. When a deceleration command is triggered, the drive torque is immediately cut off, prohibiting the drive system from outputting power to prevent a decrease in deceleration efficiency caused by brake-drive resistance. The brake lights and hazard lights are activated simultaneously to warn following vehicles. If the road surface is wet / icy, the rear fog lights are also activated to reduce the risk of rear-end collisions. The vehicle's lateral acceleration is monitored in real time. If the detected lateral acceleration is greater than 0...When a vehicle traveling at 6 m / s² shows a tendency to veer off course, micro-modulation of power is applied to one side of the wheels to correct the vehicle's posture. Lane line data is collected. If the vehicle deviates from the current lane centerline by more than 35 cm, automatic steering assist is provided to pull the vehicle back to the lane centerline, ensuring lane stability during deceleration. Based on vehicle operation and environmental data, parking conditions are determined to be met if there are no obstacles within 60 meters ahead, no no-parking signs on the roadside, the curb height is less than 15 cm, and the initial lateral distance between the vehicle and the curb is less than 5 meters. A preset trajectory model, such as a combination of circular arcs and straight lines, is used to control the lateral acceleration to less than 0.8 m / s² and the steering angular velocity to less than 5° / s throughout the process, avoiding vehicle swaying caused by rapid steering. The final parking distance is controlled between the right or left side of the vehicle and the curb at 10-30 cm, resulting in a roadside parking trajectory strategy. This strategy is then used for further processing. In this embodiment, when the vehicle speed drops to 15 km / h, it slowly steers along the planned trajectory towards the curb. At this point, the braking system maintains a deceleration of 0.8 m / s². When the millimeter-wave radar detects that the distance between the vehicle and the curb is less than 50 cm, the deceleration is reduced to 0.5 m / s², and the steering angle is slightly adjusted to ensure the stopping distance meets the 10-30 cm requirement. When the vehicle speed drops to 0 km / h, the electronic parking brake is engaged, simultaneously cutting off the braking force of the braking system to complete the vehicle's stop. During deceleration and stopping, the in-vehicle display shows the current deceleration, remaining stopping distance, and distance to the curb in real time, with simultaneous voice announcements. If a sudden obstacle is detected during stopping, the stopping trajectory is immediately paused, and deceleration is increased until the vehicle comes to a complete stop, accompanied by a voice warning. If the braking system experiences insufficient braking force, the backup braking scheme is immediately activated, and the emergency hazard lights are turned on to alert surrounding vehicles.

[0031] According to an embodiment of the present invention, the collected vehicle network information service data is processed in conjunction with preset initial braking pressure data and stop determination condition data to obtain a graded braking pressure compensation strategy and a door control strategy, and then controlled accordingly, specifically: Vehicle network information service data is collected through preset interfaces, including vehicle attitude and braking status data, road type data, and environmental safety status data. The vehicle network information service data is processed in combination with preset initial braking pressure data and stop determination condition data to obtain a graded braking pressure replenishment strategy and perform braking. The vehicle door control strategy is obtained and implemented by processing the road type data and environmental safety status data.

[0032] Specifically, the system collects vehicle-to-everything (V2X) information service data in real time through preset interfaces, including vehicle posture and braking status data, road type data, and environmental safety status data. It obtains vehicle posture data by detecting the vehicle's longitudinal tilt angle using a tilt sensor, obtains braking status data by monitoring the current braking pressure value in real time using a brake master cylinder pressure sensor, obtains road type data (including highways / expressways, urban arterial / secondary arterial roads, and rural / residential roads) through a GPS positioning module and high-precision maps, and obtains environmental safety status data through rear vehicle detection, lateral environmental monitoring, and pedestrian detection. This data is then combined with the vehicle posture and braking pressure data... The system combines preset initial braking pressure data and stopping condition data, such as the vehicle speed dropping to 0 km / h for 1.5 seconds while the brake pedal is depressed, to obtain a graded braking pressure replenishment strategy and apply braking to ensure no risk of rolling away throughout the process. In this embodiment, the initial braking pressure is set to 1.6 MPa in a flat road scenario. If the pressure drops to 1.2 MPa, it is replenished to 1.6 MPa. If the pressure continues to drop after replenishment, it is determined that there is a braking system leak, triggering emergency measures, such as engaging the electronic parking brake and simultaneously triggering an in-vehicle voice alarm. In a slope scenario, the initial pressure is set in stages according to the inclination angle, with 5° < inclination angle being greater than 3° and less than 8°. Initial pressure is 2.0 MPa; for tilt angles greater than 8°, initial pressure is 2.5 MPa. Check for slight wheel rotation; if a tendency to roll away is detected, immediately apply additional pressure of 0.3-0.5 MPa and assist in locking the wheels. After the vehicle comes to a complete stop, continuously apply the door control strategy and control the vehicle. When parking in the emergency lane of a highway / expressway, only the hazard warning lights illuminate. Based on road type data and environmental safety status data, determine whether the door on the side closest to the emergency lane is allowed to open, and prohibit the opening of the door on the opposite side. In this embodiment, for parking on urban / rural roads, if it is a one-way lane, the door on the curb side is allowed to open; if it is a two-way lane without a median strip, additional checks are required. The system checks for oncoming traffic before allowing the door on the curb side to open. If there are no oncoming vehicles behind, no obstacles to the side, and no risk of pedestrians approaching from the safe opening side, the corresponding door is unlocked. If there are oncoming vehicles or pedestrians slowly approaching from behind on the safe opening side, the unlocking of the corresponding door is delayed. If there are oncoming vehicles less than 4 meters away and traveling at a speed greater than 35 km / h, obstacles less than 0.5 meters away from the side, or pedestrians approaching rapidly on the safe opening side, the corresponding door is locked. Based on the current scenario, such as slope / flat road, road type, and environmental conditions, targeted voice prompts are generated and broadcast through the in-vehicle speakers, including anti-rollover warnings, door safety warnings, and environmental risk warnings.

[0033] According to an embodiment of the present invention, the process of collecting vehicle-side data and performing correlation processing to obtain a one-button braking event report, querying remote events and issuing remote parameters and emergency commands, and managing the entire one-button braking process data specifically includes: The system collects vehicle-side data through a preset interface, including vehicle identification data, vehicle location status data, vehicle braking trigger type data, and vehicle operating status data, to obtain initial reporting data. Collect deceleration progress data, edge status data and system status data according to preset cycles and thresholds to obtain process reporting data; The vehicle's final location data, final vehicle status data, and final environmental correlation data are collected through a preset interface to obtain the final parking status data. The initial reported data, process reported data, and final parking status data are correlated to obtain a one-click braking event report; The system processes the one-click braking event report, queries remote events, issues remote parameters and emergency commands, and manages the entire one-click braking process data.

[0034] When a one-button braking trigger signal is detected, vehicle-side data is collected through a preset interface, including vehicle identification data, vehicle location status data, vehicle braking trigger type data, and vehicle operating status data. This initial data is integrated into a one-button braking initial reporting data packet and reported. Upon receiving the data, the operations platform automatically generates a one-button braking stop event number and sends back a data reception confirmation signal. The vehicle then enters the one-button braking execution phase. Based on preset cycles and thresholds, deceleration progress data, wheel-side status data, and system status data are collected and reported. When a preset threshold is met, a critical event report is immediately triggered, regardless of the preset cycle. Critical events include deceleration phase events, wheel-side phase events, and abnormal events, obtaining process reporting data. Once the vehicle has come to a complete stop, a continuous feedback process is initiated. This process collects the vehicle's final location data, final state data, and associated environmental data through a pre-defined interface, obtaining and reporting the final parking status data. The operations platform receives this final status data and correlates the initial reported data, process reported data, and final parking status data to generate a one-click braking event report. This report includes the event number, timeline, and key data charts, and is simultaneously pushed to the operations dispatch platform. The operations dispatch platform has remote interaction capabilities, allowing it to query remote events and issue remote parameters and emergency commands, enabling proactive vehicle control. It also stores and categorizes the entire one-click braking process data in real time for subsequent accident analysis, system optimization, and safety auditing.

[0035] Please refer to Figure 3 , Figure 3 This is a high-level flowchart of a one-button braking linkage intelligent control method for buses, as described in some embodiments of this application.

[0036] This invention also discloses a one-button braking linkage intelligent control system for buses, including a memory and a processor. The memory includes a program for a one-button braking linkage intelligent control method for buses. When the processor executes the program, the one-button braking linkage intelligent control method for buses performs the following steps: Collect braking data, process it, obtain braking request signal data, and execute feedback actions; The braking request signal data is processed to obtain braking request level data. Combined with vehicle operation and environmental data, a parking strategy is obtained to execute the parking action and lock control. Collect vehicle operation and environmental data and perform correlation mapping to construct a deceleration-vehicle condition-road surface model. Obtain vehicle deceleration command data and perform vehicle deceleration and lane stability control. Process the vehicle operation and environmental data to obtain a roadside parking trajectory strategy and perform vehicle parking. The system collects vehicle network information service data and processes it in conjunction with preset initial braking pressure data and stop determination condition data to obtain a graded braking pressure compensation strategy and a door control strategy, and then implements control measures. Collect vehicle-side data and perform correlation processing to obtain one-click braking event reports, query remote events and issue remote parameters and emergency commands, and manage the entire one-click braking process data.

[0037] The system collects and processes braking data to obtain braking request signal data, executes feedback actions, processes braking request signal data to obtain braking request level data, processes it in conjunction with vehicle operation and environmental data to obtain parking strategies, executes parking actions, and locks control. It collects and maps vehicle operation and environmental correlation data to construct a deceleration-vehicle condition-road surface model, obtains vehicle deceleration command data, and performs vehicle deceleration and lane stability control. It processes vehicle operation and environmental data to obtain roadside parking trajectory strategies and performs vehicle parking. It collects vehicle network information service data and processes it in conjunction with preset initial braking pressure data and stop determination condition data to obtain graded braking pressure compensation strategies and door control strategies and performs control. It collects and processes vehicle-side data to obtain one-click braking event reports, queries remote events, and issues remote parameters and emergency commands. It manages the entire one-click braking process data. Through anti-accidental touch parking request generation, multi-dimensional trigger judgment, collaborative control execution, safe parking management, and full-process platform linkage, it achieves smooth vehicle deceleration, safe parking, in-vehicle and out-of-vehicle warnings, and linkage with the operation platform, ensuring passenger and pedestrian safety and improving emergency response efficiency.

[0038] According to an embodiment of the present invention, the process of collecting braking data to obtain braking request signal data and performing feedback actions specifically includes: Braking data is collected in real time through a preset control terminal, and braking judgment and processing data are preset. The braking data includes physical state data and operation signal data; The braking judgment and processing data includes the press duration threshold, double-click confirmation interval threshold, de-shake processing time window, and protective cover trigger logic; The braking data is processed in combination with braking judgment and processing data. If all judgments are satisfied, braking request signal data is obtained and a valid feedback action is executed. If any judgment is not satisfied, an invalid feedback action is executed.

[0039] One-button brake control terminals are deployed in the front, middle, and rear areas of the carriage, respectively. These terminals incorporate travel sensors, pressure sensors, status detection modules, and signal transmission modules. Braking data is collected in real time via preset control terminals such as physical buttons and touchscreens. A central processing unit, responsible for communicating with the carriage's main control system, presets and processes braking data. This data includes physical status data, such as whether physical buttons have detachable or flip-top protective covers (using Hall effect sensors or limit switches on the covers to determine if they are fully open), and touchscreen detection of any obstructions to the touch area, such as accidental touch prevention film triggering. The system also includes operational signal data. Examples of data include the button's press travel, the touch area and duration of the touch terminal, braking judgment and processing data such as the press duration threshold (adjustable to 2-5 seconds depending on the vehicle model), the double-click confirmation interval threshold (1-2 seconds), the de-shake processing time window (50-200 milliseconds), and the protective cover trigger logic (the control terminal only enters the operable state when the protective cover is fully open). The central processing unit processes the braking data in conjunction with the braking judgment and processing data, sequentially executing the first physical protection judgment, such as requiring physical buttons to have the protective cover fully open and the press travel reaching a preset threshold, and requiring the touch terminal to be triggered without obstruction and the touch area ≥ a preset value. The second operation logic... The algorithm determines whether the duration of a button press or touch exceeds a preset press duration threshold in long-press mode, and whether the interval between two double-click operations is within a double-click confirmation interval threshold in double-click mode, and both operations satisfy the first physical protection judgment. The third judgment involves signal de-jittering. A preset algorithm model, such as a moving average filtering algorithm, processes the braking data that satisfies the first and second judgments within a preset de-jittering time window. If the signal remains stable within the time window without momentary interruptions or fluctuations, it is determined to be a non-interference signal. If the signal momentarily disappears, such as disconnecting within 0.2 seconds, it is determined to be a false touch interference signal and is discarded. If all three judgments are true... If all conditions are met, a valid one-button braking request signal data is obtained and transmitted to the main control system of the passenger compartment. This triggers a prompt from the driver's end, such as a pop-up window on the instrument panel or a soft beep from the buzzer. The control terminal in the corresponding area executes a valid feedback action, such as the indicator light next to the physical button changing from off to a solid green light, or the touch terminal screen displaying that the request has been accepted. Simultaneously, the passenger compartment's zoned voice broadcast announces that the parking request in the central zone has been accepted and asks the driver to confirm. If any of these conditions are not met, the central processing unit does not generate braking request signal data, and the control terminal executes an invalid feedback action, such as the indicator light flashing red 2-3 times or the voice prompt indicating that the operation is invalid and asking the driver to check the protective cover or press and hold for an extended period.

[0040] According to an embodiment of the present invention, the step of processing the braking request signal data to obtain braking request level data, and combining it with vehicle operation and environmental data to obtain a parking strategy, execute the parking action, and lock control, specifically includes: The system collects in-vehicle intelligent sensing data through preset interfaces, including driver status monitoring information and vehicle operation and environmental data. The braking request signal data is processed to obtain braking request level data. The braking request level data includes normal priority data and high priority data; The high-priority data is processed in conjunction with vehicle operation and environmental data, and a parking determination model is preset to obtain a parking strategy. The parking strategy is processed accordingly, a parking action is executed, and control is locked.

[0041] The central control unit collects in-vehicle intelligent sensing data in real time through a preset interface, including driver status monitoring information and vehicle operation and environmental data. The driver status monitoring module collects the driver's facial posture, eye movements, and physiological characteristics. The vehicle control components collect steering wheel operation signals and pedal operation signals. Vehicle operation data includes vehicle speed, gear, braking status, and powertrain status. Road environment data includes road type, lane information, and no-stopping zone markings. The sampling frequency is no less than 10Hz to ensure data real-time performance. The braking request signal data is processed. In this embodiment, the data is preset to be of ordinary priority, and a driver response monitoring window of 3-6 seconds is initiated. Priority enhancement condition data is preset, with condition data one being... Driver incapacity or severe distraction is defined as follows: the driver closes their eyes for more than 3 seconds, tilts their head at an angle greater than 45° for more than 2 seconds, does not operate the steering wheel for more than 10 seconds while not cruise control, or the grip force sensor detects a grip force of less than 10N for more than 2 seconds, or does not operate the accelerator / brake pedal for more than 5 seconds at a speed greater than 35km / h excluding temporary parking scenarios. Meeting any two or more of these conditions constitutes incapacity / severe distraction. Condition two is that the driver does not respond to a normal priority request. If the driver does not perform a valid operation within the preset response monitoring window, such as not pressing the steering wheel confirmation button, not lightly pressing the brake pedal, or not turning the steering wheel more than 15°, it is considered unresponsive. Meeting any one of these conditions elevates the data to high priority. High-priority data is processed in conjunction with vehicle operation and environmental data, and a pre-set parking determination model is implemented. This model includes a speed-based tiered processing model. In low-speed scenarios (below 35 km / h), the vehicle directly enters parking mode, such as slowly pulling over in congested urban areas. In medium-to-high-speed scenarios (above 35 km / h but below 85 km / h), millimeter-wave radar data is used to confirm that there are no continuous obstacles within 40 meters ahead and that the road type is a main road or highway with an emergency lane before entering parking mode. In high-speed dangerous scenarios (above 85 km / h), parking mode is not initiated immediately. Instead, a speed reduction preprocessing is performed to lower the speed to below 85 km / h, and hazard lights are activated. Parking mode is only initiated after the conditions for medium-to-high-speed scenarios are met. A road scenario exclusion process is also included. If the model detects that the vehicle is currently within a no-stopping zone, such as inside a tunnel, at a railway crossing, or within 25 meters of a school zone, it will enter delayed parking mode. A voice prompt will indicate that parking is prohibited in the current area. The model will then proceed to the nearest safe area and plan the shortest safe parking route, obtaining a parking strategy. Upon execution of the parking maneuver and regaining control, the first stage of the parking maneuver involves activating the hazard lights and sounding the warning horn. An in-vehicle voice announcement will announce that the vehicle is entering emergency parking mode and passengers should hold on tight. The second stage involves linear braking, while simultaneously adjusting the steering angle according to road width. The third stage, when the vehicle speed decreases to 5 km / h, automatically shifts to neutral (N) and continues braking until a complete stop. After stopping, the electronic parking brake will be engaged and the doors will unlock. In parking mode, all acceleration commands will be disabled and steering operations will be restricted.The system retains only the brake pedal for enhanced braking until the vehicle is fully parked, at which point control is automatically unlocked. During parking, the in-vehicle display shows the current speed, remaining parking distance, and safety status in real time. If braking failure occurs, the system immediately switches to the backup braking scheme, such as using motor-assisted braking, and sends an emergency fault notification containing location information to the backend. Once the vehicle is fully parked, the system automatically dials the emergency contact number and uploads the parking location and driver status data.

[0042] According to an embodiment of the present invention, the steps of collecting vehicle operation and environmental correlation data and performing correlation mapping to construct a deceleration-vehicle condition-road surface model, obtaining vehicle deceleration command data and performing vehicle deceleration and lane stability control, and processing the vehicle operation and environmental data to obtain a roadside parking trajectory strategy and perform vehicle parking are as follows: Vehicle operation and environmental data are collected through a preset interface, including vehicle speed data, vehicle load data, standing passenger ratio data, and road condition data. Based on the vehicle operation and environmental correlation data, a correlation mapping process is performed to construct a deceleration-vehicle condition-road surface correlation model; The deceleration-vehicle condition-road surface correlation model is used to process the data to obtain vehicle deceleration curve data. The vehicle deceleration curve data is processed to obtain vehicle deceleration command data, and vehicle deceleration and lane stability control are performed. The vehicle operation and environmental data are processed to obtain a roadside parking trajectory strategy for vehicle parking.

[0043] The central control unit synchronously collects vehicle operation and environmental data through a preset interface, including vehicle speed data, vehicle load data, standing passenger ratio data, and road condition data. It collects real-time vehicle speed via wheel speed sensors, collects total load and calculates load rate via weight sensors at the bottom of the vehicle, and calculates the standing passenger ratio by combining the number of standing passengers detected by in-vehicle infrared array sensors with the number of seated passengers detected by seat pressure sensors. The system uses a forward-facing camera and a built-in wheel speed difference analysis module to determine the type of road condition data. In this embodiment, a wheel speed difference of less than 6% indicates a dry road surface, a wheel speed difference greater than 6% and less than 16% indicates a wet / slippery road surface, and a wheel speed difference greater than 16% indicates an icy road surface. The sampling frequency is no less than 2. 0Hz ensures data timeliness and accuracy. Based on vehicle operation and environmental correlation data, a deceleration-vehicle condition-road surface correlation model is constructed. This model is then used for processing, and a dynamic planning deceleration curve is output as a vehicle speed-time curve. In this embodiment, the initial deceleration is set according to the vehicle speed range: 1.0-1.5 m / s² for low speed, 1.5-2.0 m / s² for medium-high speed, and 2.0-2.5 m / s² for high speed. The initial deceleration is adjusted downwards based on vehicle load and standing passenger ratio data, with a correction coefficient K1 = 1 - (load rate × 0.2 + standing ratio × 0.3). The adjusted deceleration... The speed is not less than 0.8 m / s². In this embodiment, the initial deceleration in a high-speed scenario is 1.7 m / s², the load rate is 80%, and the standing ratio is 60%. Therefore, K1 = 1 - (0.8 × 0.2 + 0.6 × 0.3) = 0.74, and the corrected deceleration = 1.7 × 0.74 ≈ 1.26 m / s². A maximum deceleration threshold is preset based on road condition data. If the corrected deceleration exceeds the threshold, the threshold is used as the final deceleration. For example, the maximum deceleration on a dry road surface is less than 2.5 m / s², on a wet road surface it is less than 1.5 m / s², and on an icy road surface it is less than 1.0 m / s². The vehicle speed corresponding to the final deceleration is determined by a preset algorithm model, such as a cubic polynomial fitting algorithm model. The time curve is smoothed to obtain vehicle deceleration curve data, avoiding sudden deceleration changes and ensuring a smooth ride for passengers. Based on the vehicle deceleration curve data, vehicle deceleration command data is obtained for vehicle deceleration and lane stability control. The controller outputs continuous braking force, dynamically adjusting the braking force according to the deceleration curve to avoid braking force fluctuations caused by intermittent braking. When a deceleration command is triggered, the drive torque is immediately cut off, prohibiting the drive system from outputting power to prevent a decrease in deceleration efficiency caused by brake-drive resistance. The brake lights and hazard lights are activated simultaneously to warn following vehicles. If the road surface is wet / icy, the rear fog lights are also activated to reduce the risk of rear-end collisions. The vehicle's lateral acceleration is monitored in real time. If the detected lateral acceleration is greater than 0...When a vehicle traveling at 6 m / s² shows a tendency to veer off course, micro-modulation of power is applied to one side of the wheels to correct the vehicle's posture. Lane line data is collected. If the vehicle deviates from the current lane centerline by more than 35 cm, automatic steering assist is provided to pull the vehicle back to the lane centerline, ensuring lane stability during deceleration. Based on vehicle operation and environmental data, parking conditions are determined to be met if there are no obstacles within 60 meters ahead, no no-parking signs on the roadside, the curb height is less than 15 cm, and the initial lateral distance between the vehicle and the curb is less than 5 meters. A preset trajectory model, such as a combination of circular arcs and straight lines, is used to control the lateral acceleration to less than 0.8 m / s² and the steering angular velocity to less than 5° / s throughout the process, avoiding vehicle swaying caused by rapid steering. The final parking distance is controlled between the right or left side of the vehicle and the curb at 10-30 cm, resulting in a roadside parking trajectory strategy. This strategy is then used for further processing. In this embodiment, when the vehicle speed drops to 15 km / h, it slowly steers along the planned trajectory towards the curb. At this point, the braking system maintains a deceleration of 0.8 m / s². When the millimeter-wave radar detects that the distance between the vehicle and the curb is less than 50 cm, the deceleration is reduced to 0.5 m / s², and the steering angle is slightly adjusted to ensure the stopping distance meets the 10-30 cm requirement. When the vehicle speed drops to 0 km / h, the electronic parking brake is engaged, simultaneously cutting off the braking force of the braking system to complete the vehicle's stop. During deceleration and stopping, the in-vehicle display shows the current deceleration, remaining stopping distance, and distance to the curb in real time, with simultaneous voice announcements. If a sudden obstacle is detected during stopping, the stopping trajectory is immediately paused, and deceleration is increased until the vehicle comes to a complete stop, accompanied by a voice warning. If the braking system experiences insufficient braking force, the backup braking scheme is immediately activated, and the emergency hazard lights are turned on to alert surrounding vehicles.

[0044] According to an embodiment of the present invention, the collected vehicle network information service data is processed in conjunction with preset initial braking pressure data and stop determination condition data to obtain a graded braking pressure compensation strategy and a door control strategy, and then controlled accordingly, specifically: Vehicle network information service data is collected through preset interfaces, including vehicle attitude and braking status data, road type data, and environmental safety status data. The vehicle network information service data is processed in combination with preset initial braking pressure data and stop determination condition data to obtain a graded braking pressure replenishment strategy and perform braking. The vehicle door control strategy is obtained and implemented by processing the road type data and environmental safety status data.

[0045] Specifically, the system collects vehicle-to-everything (V2X) information service data in real time through preset interfaces, including vehicle posture and braking status data, road type data, and environmental safety status data. It obtains vehicle posture data by detecting the vehicle's longitudinal tilt angle using a tilt sensor, obtains braking status data by monitoring the current braking pressure value in real time using a brake master cylinder pressure sensor, obtains road type data (including highways / expressways, urban arterial / secondary arterial roads, and rural / residential roads) through a GPS positioning module and high-precision maps, and obtains environmental safety status data through rear vehicle detection, lateral environmental monitoring, and pedestrian detection. This data is then combined with the vehicle posture and braking pressure data... The system combines preset initial braking pressure data and stopping condition data, such as the vehicle speed dropping to 0 km / h for 1.5 seconds while the brake pedal is depressed, to obtain a graded braking pressure replenishment strategy and apply braking to ensure no risk of rolling away throughout the process. In this embodiment, the initial braking pressure is set to 1.6 MPa in a flat road scenario. If the pressure drops to 1.2 MPa, it is replenished to 1.6 MPa. If the pressure continues to drop after replenishment, it is determined that there is a braking system leak, triggering emergency measures, such as engaging the electronic parking brake and simultaneously triggering an in-vehicle voice alarm. In a slope scenario, the initial pressure is set in stages according to the inclination angle, with 5° < inclination angle being greater than 3° and less than 8°. Initial pressure is 2.0 MPa; for tilt angles greater than 8°, initial pressure is 2.5 MPa. Check for slight wheel rotation; if a tendency to roll away is detected, immediately apply additional pressure of 0.3-0.5 MPa and assist in locking the wheels. After the vehicle comes to a complete stop, continuously apply the door control strategy and control the vehicle. When parking in the emergency lane of a highway / expressway, only the hazard warning lights illuminate. Based on road type data and environmental safety status data, determine whether the door on the side closest to the emergency lane is allowed to open, and prohibit the opening of the door on the opposite side. In this embodiment, for parking on urban / rural roads, if it is a one-way lane, the door on the curb side is allowed to open; if it is a two-way lane without a median strip, additional checks are required. The system checks for oncoming traffic before allowing the door on the curb side to open. If there are no oncoming vehicles behind, no obstacles to the side, and no risk of pedestrians approaching from the safe opening side, the corresponding door is unlocked. If there are oncoming vehicles or pedestrians slowly approaching from behind on the safe opening side, the unlocking of the corresponding door is delayed. If there are oncoming vehicles less than 4 meters away and traveling at a speed greater than 35 km / h, obstacles less than 0.5 meters away from the side, or pedestrians approaching rapidly on the safe opening side, the corresponding door is locked. Based on the current scenario, such as slope / flat road, road type, and environmental conditions, targeted voice prompts are generated and broadcast through the in-vehicle speakers, including anti-rollover warnings, door safety warnings, and environmental risk warnings.

[0046] According to an embodiment of the present invention, the process of collecting vehicle-side data and performing correlation processing to obtain a one-button braking event report, querying remote events and issuing remote parameters and emergency commands, and managing the entire one-button braking process data specifically includes: The system collects vehicle-side data through a preset interface, including vehicle identification data, vehicle location status data, vehicle braking trigger type data, and vehicle operating status data, to obtain initial reporting data. Collect deceleration progress data, edge status data and system status data according to preset cycles and thresholds to obtain process reporting data; The vehicle's final location data, final vehicle status data, and final environmental correlation data are collected through a preset interface to obtain the final parking status data. The initial reported data, process reported data, and final parking status data are correlated to obtain a one-click braking event report; The system processes the one-click braking event report, queries remote events, issues remote parameters and emergency commands, and manages the entire one-click braking process data.

[0047] When a one-button braking trigger signal is detected, vehicle-side data is collected through a preset interface, including vehicle identification data, vehicle location status data, vehicle braking trigger type data, and vehicle operating status data. This initial data is integrated into a one-button braking initial reporting data packet and reported. Upon receiving the data, the operations platform automatically generates a one-button braking stop event number and sends back a data reception confirmation signal. The vehicle then enters the one-button braking execution phase. Based on preset cycles and thresholds, deceleration progress data, wheel-side status data, and system status data are collected and reported. When a preset threshold is met, a critical event report is immediately triggered, regardless of the preset cycle. Critical events include deceleration phase events, wheel-side phase events, and abnormal events, obtaining process reporting data. Once the vehicle has come to a complete stop, a continuous feedback process is initiated. This process collects the vehicle's final location data, final state data, and associated environmental data through a pre-defined interface, obtaining and reporting the final parking status data. The operations platform receives this final status data and correlates the initial reported data, process reported data, and final parking status data to generate a one-click braking event report. This report includes the event number, timeline, and key data charts, and is simultaneously pushed to the operations dispatch platform. The operations dispatch platform has remote interaction capabilities, allowing it to query remote events and issue remote parameters and emergency commands, enabling proactive vehicle control. It also stores and categorizes the entire one-click braking process data in real time for subsequent accident analysis, system optimization, and safety auditing.

[0048] A third aspect of the present invention provides a readable storage medium comprising a program for a one-button braking linkage intelligent control method for a bus. When the program is executed by a processor, it implements the steps of the one-button braking linkage intelligent control method for a bus as described in any of the preceding claims.

[0049] This invention discloses a one-button braking linkage intelligent control method, system, and medium for buses. It collects and processes braking data to obtain braking request signal data, executes feedback actions, processes the braking request signal data to obtain braking request level data, combines this data with vehicle operation and environmental data to obtain a parking strategy, executes the parking action, and locks control. It also collects and maps vehicle operation and environmental correlation data to construct a deceleration-vehicle condition-road surface model, obtains vehicle deceleration command data, and performs vehicle deceleration and lane stability control. Finally, it processes vehicle operation and environmental data to obtain a roadside parking trajectory strategy and performs vehicle... When a vehicle stops, the system collects vehicle-to-everything (V2X) information service data and processes it in conjunction with preset initial braking pressure data and stopping condition data to obtain and implement graded braking pressure replenishment strategies and door control strategies. It also collects and correlates vehicle-side data to obtain one-click braking event reports, queries remote events, and issues remote parameters and emergency commands. The system manages all data related to the one-click braking process. Through measures such as preventing accidental parking requests, multi-dimensional trigger judgment, collaborative control execution, safe parking management, and full-process platform linkage, the system enables smooth vehicle deceleration, safe parking, in-vehicle and out-of-vehicle warnings, and linkage with the operation platform, ensuring passenger and pedestrian safety and improving emergency response efficiency.

[0050] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple units or components can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, and the indirect coupling or communication connection between devices or units can be electrical, mechanical, or other forms.

[0051] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units. They may be located in one place or distributed across multiple network units. Some or all of the units may be selected to achieve the purpose of this embodiment according to actual needs.

[0052] In addition, in the various embodiments of the present invention, each functional unit can be integrated into one processing unit, or each unit can be a separate unit, or two or more units can be integrated into one unit; the integrated unit can be implemented in hardware or in the form of hardware plus software functional units.

[0053] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0054] Alternatively, if the integrated units of this invention are implemented as software functional modules and sold or used as independent products, they can also be stored in a readable storage medium. Based on this understanding, the technical solutions of the embodiments of this invention, or the parts that contribute to the prior art, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROM, RAM, magnetic disks, or optical disks.

Claims

1. A one-button braking linkage intelligent control method for buses, characterized in that, Includes the following steps: Collect braking data, process it, obtain braking request signal data, and execute feedback actions; The braking request signal data is processed to obtain braking request level data. Combined with vehicle operation and environmental data, a parking strategy is obtained to execute the parking action and lock control. Collect vehicle operation and environmental data and perform correlation mapping to construct a deceleration-vehicle condition-road surface model. Obtain vehicle deceleration command data and perform vehicle deceleration and lane stability control. Process the vehicle operation and environmental data to obtain a roadside parking trajectory strategy and perform vehicle parking. The system collects vehicle network information service data and processes it in conjunction with preset initial braking pressure data and stop determination condition data to obtain a graded braking pressure compensation strategy and a door control strategy, and then implements control measures. Collect vehicle-side data and perform correlation processing to obtain one-click braking event reports, query remote events and issue remote parameters and emergency commands, and manage the entire one-click braking process data.

2. The intelligent control method for one-button braking linkage of a bus according to claim 1, characterized in that, The collected braking data is processed to obtain braking request signal data, and feedback actions are executed, including: Braking data is collected in real time through a preset control terminal, and braking judgment and processing data are preset. The braking data includes physical state data and operation signal data; The braking judgment and processing data includes the press duration threshold, double-click confirmation interval threshold, de-shake processing time window, and protective cover trigger logic; The braking data is processed in combination with braking judgment and processing data. If all judgments are satisfied, braking request signal data is obtained and a valid feedback action is executed. If any judgment is not satisfied, an invalid feedback action is executed.

3. The intelligent control method for one-button braking linkage of a bus according to claim 2, characterized in that, The process of processing the braking request signal data to obtain braking request level data, and combining it with vehicle operation and environmental data to obtain a parking strategy, execute the parking action, and lock control includes: The system collects in-vehicle intelligent sensing data through preset interfaces, including driver status monitoring information and vehicle operation and environmental data. The braking request signal data is processed to obtain braking request level data. The braking request level data includes normal priority data and high priority data; The high-priority data is processed in conjunction with vehicle operation and environmental data, and a parking determination model is preset to obtain a parking strategy. The parking strategy is processed accordingly, a parking action is executed, and control is locked.

4. The intelligent control method for one-button braking linkage of a bus according to claim 1, characterized in that, The process involves collecting vehicle operation and environmental data and mapping them together to construct a deceleration-vehicle condition-road surface model. This process yields vehicle deceleration command data and enables vehicle deceleration and lane stability control. Based on the vehicle operation and environmental data, the process obtains a roadside parking trajectory strategy and enables vehicle parking. Vehicle operation and environmental data are collected through a preset interface, including vehicle speed data, vehicle load data, standing passenger ratio data, and road condition data. Based on the vehicle operation and environmental correlation data, a correlation mapping process is performed to construct a deceleration-vehicle condition-road surface correlation model; The deceleration-vehicle condition-road surface correlation model is used to process the data to obtain vehicle deceleration curve data. The vehicle deceleration curve data is processed to obtain vehicle deceleration command data, and vehicle deceleration and lane stability control are performed. The vehicle operation and environmental data are processed to obtain a roadside parking trajectory strategy for vehicle parking.

5. The intelligent control method for one-button braking linkage of a bus according to claim 1, characterized in that, The collected vehicle network information service data is processed in conjunction with preset initial braking pressure data and stop determination condition data to obtain a graded braking pressure compensation strategy and a door control strategy, and then controlled, including: Vehicle network information service data is collected through preset interfaces, including vehicle attitude and braking status data, road type data, and environmental safety status data. The vehicle network information service data is processed in combination with preset initial braking pressure data and stop determination condition data to obtain a graded braking pressure replenishment strategy and perform braking. The vehicle door control strategy is obtained and implemented by processing the road type data and environmental safety status data.

6. The intelligent control method for one-button braking linkage of a bus according to claim 1, characterized in that, The process involves collecting and correlating vehicle-side data to obtain a one-click braking event report, querying remote events, issuing remote parameters and emergency commands, and managing the entire one-click braking process data, including: The system collects vehicle-side data through a preset interface, including vehicle identification data, vehicle location status data, vehicle braking trigger type data, and vehicle operating status data, to obtain initial reporting data. Collect deceleration progress data, edge status data and system status data according to preset cycles and thresholds to obtain process reporting data; The vehicle's final location data, final vehicle status data, and final environmental correlation data are collected through a preset interface to obtain the final parking status data. The initial reported data, process reported data, and final parking status data are correlated to obtain a one-click braking event report; The system processes the one-click braking event report, queries remote events, issues remote parameters and emergency commands, and manages the entire one-click braking process data.

7. A one-button braking linkage intelligent control system for buses, characterized in that, The system includes a memory and a processor. The memory contains a program for a one-button braking linkage intelligent control method for buses. When the program for the one-button braking linkage intelligent control method for buses is executed by the processor, it performs the following steps: Collect braking data, process it, obtain braking request signal data, and execute feedback actions; The braking request signal data is processed to obtain braking request level data. Combined with vehicle operation and environmental data, a parking strategy is obtained to execute the parking action and lock control. Collect vehicle operation and environmental data and perform correlation mapping to construct a deceleration-vehicle condition-road surface model. Obtain vehicle deceleration command data and perform vehicle deceleration and lane stability control. Process the vehicle operation and environmental data to obtain a roadside parking trajectory strategy and perform vehicle parking. The system collects vehicle network information service data and processes it in conjunction with preset initial braking pressure data and stop determination condition data to obtain a graded braking pressure compensation strategy and a door control strategy, and then implements control measures. Collect vehicle-side data and perform correlation processing to obtain one-click braking event reports, query remote events and issue remote parameters and emergency commands, and manage the entire one-click braking process data.

8. The intelligent control system for one-button braking linkage of a bus according to claim 7, characterized in that, The collected braking data is processed to obtain braking request signal data, and feedback actions are executed, including: Braking data is collected in real time through a preset control terminal, and braking judgment and processing data are preset. The braking data includes physical state data and operation signal data; The braking judgment and processing data includes the press duration threshold, double-click confirmation interval threshold, de-shake processing time window, and protective cover trigger logic; The braking data is processed in combination with braking judgment and processing data. If all judgments are satisfied, braking request signal data is obtained and a valid feedback action is executed. If any judgment is not satisfied, an invalid feedback action is executed.

9. The intelligent control system for one-button braking linkage of a bus according to claim 8, characterized in that, The process of processing the braking request signal data to obtain braking request level data, and combining it with vehicle operation and environmental data to obtain a parking strategy, execute the parking action, and lock control includes: The system collects in-vehicle intelligent sensing data through preset interfaces, including driver status monitoring information and vehicle operation and environmental data. The braking request signal data is processed to obtain braking request level data. The braking request level data includes normal priority data and high priority data; The high-priority data is processed in conjunction with vehicle operation and environmental data, and a parking determination model is preset to obtain a parking strategy. The parking strategy is processed accordingly, a parking action is executed, and control is locked.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a bus one-button braking linkage intelligent control method program. When the bus one-button braking linkage intelligent control method program is executed by a processor, it implements the steps of the bus one-button braking linkage intelligent control method as described in any one of claims 1 to 6.

Images