Method for reducing rear-end collision probability after high-speed sudden brake

Abstract

The invention provides a method for reducing the rear-end collision probability after high-speed sudden braking, and belongs to the technical field of automobile active safety, the method comprises the steps that running state data of an automobile are collected in real time through a multi-source sensor, and the running state data at least comprise longitudinal deceleration, brake pedal travel and real-time road condition information; based on the operation state data, fusion judgment is conducted through an emergency brake judgment module, and if a preset emergency brake condition is met at the same time, an emergency brake signal is generated; in response to the emergency brake signal, a double-flash warning device is automatically triggered to be started, and meanwhile state feedback information is sent to a driver; and after the vehicle returns to normal driving, the double-flash warning device is controlled to be turned off according to a preset turn-off condition. The highway traffic safety can be effectively improved, and the rear-end collision accident risk is reduced.

Description

Technical Field

[0001] This invention relates to the field of active safety technology for automobiles, and in particular to a method for reducing the probability of being rear-ended after sudden braking at high speed. Background Technology

[0002] With the rapid development of highway networks and the continuous growth of car ownership, highway traffic accidents are frequent, with rear-end collisions accounting for a large proportion. At high speeds, when the vehicle in front brakes suddenly, the driver of the following vehicle often fails to notice the danger ahead due to obstructed vision, insufficient reaction time, or distraction, leading to a rear-end collision. While traditional hazard lights can alert following vehicles to some extent, their effectiveness is greatly affected by factors such as weather, lighting, and road curvature, and their range is limited, making them insufficient to meet the safety requirements of high-speed driving scenarios. Summary of the Invention

[0003] In view of the technical defects and drawbacks existing in the prior art, the present invention provides a method for reducing the probability of being rear-ended after high-speed emergency braking to overcome the above problems or at least partially solve the above problems. The specific solution is as follows:

[0004] A method for reducing the probability of being rear-ended after sudden braking at high speed includes the following steps:

[0005] The vehicle's operating status data is collected in real time by multiple source sensors, and the operating status data includes at least longitudinal deceleration, brake pedal travel and real-time road condition information;

[0006] Based on the aforementioned operating status data, a fusion judgment is performed by the emergency braking judgment module. If the preset emergency braking conditions are met simultaneously, an emergency braking signal is generated.

[0007] In response to the emergency braking signal, the hazard warning lights are automatically activated, and a status feedback message is sent to the driver at the same time.

[0008] After the vehicle resumes normal driving, the hazard warning lights will be turned off according to the preset shutdown conditions.

[0009] In some embodiments, the multi-source sensor includes an IMU sensor, a brake pedal travel sensor, and a navigation host traffic condition receiving module;

[0010] The IMU sensor is used to collect the longitudinal deceleration of the vehicle;

[0011] The brake pedal travel sensor is used to collect brake pedal travel signals, quantify them as a percentage, and transmit them to the emergency braking determination module via the CAN bus.

[0012] The navigation host traffic condition receiving module is used to receive emergency accident, traffic congestion warning, or dangerous event data pushed by V2X cloud provided by high-precision map.

[0013] In some embodiments, the emergency braking condition is a combination of the following conditions:

[0014] (a) The vehicle's longitudinal deceleration reaches or exceeds a first preset threshold;

[0015] (b) The brake pedal travel reaches or exceeds the second preset threshold;

[0016] (c) Real-time traffic information indicates that there is a scenario requiring emergency braking.

[0017] When conditions (a), (b), and (c) are met simultaneously, it is determined to be a high-speed emergency braking scenario.

[0018] In some embodiments, the automatic activation of the hazard warning device in response to the emergency braking signal, and the simultaneous sending of status feedback information to the driver, specifically includes:

[0019] Upon receiving an emergency braking signal, the hazard warning device activates within a preset first time threshold and flashes at a preset warning frequency.

[0020] At the same time, the status feedback module converts the hazard lights on status information into a perceptible prompt signal to provide feedback to the driver;

[0021] The perceptible prompt signal is a voice broadcast signal, used to broadcast the activation status and operation prompts of the hazard warning device to the driver.

[0022] In some embodiments, the shutdown condition includes at least one of the following:

[0023] Manually turn off: The driver can manually turn off the hazard lights by operating the hazard light switch based on the status feedback information;

[0024] Automatic shutdown: When the system detects that the vehicle has returned to normal driving status and meets the preset safety conditions, the hazard warning device will be automatically turned off.

[0025] The preset security conditions include at least one of the following conditions:

[0026] The vehicle remains above the safe driving speed threshold for a first preset duration, and the real-time traffic information indicates no emergency warning.

[0027] The vehicle receives confirmation of the emergency braking warning from the vehicle behind it via vehicle-to-everything (V2X) communication.

[0028] The vehicle's location information confirms that it has left the danger zone where the sudden braking occurred.

[0029] In some embodiments, the automatic shutdown method further includes secondary reminder logic, specifically including:

[0030] When the hazard warning device is on for a duration exceeding a preset second time threshold, and the vehicle status monitoring module detects that the vehicle has met the conditions for automatic shutdown but the hazard warning device is still not off, a secondary reminder signal is sent to the driver through the status feedback module.

[0031] In some embodiments, the method further includes a V2X collaborative early warning extension, specifically including:

[0032] When the emergency braking determination module generates an emergency braking signal, it broadcasts a warning message to vehicles within a preset range behind the vehicle via the vehicle network communication module. Upon receiving the warning message, the following vehicles display warning information and trigger a prompt signal on their in-vehicle human-machine interface.

[0033] The warning message includes at least one of the following:

[0034] Real-time location coordinates of the vehicle in front;

[0035] Real-time motion data of the vehicle in front, including longitudinal deceleration, speed and heading angle;

[0036] Braking suggestion information generated based on the motion status of the vehicle in front and the relative distance;

[0037] The warning message includes at least one of the following:

[0038] Graphical representation of the type of emergency braking event of the vehicle in front;

[0039] Real-time relative distance and relative speed between the vehicle in front and the vehicle itself;

[0040] System-recommended risk avoidance guidelines;

[0041] The prompt signal includes at least one of the following:

[0042] Tiered voice alarms output through the vehicle's audio system;

[0043] Visual warning symbols displayed on the vehicle's in-vehicle display device;

[0044] Tactile warning signals generated by a tactile feedback device.

[0045] In some embodiments, the emergency braking determination module is integrated into the vehicle's electronic control unit, uses a determination algorithm written in C language, conforms to the AUTOSAR functional safety standard, and is upgraded via OTA.

[0046] In some embodiments, the method also supports a hardware redundancy scheme, specifically including:

[0047] First redundancy scheme: When the IMU sensor fails or the data is abnormal, switch to the backup data source and use the longitudinal deceleration data and braking pressure data collected by the electronic stability control system to determine the emergency braking state by combining the preset deceleration threshold and braking pressure threshold.

[0048] The second redundancy scheme is as follows: when both the IMU sensor and the ESC system are unavailable, the pedal opening signal collected by the brake pedal travel sensor is used to determine the emergency braking state by using the preset pedal opening threshold and opening change rate threshold.

[0049] In some embodiments, the method further includes lane recognition assist deactivation logic, which deactivates the assist when the hazard warning device is activated by means of the following method:

[0050] The vehicle uses an onboard camera to capture images of the lane lines ahead, and combines this with data from a steering wheel angle sensor to use a lane line recognition algorithm to determine whether the vehicle has changed lanes to the emergency lane.

[0051] Once a vehicle is detected to have entered the emergency lane, the vehicle's current location is obtained through a high-precision map positioning module, and combined with real-time traffic information, it is determined whether the vehicle is in a safe area.

[0052] If the vehicle has entered the emergency lane and is in a safe area, the hazard warning lights will automatically turn off.

[0053] The lane line recognition algorithm is based on a deep learning model; the criteria for determining the safe zone include: the vehicle is completely parked in the emergency lane, maintains a safe distance from the main lane, there are no rapidly approaching vehicles behind, and there are no emergency warnings ahead.

[0054] The present invention has the following beneficial effects:

[0055] This invention achieves accurate identification of emergency braking by fusing multi-dimensional data from IMU sensors, vehicle speed sensors, and road condition information, avoiding false triggering or missed triggering caused by misjudgment from a single sensor. After determining that the system is braking suddenly, it automatically activates the hazard warning device and provides real-time information to the driver through the status feedback module, forming a complete closed loop of "perception → judgment → warning → feedback", which significantly improves driving safety. Attached Figure Description

[0056] Figure 1 A flowchart illustrating a method for reducing the probability of being rear-ended after emergency braking at high speed, provided by an embodiment of the present invention.

[0057] Figure 2 A flowchart illustrating the emergency braking condition determination provided in an embodiment of the present invention;

[0058] Figure 3 A schematic diagram illustrating the process of sensing reminders and automatic activation of dual flashing lights provided in an embodiment of the present invention;

[0059] Figure 4 This is a schematic diagram of the V2X collaborative early warning process provided in an embodiment of the present invention;

[0060] Figure 5 The present invention provides a structural block diagram of a system for reducing the probability of being rear-ended after emergency braking at high speed. Detailed Implementation

[0061] To enable those skilled in the art to better understand the technical solutions of the present invention, exemplary embodiments of the present invention are described below in conjunction with the accompanying drawings, including various details of the embodiments of the present invention to aid understanding. These should be considered merely exemplary. Therefore, those skilled in the art should recognize that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of the present invention. Similarly, for clarity and brevity, descriptions of well-known functions and structures are omitted in the following description.

[0062] Where there is no conflict, the various embodiments of the present invention and the features thereof may be combined with each other.

[0063] As used herein, the term “and / or” includes any and all combinations of one or more related enumerated entries.

[0064] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. As used herein, the singular forms “a” and “the” are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will also be understood that when the terms “comprising” and / or “made of” are used in this specification, the presence of the stated feature, integral, step, operation, element, and / or component is specified, but the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or groups thereof is not excluded. Terms such as “connected” or “linked” are not limited to physical or mechanical connections but can include electrical connections, whether direct or indirect.

[0065] Unless otherwise specified, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art. It will also be understood that terms such as those defined in commonly used dictionaries should be interpreted as having the meaning consistent with their meaning in the context of the relevant art and the invention, and will not be interpreted as having an idealized or overly formal meaning unless expressly so defined herein.

[0066] In the technical solution of this invention, the collection, storage, use, processing, transmission, provision, and disclosure of user personal information all comply with relevant laws and regulations and do not violate public order and good morals. The use of user data in this technical solution follows relevant national laws and regulations (e.g., the "Information Security Technology - Personal Information Security Specification"). For example: appropriate measures are taken for personal information access control; restrictions are imposed on the display of personal information; the purpose of using personal information does not exceed the scope of direct or reasonable association; and explicit identity targeting is eliminated when using personal information to avoid precisely locating a specific individual.

[0067] To address at least one of the technical problems existing in the aforementioned related technologies, the present invention provides a method for reducing the probability of being rear-ended after high-speed emergency braking. Figure 1 A flowchart illustrating a method for reducing the probability of being rear-ended after emergency braking at high speed, provided by an embodiment of the present invention, includes the following steps:

[0068] S1. Real-time vehicle operating status data is collected through multi-source sensors, and the operating status data includes at least longitudinal deceleration, brake pedal travel and real-time road condition information;

[0069] S2. Based on the operating status data, the emergency braking determination module performs a fusion determination. If the preset emergency braking conditions are met simultaneously, an emergency braking signal is generated.

[0070] S3. In response to the emergency braking signal, the hazard warning device is automatically activated, and status feedback information is sent to the driver at the same time.

[0071] S4. After the vehicle resumes normal driving, control the hazard warning device to turn off according to the preset turning-off conditions.

[0072] This invention achieves accurate identification of emergency braking by fusing multi-dimensional data from IMU sensors, vehicle speed sensors, and road condition information, avoiding false triggering or missed triggering caused by misjudgment from a single sensor. After determining that the system is braking suddenly, it automatically activates the hazard warning device and provides real-time information to the driver through the status feedback module, forming a complete closed loop of "perception → judgment → warning → feedback", which significantly improves driving safety.

[0073] The following is a specific embodiment provided by the present invention.

[0074] Assuming a vehicle is traveling at 120 km / h on a highway, and an obstacle suddenly appears ahead, causing the driver to brake suddenly, the solution based on this invention is as follows:

[0075] For the solutions corresponding to S1 and S2: The IMU sensor collects the longitudinal deceleration data of the vehicle in real time at a sampling frequency of 100Hz. The current deceleration is -8.5 m / s². The vehicle speed sensor shows that the vehicle speed is rapidly decreasing from 120km / h. The road condition monitoring module identifies an obstacle 150 meters ahead through the camera, and the road condition level is "emergency".

[0076] The emergency braking determination module integrates the above data and determines that it is a high-speed emergency braking, and generates an emergency braking signal.

[0077] For S3 and S4: The ECU controls the hazard warning device to turn on, and the hazard lights flash at a frequency of 1Hz. The status feedback module plays a voice prompt through the vehicle's TTS system: "Emergency braking, hazard lights are on, please pay attention to safety!" The central control screen displays a red warning icon and the text prompt "Emergency braking, please keep a safe distance".

[0078] In some embodiments, the multi-source sensor in S1 includes an IMU sensor (IMU), a brake pedal travel sensor, and a navigation host traffic condition receiving module;

[0079] The IMU is used to collect the longitudinal deceleration of the vehicle, and the sampling frequency is not less than 50Hz;

[0080] The brake pedal travel sensor is used to collect brake pedal travel signals, quantify them in the form of 0-100% percentage, and transmit them to the emergency braking determination module via CAN bus.

[0081] The navigation host traffic condition receiving module is used to receive emergency accident, traffic congestion warning, or dangerous event data pushed by V2X cloud provided by high-precision map.

[0082] In the above embodiments, by limiting the IMU to a sampling frequency of no less than 50Hz to collect longitudinal deceleration, it is ensured that the brief but dramatic dynamic changes during emergency braking can be captured. The high sampling frequency provides data assurance for accurately calculating the rate of deceleration change (e.g., determining whether the deceleration remains below -8m / s² for more than 0.3 seconds), avoiding signal distortion or judgment delays caused by insufficient sampling rate. The brake pedal travel is quantified in percentage form from 0-100% and transmitted via CAN bus, realizing precise measurement of the depth and urgency of the driver's braking operation. This data directly reflects the driver's subjective intention and can effectively distinguish between emergency braking and normal deceleration, or deceleration changes caused by non-braking factors such as road bumps. The high-precision map warnings and V2X cloud data received by the module provide crucial scenario context for emergency braking determination, answering the question "why the emergency braking?" For example, determining that the emergency braking is a reasonable avoidance behavior taken due to a sudden accident or congestion ahead, rather than driver error. This layer of information verification greatly improves the intelligence and rationality of the judgment logic.

[0083] refer to Figure 2 As shown, in some embodiments, the emergency braking condition in S2 is a combination of the following conditions:

[0084] (a) The vehicle's longitudinal deceleration reaches or exceeds a first preset threshold;

[0085] (b) The brake pedal travel reaches or exceeds the second preset threshold;

[0086] (c) Real-time traffic information indicates that there is a scenario requiring emergency braking.

[0087] When conditions (a), (b), and (c) are met simultaneously, it is determined to be a high-speed emergency braking scenario.

[0088] In the above embodiments, by cross-verifying longitudinal deceleration, brake pedal travel and real-time road conditions, it is possible to accurately distinguish between "normal deceleration" and "high-speed emergency braking", effectively avoiding the false activation of hazard lights caused by misjudgment by a single sensor (such as a sudden increase in deceleration due to speed bumps).

[0089] The following is a specific embodiment provided by the present invention.

[0090] In this embodiment, the method is executed by the vehicle's electronic control unit (ECU), and specifically includes:

[0091] Data collection includes:

[0092] Longitudinal deceleration: acquired via an IMU sensor at a sampling frequency of 50 Hz.

[0093] Brake pedal travel: Collected by the brake pedal travel sensor and quantified as a percentage (0% means not depressed, 100% means fully depressed).

[0094] Real-time traffic information: obtained through the traffic receiving module of the navigation host, including "sudden accidents" and "congestion ahead" warnings provided by high-precision maps.

[0095] Emergency braking determination includes:

[0096] The first preset threshold is specifically -8 m / s². When the longitudinal deceleration acquired by the IMU is lower than or equal to this value for 0.3 seconds, condition (a) is met.

[0097] The second preset threshold is specifically 80%. When the travel detected by the brake pedal travel sensor reaches or exceeds this value, condition (b) is met.

[0098] The scenario requiring emergency braking is confirmed by navigation traffic information. When a "sudden accident" or "congestion ahead" warning is received, condition (c) is met.

[0099] The ECU's judgment algorithm performs fusion analysis on the above three data streams. If and only if the three conditions (a), (b), and (c) are met simultaneously, it is determined to be a high-speed emergency braking scenario and an emergency braking signal is generated.

[0100] Warning implementation and feedback, including:

[0101] After receiving the emergency braking signal, the ECU sends a command to the hazard light actuator within 0.2 seconds, and the hazard lights flash at a frequency of 1.5Hz.

[0102] At the same time, the ECU sends a command to the voice broadcast module to generate a voice message through TTS technology: "High-speed emergency braking detected. Hazard lights have been automatically activated. Please manually turn them off when it is safe to do so." The message is then played through the vehicle's speakers (volume ≥ 65dB).

[0103] refer to Figure 3 As shown, in some embodiments, S3 includes:

[0104] Upon receiving an emergency braking signal, the hazard warning device activates within a preset first time threshold and flashes at a preset warning frequency.

[0105] At the same time, the status feedback module converts the hazard lights on status information into a perceptible prompt signal to provide feedback to the driver;

[0106] The perceptible prompt signal is a voice broadcast signal, used to broadcast the activation status and operation prompts of the hazard warning device to the driver.

[0107] See Figure 2 The diagram shown is a schematic flowchart of a high-speed emergency braking determination process provided by an embodiment of the present invention.

[0108] In the above embodiments, the system's automatic judgment and execution completely eliminates the time delay (1-2 seconds) caused by manual operation by the driver. The warning signal is triggered in a very short time, allowing drivers of following vehicles to perceive the emergency situation of the vehicle in front earlier, significantly increasing the effective reaction time and braking distance of the following vehicle, and fundamentally reducing the risk of high-speed rear-end collisions. The standardized flashing signal is easy to identify and can quickly attract the attention of drivers of following vehicles. Combined with feedback forms such as voice, a dual warning channel of visual and auditory senses is formed, which can effectively transmit emergency information even in bad weather or when the attention of drivers of following vehicles is slightly lapsed, improving the redundancy and reliability of the warning.

[0109] The following is a specific embodiment provided by the present invention.

[0110] In this embodiment, step S3 is executed under the control of the vehicle's electronic control unit (ECU), specifically including...

[0111] Hazard warning lights activated, including:

[0112] The preset first time threshold is specifically 0.5 seconds. After generating the emergency braking signal, the ECU sends an activation command to the hazard light actuator within 0.2 to 0.5 seconds.

[0113] The preset warning frequency is specifically 1.5 Hz. The hazard lights flash at this frequency, which complies with GB4785 standard, ensuring a clear warning effect and compliance with regulatory requirements.

[0114] Status feedback implementation includes:

[0115] The status feedback module is specifically an in-vehicle text-to-speech (TTS) module.

[0116] The perceptible prompt signal is specifically a voice broadcast. Simultaneously with sending the hazard light activation command, the ECU sends a command to the TTS module to generate the voice message: "High-speed emergency braking detected. Hazard lights have been automatically activated. Please manually deactivate them when it is safe to do so."

[0117] The voice broadcast volume is measured at the driver's ear and is no less than 65 dB to ensure that it can be clearly heard in the in-vehicle environment at high speeds.

[0118] In some embodiments, the closing condition in S4 includes at least one of the following:

[0119] Manually turn off: The driver can manually turn off the hazard lights by operating the hazard light switch based on the status feedback information;

[0120] Automatic shutdown: When the system detects that the vehicle has returned to normal driving status and meets the preset safety conditions, the hazard warning device will be automatically turned off.

[0121] The preset security conditions include at least one of the following conditions:

[0122] (a) The vehicle remains above the safe driving speed threshold for a first preset duration, and the real-time traffic information indicates no emergency warning;

[0123] (b) The vehicle receives confirmation of the emergency braking warning from the vehicle behind it via vehicle-to-everything (V2X) communication;

[0124] (c) The vehicle location information confirms that it has left the danger zone where the emergency braking occurred.

[0125] The above embodiments provide two shutdown methods: "manual" and "automatic". This respects the driver's subjective control and ensures their dominant position in handling emergencies. At the same time, the automation logic reduces the driver's operational burden in complex situations, prevents the "lights left on" problem due to forgetfulness, and optimizes the human-machine co-driving experience.

[0126] The following is a specific embodiment provided by the present invention.

[0127] In this embodiment, step S4 is implemented by monitoring the vehicle status through the vehicle's electronic control unit (ECU), specifically including...

[0128] Manually close:

[0129] After hearing the voice prompt "High-speed emergency braking detected, hazard lights have been automatically activated. Please manually turn them off when it is safe to do so." Once the driver confirms that the vehicle is in a safe state (such as having left the danger zone or when traffic has returned to normal), they should manually press the hazard light switch inside the vehicle. The ECU will then receive the command and control the hazard light warning device to turn off.

[0130] Automatic shutdown, including:

[0131] Triggered based on condition (a):

[0132] For example, if the vehicle in front brakes suddenly on the highway to avoid an obstacle, the danger is over, the vehicle accelerates, and merges back into the normal flow of traffic.

[0133] Judgment: The ECU detects that the vehicle speed has consistently exceeded the safe driving speed threshold of the current road (e.g., 80 km / h on a highway) and has remained so for a first preset duration (e.g., 10 seconds), while the navigation system displays warnings of no accidents or congestion within 5 kilometers ahead.

[0134] Execution: The system determines that condition (a) is met and automatically turns off the hazard lights.

[0135] Triggering based on condition (b) (applicable to connected vehicles):

[0136] For example, after a vehicle brakes suddenly and activates its hazard lights, it broadcasts an emergency message to vehicles within a certain range behind it via V2X communication.

[0137] Determination: The ECU received confirmation responses of "message received" or "deceleration has been achieved" from multiple vehicles behind via the V2X module.

[0138] Execution: The system determines that the warning purpose has been achieved and condition (b) is met, and automatically turns off the hazard lights.

[0139] Triggered based on condition (c):

[0140] For example, a vehicle may brake suddenly inside a tunnel due to an accident ahead, then slowly drive out of the tunnel and stop in a safe area on the shoulder.

[0141] Judgment: Based on high-precision map and GPS positioning information, the ECU confirmed that the vehicle had left the tunnel (danger area) where the accident occurred and had stopped on the shoulder.

[0142] Execution: The system determines that condition (c) is met and automatically turns off the hazard lights.

[0143] In some embodiments, the automatic shut-off method further includes a secondary reminder logic: when the duration of the hazard warning device being on exceeds a preset second time threshold, and the vehicle status monitoring module detects that the vehicle has met the automatic shut-off conditions but the hazard warning device is still not off, a secondary reminder signal is sent to the driver through the status feedback module.

[0144] The above embodiments provide a reliable safety measure for the real-world scenario where "drivers may not notice the initial voice prompt or forget to turn off their hazard lights due to prolonged tension." By proactively intervening and reminding drivers based on time thresholds and status judgments, it effectively prevents hazard lights from misleading traffic flow due to unnecessary prolonged use, significantly reducing secondary risks caused by "misuse of warning signals" and maintaining traffic order on highways.

[0145] For example, if a driver brakes suddenly on the highway, the system automatically activates the hazard lights and plays an initial warning. After the danger has passed and the vehicle accelerates to 90 km / h and maintains a stable speed (meeting the condition of "vehicle speed continuously ≥ 80 km / h and no real-time road condition warnings"), the system may fail to turn off the hazard lights due to driver anxiety or loud music. After the hazard lights have been on for 10 seconds and the vehicle speed has stabilized, the system plays a second warning message. Finally, after hearing the warning and confirming that the road conditions are safe, the driver manually turns off the hazard lights, preventing them from being ineffectively activated for an extended period.

[0146] refer to Figure 4 As shown, in some embodiments, the method further includes a V2X collaborative early warning extension, specifically including:

[0147] S5. After the emergency braking detection module generates an emergency braking signal, it broadcasts a warning message to vehicles within a preset range behind the vehicle via the vehicle network communication module.

[0148] S6. After receiving the warning message, the vehicle behind displays a warning message and triggers a prompt signal on its in-vehicle human-machine interface.

[0149] The warning message includes at least one of the following:

[0150] (a) Real-time location coordinates of the vehicle in front;

[0151] (b) Real-time motion data of the vehicle in front, including longitudinal deceleration, vehicle speed and heading angle;

[0152] (c) Braking suggestion information generated based on the motion state of the vehicle in front and the relative distance;

[0153] The warning message includes at least one of the following:

[0154] (d) Graphical representation of the type of emergency braking event of the vehicle in front;

[0155] (e) Real-time relative distance and relative speed between the vehicle in front and the vehicle itself;

[0156] (f) System-recommended risk avoidance operation guidelines;

[0157] The prompt signal includes at least one of the following:

[0158] (g) Graded voice alarms output through the vehicle audio system;

[0159] (h) Visual warning symbols output via in-vehicle display devices;

[0160] (i) Tactile warning signals generated by a tactile feedback device.

[0161] In the above embodiments, the specific limitations of multi-dimensional data ensure that the warning message contains sufficient information elements, enabling following vehicles to comprehensively and accurately assess the risk situation ahead and avoid misjudgment due to incomplete information. The braking suggestions and hazard avoidance guidance based on real-time data reflect the intelligent characteristics of vehicle-to-vehicle collaboration, provide decision support for drivers, and improve the overall traffic safety level.

[0162] The following is a specific embodiment of the V2X collaborative early warning provided by the present invention, which specifically includes...

[0163] Warning message generation:

[0164] When the vehicle in front brakes suddenly, the warning message broadcast by the V2X module includes:

[0165] Location coordinates: e.g., longitude 116.xxx, latitude 40.xxx (WGS84 coordinate system)

[0166] Motion data: such as deceleration -8.5m / s², vehicle speed 95km / h, heading angle due north 0°

[0167] Braking advice: For example, "Vehicles behind are advised to reduce speed to below 60 km / h".

[0168] The warning message displays:

[0169] The dashboard display of the rear vehicle shows:

[0170] Red emergency brake icon (compliant with ISO standards);

[0171] The vehicle in front braked suddenly, 250 meters away, with a relative speed of -30 km / h;

[0172] Recommendation: Brake smoothly and maintain a safe following distance.

[0173] Notification signal triggered:

[0174] The system triggers simultaneously:

[0175] Voice warning: "Sudden braking ahead, please slow down immediately!"

[0176] Visual warning: Flashing red warning box on the dashboard

[0177] Tactile feedback: such as the steering wheel vibrating at a high frequency for 3 short bursts.

[0178] In some embodiments, the emergency braking determination module is integrated into the vehicle electronic control unit (ECU). The ECU adopts a software platform conforming to the AUTOSAR architecture, and the hardware and software are decoupled through a layered design, wherein:

[0179] The decision logic of the emergency braking determination module is encapsulated by a software component (SWC), written in C language, and communicates with the basic software layer (BSW) through the runtime environment (RTE).

[0180] The judgment logic is implemented through a state machine model, which includes three core states: vehicle state monitoring, deceleration calculation, and threshold judgment. The states are transitioned to each other through preset event triggering conditions.

[0181] The vehicle electronic control unit (ECU) supports OTA remote upgrade function. When the logic needs to be updated, it receives the upgrade package sent from the cloud through the vehicle network communication module. After signature verification and security verification, the firmware update is performed when the vehicle is in a safe state.

[0182] In the above embodiments, the emergency braking determination module operates as an independent software component (SWC), communicating with the basic software layer (BSW) through a standard runtime environment (RTE). This avoids the unreliability factors caused by deep coupling between software and hardware in traditional embedded systems. Its design process and code specifications follow the ISO 26262 functional safety standard, meeting ASIL-B (Automotive Safety Integrity Level B) and even higher safety requirements, laying a solid foundation for the safe and reliable operation of the system. The solution introduces a state machine model to construct the determination logic, clearly dividing the complex emergency braking determination process into three core states: vehicle state monitoring, deceleration calculation, and threshold judgment. This modular and state-based design makes the logic flow clear at a glance, greatly facilitating subsequent debugging, testing, and fault diagnosis. More importantly, combined with OTA (Over-The-Air) remote upgrade functionality, automakers can remotely fix software defects, optimize the determination algorithm (such as adjusting the deceleration threshold), or add new functions by sending signed and security-verified upgrade packages to the vehicle ECU via the cloud without recalling vehicles. This avoids the high costs of traditional offline upgrades and greatly facilitates continuous product improvement and user experience optimization.

[0183] In some embodiments, the method also supports a hardware redundancy scheme, specifically including:

[0184] First redundancy scheme: When the IMU sensor fails or the data is abnormal, switch to the backup data source and use the longitudinal deceleration data and braking pressure data collected by the electronic stability control system (ESC) to determine the emergency braking state by combining the preset deceleration threshold and braking pressure threshold.

[0185] Second redundancy scheme: When both the IMU sensor and the ESC system are unavailable, the pedal opening signal collected by the brake pedal travel sensor is used to determine the emergency braking state through the preset pedal opening threshold and opening change rate threshold.

[0186] In the above embodiments, when the sensor output signal type does not match the ECU input interface, the analog signal is converted into a CAN bus digital signal through the signal conversion module to ensure reliable data transmission. The ECU has a built-in fault diagnosis algorithm to monitor the status of each sensor in real time. When the main sensor fails, it automatically switches to the backup data source and prompts the driver with the system working status through the status feedback module.

[0187] In the above embodiments, a three-tiered data source design of "IMU→ESC→brake pedal sensor" forms a progressively redundant hardware system. When the main sensor (IMU) fails, the system can seamlessly switch to the ESC system. If the ESC also fails, it can continue to rely on the brake pedal sensor for judgment. This multi-level backup mechanism ensures that the emergency braking warning function can still work normally even in the event of partial hardware failure, greatly improving the overall reliability and availability of the system.

[0188] The following is a specific embodiment of the present invention. In this embodiment, the vehicle electronic control unit (ECU) is responsible for executing the entire hardware redundancy logic.

[0189] Normal working conditions (primary data source):

[0190] Data source: Real-time acquisition of vehicle longitudinal deceleration data by IMU sensors, with a sampling frequency of 100Hz.

[0191] Judgment criteria: When the deceleration lasts for more than -6 m / s² for 3 seconds, it is judged as emergency braking.

[0192] Execution: The ECU generates an emergency braking signal, controls the hazard warning lights to activate, and broadcasts a warning message via the V2X module.

[0193] IMU sensor failure scenario (switching to second data source):

[0194] Fault Detection: The ECU's built-in fault diagnosis algorithm monitors the IMU sensor status in real time. When abnormal IMU data is detected (such as data remaining unchanged for a long time, exceeding the reasonable range, or communication interruption) for 5 seconds, it is determined that the IMU has failed.

[0195] Automatic switching: The ECU automatically switches to the second data source—the braking deceleration data and braking pressure data collected by the ESC system.

[0196] Judgment criteria: A combination of a deceleration threshold of -6 m / s² and a braking pressure threshold of 800 kPa is used for judgment. When the deceleration exceeds the threshold and the braking pressure reaches the threshold, it is judged as emergency braking.

[0197] Status feedback: The system will announce to the driver via voice: "IMU sensor malfunction, switched to standby mode, system functions normally."

[0198] ESC system failure scenarios (switching to a third data source):

[0199] Fault detection: When the ESC system also malfunctions, the ECU continues to switch to the third data source - the brake pedal travel sensor.

[0200] Signal adaptation: If the brake pedal sensor outputs an analog signal (such as a 0-5V voltage signal), the analog signal is converted into a CAN bus digital signal by the signal conversion module and transmitted to the ECU.

[0201] Judgment criteria: A combination of a pedal opening threshold of 80% and an opening change rate threshold of 50% / s is used for judgment. When both the pedal opening and the opening change rate exceed the thresholds, it is judged as emergency braking.

[0202] Status feedback: The system will announce to the driver via voice: "ESC system malfunction, switched to standby mode, system functions normally."

[0203] Based on the above embodiments, if the IMU sensor's connector becomes loose due to vibration while the vehicle is traveling at high speed, resulting in abnormal data, the ECU will detect the IMU abnormality and automatically switch to the ESC system to continue providing accurate deceleration data. The emergency braking warning function will not be affected. Ultimately, after hearing the system prompt, the driver will confirm that the system is functioning normally and will not need to stop for repairs immediately. The driver can continue to drive safely to the destination and then address the sensor fault.

[0204] In some embodiments, the method further includes lane recognition assist deactivation logic, which deactivates the assist when the hazard warning device is activated by means of the following method:

[0205] S7: The vehicle uses an onboard camera to capture images of the lane lines ahead, and combines this with data from the steering wheel angle sensor to use a lane line recognition algorithm to determine whether the vehicle has changed lanes to the emergency lane.

[0206] S8: When a vehicle is detected to have entered the emergency lane, the vehicle’s current location is obtained through a high-precision map positioning module, and real-time traffic information is used to determine whether the vehicle is in a safe area.

[0207] S9: If the vehicle has entered the emergency lane and is in a safe area, the hazard warning lights will be automatically turned off.

[0208] The lane line recognition algorithm is based on a deep learning model. It extracts lane line features through a convolutional neural network and combines Hough transform to fit lane lines, achieving a recognition accuracy of over 95%.

[0209] The criteria for determining a safe zone include: the vehicle is completely parked in the emergency lane, maintains a safe distance from the main lane, there are no rapidly approaching vehicles behind, and there are no emergency warnings ahead.

[0210] In the above embodiments, multi-sensor fusion technology can accurately identify whether a vehicle has entered the emergency lane and is in a safe area, thus automatically turning off the hazard warning lights. This scenario-based intelligent control avoids the cumbersome manual operation required by the driver in traditional solutions and prevents the hazard lights from remaining on for extended periods due to the driver forgetting to turn them off, significantly improving the system's automation level and user experience.

[0211] The following is a specific embodiment of the present invention. In this embodiment, when a vehicle needs to stop urgently on a highway due to a malfunction, the system executes lane recognition assistance deactivation logic, specifically including:

[0212] Lane recognition and lane change detection (corresponding to step S7):

[0213] Data Acquisition: The vehicle-mounted camera captures images of the lane lines ahead at a frame rate of 30fps, while the steering wheel angle sensor collects steering wheel angle data in real time.

[0214] Lane line recognition: The ECU calls a lane line recognition algorithm based on a deep learning model, extracts image features through a convolutional neural network, and combines Hough transform to fit lane lines and identify the boundary lines of the current lane and the emergency lane.

[0215] Lane change detection: When the system detects that a vehicle has crossed the lane line and entered the emergency lane, and the steering wheel angle remains greater than 15 degrees for more than 3 seconds, it determines that the vehicle has changed lanes to the emergency lane.

[0216] Safe area confirmation (corresponding to step S8):

[0217] High-precision positioning: The vehicle's current location is obtained through a high-precision map positioning module, with a positioning accuracy of within 5 centimeters, confirming that the vehicle has been completely parked in the emergency lane.

[0218] Safe distance judgment: The system calculates the distance between the vehicle and the edge of the main lane. When the distance is greater than 1.5 meters, it is judged as a safe distance.

[0219] Rear vehicle monitoring: The system monitors vehicles within a 200-meter radius behind the vehicle using millimeter-wave radar. The system is considered safe when no vehicle is rapidly approaching from behind (relative speed less than 20 km / h).

[0220] Road condition assessment ahead: Obtain road condition information within a 500-meter radius ahead via V2X communication to confirm there are no emergency warnings.

[0221] Automatic shutdown execution (corresponding to step S9):

[0222] The system determines that the automatic shutdown conditions are met when the vehicle has entered the emergency lane, is completely stopped, maintains a safe distance from the main lane, has no rapidly approaching vehicles behind, and has no emergency event warning ahead.

[0223] Execute shutdown: The ECU sends a shutdown command to the hazard warning device, and the hazard lights stop flashing.

[0224] Status feedback: The system will announce to the driver via voice that the vehicle has been safely parked and the hazard lights have been automatically turned off.

[0225] Based on the same inventive concept, embodiments of the present invention also provide a system for reducing the probability of being rear-ended after high-speed emergency braking, see reference. Figure 5 As shown, it includes:

[0226] The emergency braking detection module is used to determine whether high-speed emergency braking has occurred based on vehicle sensor data, and generates an emergency braking signal when it is determined to be emergency braking.

[0227] The hazard light control module is used to control the hazard light warning device to turn on within a preset response time after receiving the emergency braking signal.

[0228] The status feedback module is used to inform the driver of the system status via voice broadcast after the hazard warning device is activated;

[0229] The emergency braking determination module's determination conditions include: the vehicle's longitudinal deceleration continuously exceeds a first threshold, the brake pedal travel exceeds a second threshold, and the vehicle is traveling at high speed.

[0230] In some embodiments, the system further includes a V2X collaborative warning module, which is used to broadcast a warning message to vehicles within a preset range behind the vehicle via a vehicle network communication module after the emergency braking determination module generates an emergency braking signal; after receiving the warning message, the vehicles behind display warning information on the vehicle human-machine interface and trigger a prompt signal.

[0231] Example embodiments have been disclosed herein, and while specific terminology has been used, it is for illustrative purposes only and should be construed as such, and is not intended to be limiting. In some instances, it will be apparent to those skilled in the art that features, characteristics, and / or elements described in conjunction with particular embodiments may be used alone, or in combination with features, characteristics, and / or elements described in conjunction with other embodiments, unless otherwise expressly indicated. Therefore, those skilled in the art will understand that various changes in form and detail may be made without departing from the scope of the invention as set forth in the appended claims.

Claims

1. A method for reducing the probability of being rear-ended after sudden braking at high speed, characterized in that, Includes the following steps: The vehicle's operating status data is collected in real time by multiple source sensors, and the operating status data includes at least longitudinal deceleration, brake pedal travel and real-time road condition information; Based on the aforementioned operating status data, a fusion judgment is performed by the emergency braking judgment module. If the preset emergency braking conditions are met simultaneously, an emergency braking signal is generated. In response to the emergency braking signal, the hazard warning lights are automatically activated, and a status feedback message is sent to the driver at the same time. After the vehicle resumes normal driving, the hazard warning lights will be turned off according to the preset shutdown conditions.

2. The method according to claim 1, characterized in that, The multi-source sensors include an IMU sensor, a brake pedal travel sensor, and a navigation host traffic condition receiving module; The IMU sensor is used to collect the longitudinal deceleration of the vehicle; The brake pedal travel sensor is used to collect brake pedal travel signals, quantify them as a percentage, and transmit them to the emergency braking determination module via the CAN bus. The navigation host traffic condition receiving module is used to receive emergency accident, traffic congestion warning, or dangerous event data pushed by V2X cloud provided by high-precision map.

3. The method according to claim 1, characterized in that, The emergency braking condition is a combination of the following conditions: (a) The vehicle's longitudinal deceleration reaches or exceeds a first preset threshold; (b) The brake pedal travel reaches or exceeds the second preset threshold; (c) Real-time traffic information indicates that there is a scenario requiring emergency braking. When conditions (a), (b), and (c) are met simultaneously, it is determined to be a high-speed emergency braking scenario.

4. The method according to claim 1, characterized in that, In response to the emergency braking signal, the hazard warning lights are automatically activated, and a status feedback message is simultaneously sent to the driver, specifically including: Upon receiving an emergency braking signal, the hazard warning device activates within a preset first time threshold and flashes at a preset warning frequency. At the same time, the status feedback module converts the hazard lights on status information into a perceptible prompt signal to provide feedback to the driver; The perceptible prompt signal is a voice broadcast signal, used to broadcast the activation status and operation prompts of the hazard warning device to the driver.

5. The method according to claim 1, characterized in that, The shutdown condition includes at least one of the following: Manually turn off: The driver can manually turn off the hazard lights by operating the hazard light switch based on the status feedback information; Automatic shutdown: When the system detects that the vehicle has returned to normal driving status and meets the preset safety conditions, the hazard warning device will be automatically turned off. The preset security conditions include at least one of the following conditions: The vehicle remains above the safe driving speed threshold for a first preset duration, and the real-time traffic information indicates no emergency warning. The vehicle receives confirmation of the emergency braking warning from the vehicle behind it via vehicle-to-everything (V2X) communication. The vehicle's location information confirms that it has left the danger zone where the sudden braking occurred.

6. The method according to claim 5, characterized in that, The automatic shutdown method also includes secondary reminder logic, specifically including: When the hazard warning device is on for a duration exceeding a preset second time threshold, and the vehicle status monitoring module detects that the vehicle has met the conditions for automatic shutdown but the hazard warning device is still not off, a secondary reminder signal is sent to the driver through the status feedback module.

7. The method according to claim 1, characterized in that, The method also includes a V2X collaborative early warning extension, specifically including: When the emergency braking determination module generates an emergency braking signal, it broadcasts a warning message to vehicles within a preset range behind the vehicle via the vehicle network communication module. Upon receiving the warning message, the following vehicles display warning information and trigger a prompt signal on their in-vehicle human-machine interface. The warning message includes at least one of the following: Real-time location coordinates of the vehicle in front; Real-time motion data of the vehicle in front, including longitudinal deceleration, speed and heading angle; Braking suggestion information generated based on the motion status of the vehicle in front and the relative distance; The warning message includes at least one of the following: Graphical representation of the type of emergency braking event of the vehicle in front; Real-time relative distance and relative speed between the vehicle in front and the vehicle itself; System-recommended risk avoidance guidelines; The prompt signal includes at least one of the following: Tiered voice alarms output through the vehicle's audio system; Visual warning symbols displayed on the vehicle's in-vehicle display device; Tactile warning signals generated by a tactile feedback device.

8. The method according to claim 1, characterized in that, The emergency braking determination module is integrated into the vehicle's electronic control unit. It uses a determination algorithm written in C language, complies with the AUTOSAR functional safety standard, and is upgraded via OTA.

9. The method according to claim 1, characterized in that, The method also supports hardware redundancy schemes, specifically including: First redundancy scheme: When the IMU sensor fails or the data is abnormal, switch to the backup data source and use the longitudinal deceleration data and braking pressure data collected by the electronic stability control system to determine the emergency braking state by combining the preset deceleration threshold and braking pressure threshold. The second redundancy scheme is as follows: when both the IMU sensor and the ESC system are unavailable, the pedal opening signal collected by the brake pedal travel sensor is used to determine the emergency braking state by using the preset pedal opening threshold and opening change rate threshold.

10. The method according to claim 1, characterized in that, The method also includes lane recognition assist deactivation logic, which deactivates the lane recognition assist when the hazard warning device is activated, through the following method: The vehicle uses an onboard camera to capture images of the lane lines ahead, and combines this with data from a steering wheel angle sensor to use a lane line recognition algorithm to determine whether the vehicle has changed lanes to the emergency lane. Once a vehicle is detected to have entered the emergency lane, the vehicle's current location is obtained through a high-precision map positioning module, and combined with real-time traffic information, it is determined whether the vehicle is in a safe area. If the vehicle has entered the emergency lane and is in a safe area, the hazard warning lights will automatically turn off. The lane line recognition algorithm is based on a deep learning model; the criteria for determining the safe zone include: the vehicle is completely parked in the emergency lane, maintains a safe distance from the main lane, there are no rapidly approaching vehicles behind, and there are no emergency warnings ahead.

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