Vehicle braking control method, device and equipment and storage medium

Abstract

The invention discloses a vehicle braking control method, device and equipment and a storage medium. When a target vehicle triggers automatic emergency braking, the first relative distance, the first relative speed and the first deceleration of the vehicle and a rear vehicle are detected through a backward sensing assembly; and whether the target vehicle collides with the rear vehicle is evaluated according to the parameters. If it is judged that the collision will occur, the estimated collision time is calculated, and the collision risk level is determined based on the estimated collision time, the first relative speed and the first deceleration. According to the determined collision risk level, the upper limit of braking deceleration of automatic emergency braking is dynamically adjusted, braking is executed according to the upper limit, and the size of the upper limit of braking deceleration is in negative correlation with the collision risk level. According to the method and the device, the braking strength of the vehicle can be adaptively restrained according to the rear-end collision risk, so that the high-speed rear-end collision risk of the rear vehicle is reduced, and the overall safety of traffic participants is improved. The method can be widely applied to the technical field of vehicles.

Description

Technical Field

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

[0002] With the development of autonomous driving technology, the Automatic Emergency Braking (AEB) system has become a core function for improving vehicle active safety. It effectively reduces or avoids the risk of collision with the vehicle in front by applying emergency braking to the vehicle before a collision.

[0003] Currently, mainstream systems in related technologies primarily rely on forward-looking perception information for decision-making, aiming to minimize the risk of collision between the vehicle and obstacles ahead. However, this strategy, while maximizing the vehicle's safety, presents potential safety hazards. Especially in scenarios such as highways, a sudden emergency braking action could lead to a high-speed rear-end collision for vehicles behind, transferring the collision risk to the following vehicle. This approach lacks a holistic consideration of the safety of all road users and struggles to meet the safety requirements of complex traffic flows. Summary of the Invention

[0004] This application provides a vehicle braking control method, device, equipment, and storage medium that can adaptively constrain the braking intensity of the vehicle based on the risk of rear-end collision, aiming to reduce the risk of high-speed rear-end collisions and thereby improve the overall safety of traffic participants.

[0005] One aspect of this application provides a vehicle braking control method applied to a target vehicle, the target vehicle being equipped with a rearward sensing component; the method includes:

[0006] When the target vehicle triggers automatic emergency braking, the rearward sensing component detects the first relative distance, the first relative speed, and the first relative deceleration between the target vehicle and the vehicle behind it. Based on the first relative distance, the first relative speed, and the first deceleration, assess whether the target vehicle will collide with the vehicle behind it in the current state. If the target vehicle and the vehicle behind it will collide in the current state, determine the estimated collision time between the target vehicle and the vehicle behind it; The collision risk level is determined based on the estimated collision time, the first relative velocity, and the first deceleration. Based on the collision risk level, the upper limit of the braking deceleration of the automatic emergency braking is adjusted, and braking is performed according to the upper limit of the braking deceleration; wherein the magnitude of the upper limit of the braking deceleration is negatively correlated with the collision risk level.

[0007] Optionally, in some embodiments, determining the collision risk level based on the estimated collision time, the first relative velocity, and the first deceleration includes: If the estimated collision time is less than the first time threshold and the first relative velocity is greater than 0, the collision risk level is determined to be the first risk level. If the estimated collision time is less than the second time threshold and the first deceleration is less than the preset deceleration threshold, the collision risk level is determined to be the second risk level. Wherein, the first time threshold is greater than the second time threshold, and the second risk level is higher than the first risk level.

[0008] Optionally, in some embodiments, adjusting the upper limit of braking deceleration for automatic emergency braking based on the collision risk level includes: Obtain the predetermined maximum braking deceleration threshold; If there is no risk of collision between the target vehicle and the vehicle behind it, the upper limit of braking deceleration will be adjusted to the highest braking deceleration threshold. If the collision risk level is the first risk level, the product of the highest braking deceleration threshold and the first proportion is calculated as the upper limit of braking deceleration. If the collision risk level is the second risk level, the product of the highest braking deceleration threshold and the second proportion is calculated as the upper limit of braking deceleration; The first ratio is greater than the second ratio.

[0009] Optionally, in some embodiments, the target vehicle is further provided with a forward-facing perception component; the method further includes: After setting the upper limit of braking deceleration as the product of the highest braking deceleration threshold and the first ratio, the second relative distance and the second relative speed between the target vehicle and the vehicle in front are detected by the forward sensing component. The collision speed between the target vehicle and the vehicle in front is determined based on the second relative distance, the second relative speed, and the upper limit of braking deceleration. If the collision speed is less than a preset speed threshold, maintain the upper limit of braking deceleration; If the collision speed is greater than the preset speed threshold, calculate the product of the correction ratio and the current braking deceleration limit to obtain a new braking deceleration limit, and return to execute the step of determining the collision speed between the target vehicle and the vehicle in front based on the second relative distance, the second relative speed and the braking deceleration limit; wherein the correction ratio is greater than 1.

[0010] Optionally, in some embodiments, the method further includes: When the collision risk level is the second risk level, a warning message is sent to the vehicle behind via the vehicle communication module.

[0011] Optionally, in some embodiments, the method further includes: If the estimated collision time is greater than or equal to the first time threshold for a duration exceeding a preset time period threshold, the upper limit of braking deceleration will be adjusted to the highest braking deceleration threshold.

[0012] Optionally, in some embodiments, the method further includes: Detect the operating status of the backward sensing component; If the operating state of the rearward sensing component is abnormal, the upper limit of braking deceleration will be adjusted to the highest braking deceleration threshold.

[0013] On the other hand, embodiments of this application provide a vehicle braking control device applied to a target vehicle, the target vehicle being equipped with a rearward sensing component; the device includes: The detection unit is used to detect the first relative distance, first relative speed and first relative deceleration between the target vehicle and the vehicle behind it through the rearward sensing component when the target vehicle triggers automatic emergency braking. An evaluation unit is used to evaluate whether the target vehicle will collide with the vehicle behind it in the current state, based on the first relative distance, the first relative speed, and the first deceleration. The processing unit is used to determine the estimated collision time between the target vehicle and the vehicle behind it if the target vehicle will collide with the vehicle behind it in the current state. A grading unit is used to determine the collision risk level based on the estimated collision time, the first relative velocity, and the first deceleration; An adjustment unit is used to adjust the upper limit of the braking deceleration of the automatic emergency braking according to the collision risk level, and to perform braking according to the upper limit of the braking deceleration; wherein the magnitude of the upper limit of the braking deceleration is negatively correlated with the collision risk level.

[0014] On the other hand, embodiments of this application provide an electronic device, including a processor and a memory; The memory is used to store computer programs; The processor executes the computer program to implement the aforementioned vehicle braking control method.

[0015] On the other hand, embodiments of this application provide a computer-readable storage medium storing a computer program that is executed by a processor to implement the aforementioned vehicle braking control method.

[0016] On the other hand, embodiments of this application also provide a computer program product, which includes a computer program stored in a computer-readable storage medium. The processor of a computer device reads the computer program from the computer-readable storage medium and executes the computer program, causing the computer device to perform the aforementioned vehicle braking control method.

[0017] The embodiments of this application include at least the following beneficial effects: This application provides a vehicle braking control method, device, equipment, and storage medium, applied to a target vehicle equipped with a rearward sensing component. When the target vehicle triggers automatic emergency braking, the rearward sensing component first detects the first relative distance, first relative speed, and first deceleration between the target vehicle and the vehicle behind. Based on these parameters, it is assessed whether a collision will occur between the target vehicle and the vehicle behind. If a collision is determined to occur, the estimated collision time is calculated, and a collision risk level is determined based on this estimated collision time, the first relative speed, and the first deceleration. Subsequently, based on the determined collision risk level, the upper limit of the automatic emergency braking deceleration is dynamically adjusted, and braking is performed according to this upper limit. The magnitude of the upper limit of the braking deceleration is negatively correlated with the collision risk level. By introducing rearward risk perception, this application can adaptively constrain the braking intensity of the vehicle based on the risk of a rear-end collision, aiming to reduce the risk of high-speed rear-end collisions and thereby improve the overall safety of traffic participants. Attached Figure Description

[0018] The accompanying drawings are used to provide a further understanding of the technical solutions of this application and constitute a part of the specification. They are used together with the embodiments of this application to explain the technical solutions of this application and do not constitute a limitation on the technical solutions of this application.

[0019] Figure 1 This is a system architecture diagram of a vehicle braking control method provided in the embodiments of this application; Figure 2 This is a schematic flowchart of a vehicle braking control method provided in an embodiment of this application; Figure 3 This is a structural block diagram of a vehicle braking control device provided in the embodiments of this application. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0021] It is understood that the terms “first,” “second,” etc., used in this application may be used to describe various concepts herein, but unless otherwise stated, these concepts are not limited by these terms. These terms are used only to distinguish one concept from another.

[0022] As used in this application, the terms "at least one", "multiple", "each", "any", etc., "at least one" includes one, two or more, "multiple" includes two or more, "each" refers to each of the corresponding multiples, and "any" refers to any one of the multiples.

[0023] With the development of autonomous driving technology, the Automatic Emergency Braking (AEB) system has become a core function for improving vehicle active safety. It effectively reduces or avoids the risk of collision with the vehicle in front by applying emergency braking to the vehicle before a collision.

[0024] Currently, mainstream systems in related technologies primarily rely on forward-looking perception information for decision-making, aiming to minimize the risk of collision between the vehicle and obstacles ahead. However, this strategy, while maximizing the vehicle's safety, presents potential safety hazards. Especially in scenarios such as highways, a sudden emergency braking action could lead to a high-speed rear-end collision for vehicles behind, transferring the collision risk to the following vehicle. This approach lacks a holistic consideration of the safety of all road users and struggles to meet the safety requirements of complex traffic flows.

[0025] In view of this, this application provides a vehicle braking control method, device, equipment, and storage medium, applied to a target vehicle equipped with a rearward sensing component. When the target vehicle triggers automatic emergency braking, the rearward sensing component first detects the first relative distance, first relative speed, and first deceleration between the vehicle and the vehicle behind. Based on these parameters, it is assessed whether a collision will occur between the target vehicle and the vehicle behind. If a collision is determined to occur, the estimated collision time is calculated, and a collision risk level is determined based on this estimated collision time, the first relative speed, and the first deceleration. Subsequently, based on the determined collision risk level, the upper limit of the automatic emergency braking deceleration is dynamically adjusted, and braking is performed according to this upper limit. The magnitude of the upper limit of the braking deceleration is negatively correlated with the collision risk level. By introducing rearward risk perception, this application can adaptively constrain the braking intensity of the vehicle based on the risk of a rear-end collision, aiming to reduce the risk of high-speed rear-end collisions and thereby improve the overall safety of traffic participants.

[0026] System architecture and scenario description used in the embodiments of this application Please refer to Figure 1 , Figure 1 The diagram shows a system architecture diagram of a vehicle braking control method provided in an embodiment of this application, which includes a terminal device 140, an Internet 130, a gateway 120, a back-end server 110, etc.

[0027] In this embodiment, the terminal device 140 is an in-vehicle terminal (e.g., the central control device of a vehicle). It can be a single device or a collection of multiple devices. The terminal device 140 can communicate with the Internet 130 via wired or wireless means to exchange data.

[0028] Backend server 110 refers to a computer system that can provide certain services to terminal device 140. Compared with ordinary terminal device 140, backend server 110 has higher requirements in terms of stability, security, and performance. Backend server 110 can be a single high-performance computer in a network platform, a cluster of multiple high-performance computers, a portion of a single high-performance computer (e.g., a virtual machine), or a combination of portions of multiple high-performance computers (e.g., virtual machines).

[0029] Gateway 120, also known as an internetwork connector or protocol converter, is a computer system or device that acts as a translator, enabling network interconnection at the transport layer. It bridges the gap between two systems using different communication protocols, data formats, languages, or even completely different architectures. Gateways can also provide filtering and security functions. Messages sent from terminal device 140 to backend server 110 are forwarded to the corresponding backend server 110 via gateway 120. Messages sent from backend server 110 to terminal device 140 are also forwarded to the corresponding terminal device 140 via gateway 120.

[0030] The backend server 110 can be an independent physical server, a server cluster or distributed system composed of multiple physical servers, or a cloud server that provides basic cloud computing services such as cloud services, cloud databases, cloud computing, cloud functions, cloud storage, network services, cloud communication, middleware services, domain name services, security services, CDN, and big data and artificial intelligence platforms.

[0031] The vehicle braking control method provided in this application embodiment can be executed independently on the backend server 110 side, independently on the terminal device 140 side, or based on the data interaction between the terminal device 140 and the backend server 110.

[0032] Of course, it is understood that the implementation environment corresponding to the method in the embodiments of this application is not limited to that of the implementation environment. Figure 1 As shown, those skilled in the art can flexibly select the specific implementation environment according to actual needs, and this application does not impose any restrictions on this.

[0033] General Description of Embodiments in this Application Please refer to Figure 2 , Figure 2A schematic flowchart of a vehicle braking control method provided in an embodiment of this application is shown. Figure 2 As shown, a vehicle braking control method according to an embodiment of this application includes, but is not limited to, the following steps: Step 210: When the target vehicle triggers automatic emergency braking, the first relative distance, first relative speed, and first relative deceleration between the target vehicle and the vehicle behind it are detected by the rearward sensing component. Step 220: Based on the first relative distance, the first relative speed, and the first deceleration, assess whether the target vehicle will collide with the vehicle behind it in the current state; Step 230: If the target vehicle and the vehicle behind it will collide in the current state, determine the estimated collision time between the target vehicle and the vehicle behind it. Step 240: Determine the collision risk level based on the estimated collision time, the first relative velocity, and the first deceleration; Step 250: Adjust the upper limit of the braking deceleration of the automatic emergency braking according to the collision risk level, and perform braking according to the upper limit of the braking deceleration; wherein the magnitude of the upper limit of the braking deceleration is negatively correlated with the collision risk level.

[0034] This application provides a vehicle braking control method applied to a target vehicle equipped with a rearward sensing component. The method aims to address the problem that traditional automatic emergency braking systems primarily focus on forward collision avoidance, potentially neglecting rear-end collision risks and lacking comprehensive consideration of overall traffic safety. The core of this method is that when the target vehicle triggers automatic emergency braking due to a forward risk, it simultaneously acquires real-time dynamic information about vehicles behind it through the rearward sensing component. Based on this information, it assesses the rear-end collision risk and dynamically adjusts the vehicle's braking deceleration limit according to the assessed risk level. This achieves an adaptive braking control strategy that balances forward collision avoidance and rear-end collision risk mitigation.

[0035] Below, in conjunction with Figure 2 The present application will introduce and explain each step of the vehicle braking control method in the embodiments.

[0036] In step 210, when the target vehicle triggers the automatic emergency braking function due to sensing an unavoidable collision risk with the vehicle in front or an obstacle, the system simultaneously activates the rearward perception component. The rearward perception component may include, but is not limited to, a rear-view camera, millimeter-wave radar, and / or lidar. This component is responsible for collecting and calculating the dynamic relationship parameters between the target vehicle and the nearest or most threatening vehicle behind it, specifically including the first relative distance (i.e., the distance between the two vehicles), the first relative speed (a positive value indicates that the following vehicle's speed is greater than the target vehicle's, indicating a tendency to rear-end collision), and the actual deceleration of the following vehicle relative to the target vehicle, i.e., the first deceleration (a positive value indicates that the following vehicle is decelerating). These parameters constitute the raw data basis for assessing the risk of a rear-end collision.

[0037] In step 220, the system uses the first relative distance, first relative velocity, and first deceleration obtained in step 210 to assess, through a built-in collision dynamics model or algorithm, whether a collision will occur between the rear vehicle and the target vehicle under the current motion state without any intervention. This assessment is a prerequisite logical judgment for subsequent risk level determination, ensuring that the control strategy of this application is only activated when there is indeed a rear collision threat.

[0038] In step 230, if the assessment result of step 220 indicates that a collision will occur, a key risk quantification indicator, namely the estimated collision time, will be further calculated. This time can be calculated based on the current first relative distance, first relative velocity, and first deceleration, and is used to quantify the urgency of the collision. The shorter the estimated collision time, the faster the threat from behind is approaching, and the more urgent the situation.

[0039] In step 240, after obtaining the estimated collision time, the rear-end collision risk is classified by combining two key parameters reflecting the intention and behavior of the following vehicle: the first relative speed and the first deceleration. Specifically, the estimated collision time, the sign of the first relative speed (whether it is greater than zero), and the magnitude of the first deceleration are compared with preset thresholds to comprehensively determine whether the current risk belongs to "Level 1 Risk" (e.g., high risk) or the more serious "Level 2 Risk" (e.g., extremely high risk). The risk level determination result is directly related to the subsequent braking intensity decision.

[0040] In step 250, based on the collision risk level determined in step 240, the system dynamically sets and outputs an adjusted automatic emergency braking deceleration limit. The core logic here is that "the higher the risk level, the lower the braking limit." For example, when the risk level is determined to be the first level, the system limits the braking deceleration limit to a relatively low value; when the risk level is determined to be the more severe second level, the system will adopt a lower and more conservative braking deceleration limit.

[0041] The braking actuator will apply braking based on this dynamic upper limit, rather than the maximum deceleration of the traditional AEB system. The practical effect of this is to actively and moderately reduce the vehicle's deceleration while ensuring a certain level of forward collision avoidance capability, creating a longer relative speed buffer space between the vehicle and the vehicles behind, thereby significantly reducing the probability of a rear-end collision or the relative speed at the time of the collision. This sacrifices some forward collision avoidance capability in exchange for more effective protection of the occupants of the following vehicles, improving the overall safety level of all road users.

[0042] It is understood that the vehicle braking control method provided in this application, when the target vehicle triggers automatic emergency braking, firstly detects the first relative distance, first relative speed, and first deceleration between the vehicle and the vehicle behind it using a rearward sensing component. Based on these parameters, it assesses whether a collision will occur between the target vehicle and the vehicle behind it. If a collision is determined to occur, the estimated collision time is calculated, and a collision risk level is determined based on this estimated collision time, the first relative speed, and the first deceleration. Subsequently, based on the determined collision risk level, the upper limit of the automatic emergency braking deceleration is dynamically adjusted, and braking is performed according to this upper limit. The magnitude of the upper limit of the braking deceleration is negatively correlated with the collision risk level. By introducing rearward risk perception, this application can adaptively constrain the braking intensity of the vehicle based on the risk of a rear-end collision, aiming to reduce the risk of high-speed rear-end collisions and thereby improve the overall safety of traffic participants.

[0043] Specifically, in some embodiments, determining the collision risk level based on the estimated collision time, the first relative velocity, and the first deceleration includes: If the estimated collision time is less than the first time threshold and the first relative velocity is greater than 0, the collision risk level is determined to be the first risk level. If the estimated collision time is less than the second time threshold and the first deceleration is less than the preset deceleration threshold, the collision risk level is determined to be the second risk level. Wherein, the first time threshold is greater than the second time threshold, and the second risk level is higher than the first risk level.

[0044] In this embodiment, the collision risk level of a following vehicle is determined based on three core parameters: estimated collision time, first relative velocity, and first deceleration, using a preset combination of logical thresholds. This method aims to establish a two-tiered, progressive risk assessment system to precisely and reliably quantify the degree of threat from behind, providing accurate decision-making basis for subsequent differentiated braking strategies. The core logic of risk determination lies in focusing not only on the urgency of the collision (measured by estimated collision time) but also on the behavioral intentions and dynamic reaction capabilities of the following vehicle (represented by the first relative velocity and first deceleration), thereby achieving a deep understanding of the risk scenario.

[0045] First, let's introduce the determination of the first risk level. This level is primarily designed to capture scenarios where there is a clear risk of collision from a following vehicle, but there is still some buffer time. The determination criteria include two key elements. The first condition is that the estimated collision time is less than a preset "first time threshold" (e.g., 1.5 seconds). This threshold represents a warning threshold; when the approach time of a following vehicle is less than this value, it is considered to have entered a high-risk distance requiring close attention. The second condition is that the first relative speed is greater than 0. This is the core of determining whether the following vehicle poses a substantial threat. A first relative speed greater than 0 clearly indicates that the speed of the following vehicle is higher than that of the following vehicle, and the distance between the two vehicles is actively decreasing, thus excluding scenarios where the following vehicle's speed is lower than or equal to that of the following vehicle, or where the distance is increasing, which are not threatening scenarios. Only when the following vehicle is rapidly approaching (the estimated collision time is imminent) and its speed is indeed higher than that of the following vehicle (there is a tendency for a rear-end collision), does the system identify it as a threat with the "first risk level." This reflects the first accurate identification of a rear-end collision risk scenario.

[0046] Next, we will introduce the determination of the more severe second risk level. This level is used to identify an extremely urgent and dangerous situation where the following vehicle not only approaches rapidly but also fails to take effective or sufficient braking measures to avoid a collision. Its determination logic is also based on two conditions being met simultaneously. The first condition is that the estimated collision time is less than a shorter second time threshold (e.g., 1.0 second). This threshold is set lower than the first time threshold, meaning that a collision is imminent, and the time window for the system to react is extremely short. The second key condition is that the first deceleration is less than a preset deceleration threshold (e.g., 0.2 times the acceleration due to gravity). Here, the first deceleration reflects the braking intention and effectiveness of the following vehicle. A small first deceleration value indicates that the following vehicle is either not braking or has very weak braking force. When the estimated collision time is extremely short, and the following vehicle itself has hardly taken any effective deceleration action, a collision is almost inevitable and of enormous energy. Therefore, when both conditions are met simultaneously, it is determined to be the highest level, the second risk level, indicating that a high-risk, high-energy rear-end collision is imminent, requiring the immediate activation of the highest priority response strategy.

[0047] It should be noted that the first time threshold is higher than the second time threshold. This ensures the hierarchical and progressive nature of risk assessment. That is, a higher risk level will only be triggered when the urgency exceeds the lower second threshold and the behavior is egregious (no deceleration). This grading method based on both time and behavior criteria is more robust than single-parameter judgment and can effectively reduce policy switching errors caused by noise from a single sensor or brief misjudgment, making braking control decisions more closely aligned with actual risk scenarios.

[0048] Specifically, in some embodiments, adjusting the upper limit of the braking deceleration of the automatic emergency braking according to the collision risk level includes: Obtain the predetermined maximum braking deceleration threshold; If there is no risk of collision between the target vehicle and the vehicle behind it, the upper limit of braking deceleration will be adjusted to the highest braking deceleration threshold. If the collision risk level is the first risk level, the product of the highest braking deceleration threshold and the first proportion is calculated as the upper limit of braking deceleration. If the collision risk level is the second risk level, the product of the highest braking deceleration threshold and the second proportion is calculated as the upper limit of braking deceleration; The first ratio is greater than the second ratio.

[0049] Specifically, in some embodiments, adjusting the upper limit of the braking deceleration of the automatic emergency braking according to the collision risk level includes: Obtain the predetermined maximum braking deceleration threshold; If there is no risk of collision between the target vehicle and the vehicle behind it, the upper limit of braking deceleration will be adjusted to the highest braking deceleration threshold. If the collision risk level is the first risk level, the product of the highest braking deceleration threshold and the first proportion is calculated as the upper limit of braking deceleration. If the collision risk level is the second risk level, the product of the highest braking deceleration threshold and the second proportion is calculated as the upper limit of braking deceleration; The first ratio is greater than the second ratio.

[0050] In this embodiment, based on the rear vehicle collision risk level determined in the aforementioned steps, a quantitative scaling mechanism is used to dynamically and accurately determine the maximum permissible braking deceleration limit for the vehicle during automatic emergency braking. The core of this method lies in establishing a mapping rule where "the higher the risk, the stricter the restriction." This relies on a baseline value (the maximum braking deceleration threshold) and a set of pre-calibrated scaling coefficients, thereby directly converting the abstract risk level into specific control commands. This ensures the consistency, interpretability, and calibrability of braking decisions.

[0051] First, the system acquires a preset "maximum braking deceleration threshold" (e.g., 1.0 times gravitational acceleration) representing the physical limits or regulatory performance calibration of the vehicle's braking system. This threshold typically corresponds to the maximum braking capacity of a conventional AEB system in the absence of rear-end collision risk and serves as the basis for subsequent proportional calculations. If, after assessment, there is no risk of collision between the target vehicle and the vehicle behind it—for example, if the estimated collision time is long or the speed of the following vehicle is lower than that of the target vehicle—it indicates that the current rear environment is safe, and there is no need to limit the vehicle's forward collision avoidance capability to avoid a rear-end collision. In this case, the system directly sets the upper limit of braking deceleration to the maximum braking deceleration threshold, allowing the braking system to operate at full capacity to maximize the reduction of the risk of collision with the vehicle in front. This ensures that, in the absence of rear-end threat, the control strategy of this application can degenerate into the optimal performance mode of traditional AEB.

[0052] When a collision risk is detected, the maximum braking deceleration threshold is proportionally attenuated to varying degrees based on the specific risk level, actively and controllably reducing the vehicle's deceleration. Specifically, if the risk level is Level 1 (i.e., a following vehicle is approaching but there is still some reaction time), the system does not fully release the brakes. Instead, it multiplies the maximum braking deceleration threshold by a relatively high first proportion (e.g., 0.6), and the product becomes the new upper limit for braking deceleration. This means that at this risk level, the vehicle's braking intensity will be limited to approximately 60% of its maximum capacity. This limitation aims to create a gentle buffer space between the vehicle and the following vehicle, significantly reducing the severity of a high-speed rear-end collision while sacrificing some forward braking efficiency. This embodies the collaborative safety concept of exchanging controllable forward collision losses for a significant reduction in rear-end collision energy.

[0053] If the risk level escalates to the more urgent second risk level (i.e., a collision is imminent and the following vehicle has not effectively decelerated), it indicates an extremely high risk of a rear-end collision. To minimize the relative speed at the time of a rear-end collision and protect the occupants of the following vehicle, the system multiplies a lower second proportion (e.g., 0.4) by the maximum braking deceleration threshold, and sets the product as the upper limit of braking deceleration. At this point, the braking intensity of the vehicle is further limited to approximately 40% of its maximum capacity. This more stringent limitation aims to minimize the abruptness of the vehicle's deceleration when facing extremely high rear-end collision risks, thereby maximizing the reaction time of the following vehicle and reducing the relative speed difference, even if this may come at the cost of increasing the vehicle's forward collision speed. The design where the first proportion is greater than the second proportion ensures a strict negative correlation between the control strategy and the risk level; that is, the higher the risk, the greater the limitation on the vehicle's braking capacity, resulting in a clear and progressive decision-making logic.

[0054] By using the quantitative mapping method based on the benchmark threshold and fixed ratio described above, the embodiments of this application transform complex risk decisions into clear and executable deceleration control values, enabling the vehicle to achieve a dynamic balance based on real-time risk assessment between the two conflicting safety objectives of avoiding frontal collisions and mitigating rearal collisions.

[0055] Specifically, in some embodiments, the target vehicle is further equipped with a forward-facing perception component; the method further includes: After setting the upper limit of braking deceleration as the product of the highest braking deceleration threshold and the first ratio, the second relative distance and the second relative speed between the target vehicle and the vehicle in front are detected by the forward sensing component. The collision speed between the target vehicle and the vehicle in front is determined based on the second relative distance, the second relative speed, and the upper limit of braking deceleration. If the collision speed is less than a preset speed threshold, maintain the upper limit of braking deceleration; If the collision speed is greater than the preset speed threshold, calculate the product of the correction ratio and the current braking deceleration limit to obtain a new braking deceleration limit, and return to execute the step of determining the collision speed between the target vehicle and the vehicle in front based on the second relative distance, the second relative speed and the braking deceleration limit.

[0056] Specifically, in some embodiments, the target vehicle is further equipped with a forward-facing perception component; the method further includes: After setting the upper limit of braking deceleration as the product of the highest braking deceleration threshold and the first ratio, the second relative distance and the second relative speed between the target vehicle and the vehicle in front are detected by the forward sensing component. The collision speed between the target vehicle and the vehicle in front is determined based on the second relative distance, the second relative speed, and the upper limit of braking deceleration. If the collision speed is less than a preset speed threshold, maintain the upper limit of braking deceleration; If the collision speed is greater than the preset speed threshold, calculate the product of the correction ratio and the current braking deceleration limit to obtain a new braking deceleration limit, and return to execute the step of determining the collision speed between the target vehicle and the vehicle in front based on the second relative distance, the second relative speed and the braking deceleration limit; wherein the correction ratio is greater than 1.

[0057] In this embodiment, based on the aforementioned preliminary setting of the braking deceleration upper limit according to the rearward risk level, a closed-loop verification and dynamic adjustment mechanism based on the vehicle's forward risk is introduced. The purpose of this method is to ensure that the braking intensity limit does not lead to an unacceptable risk of frontal collision for the vehicle, thereby achieving a dynamic and acceptable balance between mitigating rear-end collisions and ensuring the vehicle's basic safety. This mechanism uses precise kinematic information about the target ahead, acquired in real-time by the forward sensing component, to guide the final determination of the braking limit through continuous simulation prediction of preset collision results, reflecting precise management of the vehicle's comprehensive safety boundaries.

[0058] Specifically, the process in this embodiment is activated after the system has initially set the upper limit of braking deceleration based on a first proportion of attenuation value (e.g., 60% of the maximum deceleration) according to the rear risk assessment. First, the dynamic relationship parameters between the vehicle and the target vehicle ahead are simultaneously acquired through the vehicle's inherent forward perception components (such as forward radar, cameras, etc.), namely the second relative distance (current distance between the two vehicles) and the second relative speed (positive values ​​indicate that the vehicle's speed is greater than that of the vehicle in front, and there is a tendency to rear-end the vehicle in front). These data accurately depict the urgency of the forward collision scenario. Next, using the currently set upper limit of braking deceleration as a fixed braking input, combined with the vehicle's current speed, the second relative distance, and the second relative speed, a forward collision simulation is performed through the built-in kinematic equations. This simulation calculates the relative speed of the vehicle at the moment of collision with the vehicle in front, i.e., the collision speed, under the assumption of continuously braking at this upper limit of deceleration. This calculation result is the core quantitative indicator for assessing the forward risk of the vehicle.

[0059] After obtaining the collision speed, it is compared with a pre-calibrated speed threshold (e.g., 30 km / h) representing the acceptable severity of a rear-end collision. This threshold is an engineering and safety trade-off, representing a "low-speed frontal collision that can be actively withstood to reduce the severity of a rear-end collision." If the simulated collision speed is less than this preset speed threshold, it indicates that even if a frontal collision occurs within the currently set braking deceleration limit, its severity is within an acceptable, low level of injury. In this case, the system determines that the current strategy is safe and acceptable, and therefore maintains the braking deceleration limit unchanged, continuing to execute the restricted braking.

[0060] Conversely, if the simulated collision speed exceeds a preset speed threshold, it indicates that with the currently limited deceleration, the vehicle will still collide with the vehicle in front at an unacceptably high speed upon braking, exceeding the preset safety tolerance. In this case, a protective braking intensity enhancement procedure will be initiated. Specifically, the system calculates a correction ratio greater than 1 (e.g., 1.1) and multiplies it by the current braking deceleration limit to obtain a new, higher braking deceleration limit. This step means that, under the current risk assessment, to ensure the vehicle's forward safety, the braking intensity must be increased to a limited extent, sacrificing some "altruistic" effects. Subsequently, the system immediately returns to the previous simulation step, this time recalculating the collision speed between the vehicle and the vehicle in front based on the new, higher deceleration limit. This process constitutes a closed-loop iterative calculation. This loop will continue, with each iteration appropriately increasing the deceleration limit by the correction ratio and reassessing the forward collision speed until the simulated collision speed is less than or equal to the preset speed threshold. The corresponding upper limit of deceleration at this point is the optimal balance point achieved between satisfying the acceptable frontal collision speed constraint of the vehicle and minimizing the risk of rear collision.

[0061] In this embodiment, by introducing a closed-loop feedback verification of forward risk, the "altruistic" strategy is given a self-protective boundary condition. This ensures that the final braking decision will not lead to excessive forward risk for the vehicle due to unilateral consideration of the vehicle behind, thereby achieving scientific quantification and dynamic optimization control of comprehensive risks in front and behind under extreme conditions, making the overall decision more reasonable and robust.

[0062] Specifically, in some embodiments, the method further includes: When the collision risk level is the second risk level, a warning message is sent to the vehicle behind via the vehicle communication module.

[0063] In this embodiment, when the system determines that the following vehicle is at the second risk level, it means that not only is the collision time extremely imminent, but the following vehicle's braking response is also insufficient. In this extremely urgent situation, relying solely on the vehicle's braking intensity may not be enough to completely avoid the accident or minimize damage. Therefore, this embodiment activates an additional active warning step. Specifically, the system can generate and broadcast a specific collision warning message through a vehicle communication module (such as a communication unit based on C-V2X or DSRC technology). This warning message includes at least an emergency braking and high rear-end collision risk status indicator, and this information is directly sent to the following vehicle at risk.

[0064] For vehicles following behind receiving this warning, it's equivalent to receiving an early and clear danger alert beyond the range of their own sensors. The driver assistance or autonomous driving systems of the following vehicles can immediately analyze this information, identifying that the vehicle ahead is undergoing emergency braking and that there is a high-speed rear-end collision risk. Based on this, the following vehicle can activate its highest-priority response strategy, such as immediately activating its automatic emergency braking system to maximum effectiveness, or issuing the highest level of audible and visual warnings to the driver to prompt them to brake. This process adds a near-delay-free risk information transmission channel based on direct communication to the traditional chain relying solely on radar or camera perception. This can not only potentially buy valuable reaction time for the following vehicle, prompting it to take more effective collision avoidance actions, but also create a synergistic effect with the limited braking behavior of the following vehicle, jointly reducing the probability and severity of the accident.

[0065] Specifically, in some embodiments, the method further includes: If the estimated collision time is greater than or equal to the first time threshold for a duration exceeding a preset time period threshold, the upper limit of braking deceleration will be adjusted to the highest braking deceleration threshold.

[0066] In this embodiment of the application, a control strategy recovery mechanism is also provided after the risk is eliminated, so as to ensure the dynamic adaptability of the braking strategy.

[0067] Specifically, when the system detects that the estimated collision time of a vehicle behind it has been continuously greater than or equal to a first time threshold (e.g., 1.5 seconds) for a preset time period threshold (e.g., 300 milliseconds), it determines that the risk of a rear-end collision has been significantly reduced or eliminated. In this case, continuing to limit the vehicle's braking capability is unnecessary and may even be detrimental to forward collision avoidance. Therefore, the system will automatically and promptly restore the upper limit of braking deceleration to the maximum braking deceleration threshold, thereby allowing the vehicle's braking system to return to its normal mode of full-power operation to maximize forward safety performance. This design ensures that the method of this application intervenes only when necessary and immediately exits once the risk is eliminated, achieving a seamless and smooth switch with conventional AEB strategies.

[0068] Specifically, in some embodiments, the method further includes: Detect the operating status of the backward sensing component; If the operating state of the rearward sensing component is abnormal, the upper limit of braking deceleration will be adjusted to the highest braking deceleration threshold.

[0069] In this embodiment of the application, a functional safety fallback mechanism is also designed to address the risk of core sensor failure and ensure that the system can meet the most basic safety requirements under any circumstances.

[0070] This mechanism continuously monitors the health status of the rearward sensing components used to assess rearward risks, such as checking their power supply, communication links, and data validity. When any abnormality is detected in the operation of the rearward sensing components (such as signal loss, invalid data, hardware failure, etc.), making it impossible to reliably assess rearward risks, the system will immediately execute a rollback strategy. In this case, to avoid incorrectly limiting braking capability due to the inability to perceive rearward risks, thereby causing an uncontrollable forward collision, the system will ignore all adjustment logic based on rearward risks and directly set the upper limit of braking deceleration to the maximum braking deceleration threshold. This is equivalent to forcibly switching the braking control strategy from the "adaptive mode" of this application back to the traditional "conventional AEB mode" that avoids forward collisions to the maximum extent possible. This design prioritizes the ability to respond to the most obvious and direct risks (forward collisions) when its own functions are limited, thereby meeting the safety integrity requirements of relevant standards for advanced driver assistance systems.

[0071] Reference Figure 3 In this embodiment of the application, a vehicle braking control device is also provided, which includes: The detection unit 310 is used to detect the first relative distance, first relative speed and first relative deceleration between the target vehicle and the vehicle behind it through the rearward sensing component when the target vehicle triggers automatic emergency braking. Evaluation unit 320 is used to evaluate whether the target vehicle and the vehicle behind will collide in the current state based on the first relative distance, the first relative speed and the first deceleration; The processing unit 330 is used to determine the estimated collision time between the target vehicle and the vehicle behind if the target vehicle will collide with the vehicle behind in the current state. The grading unit 340 is used to determine the collision risk level based on the estimated collision time, the first relative velocity, and the first deceleration. The adjustment unit 350 is used to adjust the upper limit of the braking deceleration of the automatic emergency braking according to the collision risk level, and to perform braking according to the upper limit of the braking deceleration; wherein the magnitude of the upper limit of the braking deceleration is negatively correlated with the collision risk level.

[0072] It is understandable that, such as Figure 2 The content of the vehicle braking control method embodiments shown is applicable to the vehicle braking control device embodiments. The specific functions implemented by the vehicle braking control device embodiments are the same as those shown in the examples. Figure 2 The vehicle braking control method shown in the embodiment is the same, and the beneficial effects achieved are the same as those shown. Figure 2 The beneficial effects achieved by the vehicle braking control method embodiment shown are also the same.

[0073] This application also discloses an electronic device, including: At least one processor; At least one memory for storing at least one program; When at least one program is executed by at least one processor, such that at least one processor implements as Figure 2 The vehicle braking control method shown is an embodiment.

[0074] The electronic device in the embodiments of this application may be a terminal device, a computer device, or a server device.

[0075] This application also discloses a computer-readable storage medium storing a processor-executable program, which, when executed by a processor, is used to implement, for example... Figure 2 The vehicle braking control method shown is an embodiment.

[0076] Understandable Figure 2 The content of the vehicle braking control method embodiments shown is applicable to the embodiments of this computer-readable storage medium, and the specific functions implemented by the embodiments of this computer-readable storage medium are the same as those shown in the embodiments. Figure 2 The vehicle braking control method shown in the embodiment is the same, and the beneficial effects achieved are the same. Figure 2 The beneficial effects achieved by the vehicle braking control method embodiment shown are also the same.

[0077] This application also discloses a computer program product or computer program, which includes computer instructions stored in the aforementioned computer-readable storage medium. A processor of an electronic device can read the computer instructions from the aforementioned computer-readable storage medium, and the processor executes the computer instructions, causing the computer device to perform... Figure 2 The vehicle braking control method shown is an embodiment.

[0078] Understandable Figure 2 The content of the vehicle braking control method embodiments shown is applicable to this computer program product or computer program embodiment, and the specific functions implemented by this computer program product or computer program embodiment are the same as those shown. Figure 2 The vehicle braking control method shown in the embodiment is the same, and the beneficial effects achieved are the same. Figure 2 The beneficial effects achieved by the vehicle braking control method embodiment shown are also the same.

[0079] In some alternative embodiments, the functions / operations mentioned in the block diagrams may not occur in the order shown in the operation diagrams. For example, depending on the functions / operations involved, two consecutively shown blocks may actually be executed substantially simultaneously, or the blocks may sometimes be executed in reverse order. Furthermore, the embodiments presented and described in the flowcharts of this application are provided by way of example to provide a more comprehensive understanding of the technology. The disclosed methods are not limited to the operations and logic flows presented herein. Alternative embodiments are contemplated in which the order of various operations is changed and sub-operations described as part of a larger operation are executed independently.

[0080] Furthermore, although this application is described in the context of functional modules, it should be understood that, unless otherwise stated to the contrary, one or more of the functions and / or features may be integrated into a single physical device and / or software module, or one or more functions and / or features may be implemented in a separate physical device or software module. It is also understood that a detailed discussion of the actual implementation of each module is unnecessary for understanding this application. Rather, given the properties, functions, and internal relationships of the various functional modules in the apparatus disclosed herein, the actual implementation of the module will be understood within the scope of conventional technology for an engineer. Therefore, those skilled in the art can implement the application set forth in the claims using ordinary techniques without excessive experimentation. It is also understood that the specific concepts disclosed are merely illustrative and not intended to limit the scope of this application, which is determined by the full scope of the appended claims and their equivalents.

[0081] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer 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 steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0082] In the embodiments of this application, the terms "module" or "unit" refer to a computer program or part of a computer program that has a predetermined function and works with other related parts to achieve a predetermined goal, and can be implemented wholly or partially using software, hardware (such as processing circuitry or memory), or a combination thereof. Similarly, a processor (or multiple processors or memory) can be used to implement one or more modules or units. Furthermore, each module or unit can be part of an overall module or unit that includes the functionality of that module or unit.

[0083] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable storage medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable storage medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device.

[0084] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0085] In the foregoing description of this specification, the references to terms such as "one embodiment," "another embodiment," or "some embodiments," etc., indicate that a specific feature, structure, material, or characteristic described in connection with an embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0086] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

[0087] The above is a detailed description of the preferred embodiments of this application, but this application is not limited to the embodiments. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of this application, and these equivalent modifications or substitutions are all included within the scope defined by the claims of this application.

Claims

1. A vehicle braking control method, characterized in that, The method is applied to a target vehicle equipped with a rearward sensing component; the method includes: When the target vehicle triggers automatic emergency braking, the rearward sensing component detects the first relative distance, the first relative speed, and the first relative deceleration between the target vehicle and the vehicle behind it. Based on the first relative distance, the first relative velocity, and the first deceleration, assess whether the target vehicle will collide with the vehicle behind it in the current state. If the target vehicle and the vehicle behind it will collide in the current state, determine the estimated collision time between the target vehicle and the vehicle behind it; The collision risk level is determined based on the estimated collision time, the first relative velocity, and the first deceleration. Based on the collision risk level, the upper limit of the braking deceleration of the automatic emergency braking is adjusted, and braking is performed according to the upper limit of the braking deceleration; wherein the magnitude of the upper limit of the braking deceleration is negatively correlated with the collision risk level.

2. The vehicle braking control method according to claim 1, characterized in that, The step of determining the collision risk level based on the estimated collision time, the first relative velocity, and the first deceleration includes: If the estimated collision time is less than the first time threshold and the first relative velocity is greater than 0, the collision risk level is determined to be the first risk level. If the estimated collision time is less than the second time threshold and the first deceleration is less than the preset deceleration threshold, the collision risk level is determined to be the second risk level. Wherein, the first time threshold is greater than the second time threshold, and the second risk level is higher than the first risk level.

3. The vehicle braking control method according to claim 2, characterized in that, The step of adjusting the upper limit of the braking deceleration of the automatic emergency braking according to the collision risk level includes: Obtain the predetermined maximum braking deceleration threshold; If there is no risk of collision between the target vehicle and the vehicle behind it, the upper limit of braking deceleration will be adjusted to the highest braking deceleration threshold. If the collision risk level is the first risk level, the product of the highest braking deceleration threshold and the first proportion is calculated as the upper limit of braking deceleration; If the collision risk level is the second risk level, the product of the highest braking deceleration threshold and the second proportion is calculated as the upper limit of braking deceleration; The first ratio is greater than the second ratio.

4. The vehicle braking control method according to claim 3, characterized in that, The target vehicle is also equipped with a forward-facing sensing component; the method further includes: After setting the upper limit of braking deceleration as the product of the highest braking deceleration threshold and the first ratio, the second relative distance and the second relative speed between the target vehicle and the vehicle in front are detected by the forward sensing component. The collision speed between the target vehicle and the vehicle in front is determined based on the second relative distance, the second relative speed, and the upper limit of braking deceleration. If the collision speed is less than a preset speed threshold, maintain the upper limit of braking deceleration; If the collision speed is greater than the preset speed threshold, calculate the product of the correction ratio and the current braking deceleration limit to obtain a new braking deceleration limit, and return to execute the step of determining the collision speed between the target vehicle and the vehicle in front based on the second relative distance, the second relative speed and the braking deceleration limit; wherein the correction ratio is greater than 1.

5. The vehicle braking control method according to claim 2, characterized in that, The method further includes: When the collision risk level is the second risk level, a warning message is sent to the vehicle behind via the vehicle communication module.

6. The vehicle braking control method according to claim 2, characterized in that, The method further includes: If the estimated collision time is greater than or equal to the first time threshold for a duration exceeding a preset time period threshold, the upper limit of braking deceleration will be adjusted to the highest braking deceleration threshold.

7. The vehicle braking control method according to any one of claims 1 to 6, characterized in that, The method further includes: Detect the operating status of the backward sensing component; If the operating state of the rearward sensing component is abnormal, the upper limit of braking deceleration will be adjusted to the highest braking deceleration threshold.

8. A vehicle braking control device, characterized in that, Applied to a target vehicle, the target vehicle being equipped with a rearward sensing component; the device includes: The detection unit is used to detect the first relative distance, first relative speed and first relative deceleration between the target vehicle and the vehicle behind it through the rearward sensing component when the target vehicle triggers automatic emergency braking. An evaluation unit is used to evaluate whether the target vehicle and the vehicle behind will collide in the current state based on the first relative distance, the first relative speed and the first deceleration. The processing unit is used to determine the estimated collision time between the target vehicle and the vehicle behind it if the target vehicle will collide with the vehicle behind it in the current state. A grading unit is used to determine the collision risk level based on the estimated collision time, the first relative velocity, and the first deceleration; An adjustment unit is used to adjust the upper limit of the braking deceleration of the automatic emergency braking according to the collision risk level, and to perform braking according to the upper limit of the braking deceleration; wherein the magnitude of the upper limit of the braking deceleration is negatively correlated with the collision risk level.

9. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the vehicle braking control method according to any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the vehicle braking control method according to any one of claims 1 to 7.

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