Vehicle control method and device, electronic equipment and storage medium

Abstract

A vehicle control method and device, electronic equipment and storage medium are disclosed, relating to the field of vehicle active safety technology, comprising: acquiring a front collision index, a rear collision index and a road surface index of a vehicle; calculating a comprehensive collision risk index of the vehicle according to the front collision index, the rear collision index and the road surface index; and braking the vehicle by using a braking intervention mode corresponding to the collision risk level indicated by the comprehensive collision risk index. The scheme dynamically calculates a comprehensive risk index for braking by combining the front collision risk, the rear collision risk and the road surface index, can adaptively identify a complex traffic scene for multi-dimensional risk assessment, and significantly improves the safety of emergency braking.

Description

Technical Field

[0001] This invention relates to the field of active safety technology for vehicles, specifically to a vehicle control method, device, electronic device, and storage medium. Background Technology

[0002] Currently, with the rapid development of intelligent driving technology, Automatic Emergency Braking (AEB) has become a standard feature of vehicle active safety. Existing AEB systems typically assess collision risk based solely on forward environmental information about the vehicle and the vehicle in front, triggering emergency braking when a threshold is reached. However, in real-world traffic scenarios, especially in complex road conditions, sudden emergency braking can easily lead to rear-end collisions due to insufficient reaction time for following vehicles. Particularly when a large vehicle is approaching at high speed from behind, existing AEB systems cannot perceive the rear traffic situation, only considering forward collision avoidance while ignoring rear risks, easily inducing serious secondary traffic accidents and thus resulting in insufficient safety of emergency braking. Therefore, improving the safety of emergency braking has become an urgent problem to be solved. Summary of the Invention

[0003] In view of this, embodiments of this application propose a vehicle control method, apparatus, electronic device, and storage medium to improve the above-mentioned problems.

[0004] According to a first aspect of the embodiments of this application, a vehicle control method is provided, the method comprising: acquiring a forward collision index, a rearward collision index, and a road surface index of a vehicle; wherein the forward collision index is used to indicate the collision risk between the vehicle and a vehicle in front, and the rearward collision index is used to indicate the collision risk between the vehicle and a vehicle behind; calculating a comprehensive collision risk index of the vehicle based on the forward collision index, the rearward collision index, and the road surface index; and braking the vehicle using a braking intervention mode corresponding to the collision risk level indicated by the comprehensive collision risk index.

[0005] In some embodiments, the method further includes: during the braking process of the vehicle, acquiring the updated forward collision index of the vehicle in real time; and releasing the braking state of the vehicle when the updated forward collision index is greater than or equal to a safety threshold.

[0006] In some embodiments, calculating the comprehensive collision risk index of the vehicle based on the forward collision index, the rear collision index, and the road surface index includes: obtaining a first weighting coefficient corresponding to the forward collision index, a second weighting coefficient corresponding to the rear collision index, and a third weighting coefficient corresponding to the road surface index; and performing a weighted calculation based on the forward collision index, the first weighting coefficient, the rear collision index, the second weighting coefficient, the road surface index, and the third weighting coefficient to obtain the comprehensive collision risk index.

[0007] In some embodiments, obtaining the forward collision index of the vehicle includes: obtaining the forward relative distance and forward relative speed between the vehicle and the vehicle in front; and calculating the forward collision index based on the forward relative distance and forward relative speed.

[0008] In some embodiments, obtaining the rear-end collision index of the vehicle includes: obtaining the rear-end relative distance and rear-end relative speed between the vehicle and the following vehicle; and calculating the rear-end collision index based on the rear-end relative distance and rear-end relative speed.

[0009] In some embodiments, the road surface index includes the road surface adhesion coefficient, and obtaining the road surface index of the vehicle includes: obtaining the reference vehicle speed, wheel speed, and wheel radius of the vehicle; calculating the slip ratio of the vehicle based on the reference vehicle speed, wheel speed, and wheel radius; and determining the road surface adhesion coefficient corresponding to the vehicle based on the slip ratio and a preset slip ratio-road surface adhesion coefficient correspondence.

[0010] In some embodiments, the method further includes: pre-tensioning the seat belt and pre-triggering the vehicle's airbag controller when the forward collision index is less than or equal to the forward collision threshold.

[0011] According to a second aspect of the embodiments of this application, a vehicle control device is provided, the device comprising: an index acquisition module, configured to acquire a forward collision index, a rearward collision index, and a road surface index of the vehicle; wherein the forward collision index is used to indicate the collision risk between the vehicle and a vehicle in front, and the rearward collision index is used to indicate the collision risk between the vehicle and a vehicle behind; a risk index calculation module, configured to calculate a comprehensive collision risk index of the vehicle based on the forward collision index, the rearward collision index, and the road surface index; and a braking module, configured to brake the vehicle using a braking intervention mode corresponding to the collision risk level indicated by the comprehensive collision risk index.

[0012] According to a third aspect of the embodiments of this application, an electronic device is provided, comprising: a processor; and a memory storing computer-readable instructions, wherein when the computer-readable instructions are executed by the processor, the vehicle control method described above is implemented.

[0013] According to a fourth aspect of the embodiments of this application, a computer-readable storage medium is provided that stores computer-readable instructions thereon, which, when executed by a processor, implement the vehicle control method described above.

[0014] In this application, the comprehensive collision risk index of the vehicle is first calculated based on the acquired forward collision index, rear collision index, and road surface index. Then, the collision risk level is obtained based on the comprehensive collision risk index, and the braking intervention mode corresponding to the collision risk level is used to brake the vehicle. In this application, by integrating forward collision risk, rear collision risk, and road surface index, the comprehensive risk index is dynamically calculated for braking. This enables adaptive identification of complex traffic scenarios for multi-dimensional risk assessment, significantly improving the safety of emergency braking. Furthermore, by using the corresponding optimal braking intervention mode based on the comprehensive collision risk index, the braking strategy can be adaptively adjusted in complex traffic scenarios, further improving the safety of emergency braking.

[0015] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit the embodiments of this application. Attached Figure Description

[0016] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0017] Figure 1 This is a schematic diagram of the structure of a vehicle control system according to an embodiment of this application; Figure 2 This is a schematic diagram of the structure of an ADAS controller according to an embodiment of this application; Figure 3 This is a schematic flowchart illustrating a vehicle control method according to an embodiment of this application; Figure 4 This is a schematic flowchart illustrating a vehicle control method according to another embodiment of this application; Figure 5 This is a block diagram of a vehicle control device according to an embodiment of this application; Figure 6This is a hardware structure diagram of an electronic device according to an embodiment of this application.

[0018] The accompanying drawings have illustrated specific embodiments of the present application. More detailed descriptions will follow. These drawings and descriptions are not intended to limit the scope of the present application's embodiments in any way, but rather to illustrate the concepts of the present application's embodiments to those skilled in the art through specific embodiments. Detailed Implementation

[0019] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.

[0020] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0021] Before providing a detailed explanation of the vehicle control method provided in the embodiments of this application, the application scenarios and system architecture provided in the embodiments of this application will be introduced first.

[0022] With the development of active safety technologies, Automatic Emergency Braking (AEB) systems have become an important means of reducing traffic accidents. Existing AEB systems mainly rely on forward sensing modules to monitor the distance and relative speed between the vehicle and obstacles in front, triggering a warning or emergency braking when the time to collision (TTC) is below a threshold.

[0023] However, current AEB technology still has the following problems in practical applications: First, the decision-making mode is too simple, focusing only on the risk of forward collision and ignoring the risk of rear-end collisions caused by the vehicle's emergency braking. Especially when a large vehicle is approaching at high speed from behind, sudden emergency braking may lead to more serious chain-reaction collisions. Second, the braking intervention is abrupt. Existing systems usually intervene with a fixed deceleration when braking is triggered, without fully considering the changes in the coefficient of friction of different road surfaces (such as wet and slippery roads), which affects driving comfort and vehicle stability.

[0024] To address the aforementioned issues, this application provides a vehicle control method. This method integrates forward collision risk, rear collision risk, and road surface indicators to dynamically calculate a comprehensive risk index for braking. It can adaptively identify complex traffic scenarios and conduct multi-dimensional risk assessments, significantly improving the safety of emergency braking. Furthermore, it adopts the corresponding optimal braking intervention mode based on the comprehensive collision risk index, enabling adaptive adjustment of the braking strategy in complex traffic scenarios, further enhancing the safety of emergency braking.

[0025] Figure 1 This is a schematic diagram of the architecture of a vehicle control system according to an exemplary embodiment. Figure 1 The vehicle control system shown can be applied to a vehicle to control the vehicle, such as controlling the vehicle's braking. In one alternative implementation, the vehicle control system may include a multi-dimensional sensing unit 110, a control unit 120, and an execution unit 130, with each unit transmitting signals and coordinating control via a Controller Area Network (CAN) bus.

[0026] The aforementioned multi-dimensional perception unit 110 may include a forward perception module 111, a rear perception module 112, and a vehicle dynamic signal acquisition module 113. The forward perception module 111 can be used to collect the relative distance, relative speed, target type (car / truck / pedestrian), and target lateral offset between the vehicle and the target in front. The rear perception module 112 can be used to collect the relative distance, relative speed, number of targets behind, and vehicle type (car / heavy truck is distinguished by radar cross section (RCS)) between the vehicle and the target behind. The vehicle dynamic signal acquisition module 113 can be used to collect data such as the wheel speed, longitudinal acceleration, yaw rate, and vehicle attitude of the vehicle.

[0027] Optionally, the specific structure of the forward perception module 111 is not limited and can be configured according to actual application requirements. For example, in an alternative example, the forward perception module 111 may include an image acquisition submodule and a radar submodule. The image acquisition submodule may include a camera, and the radar submodule may include millimeter-wave radar. For instance, the forward perception module 111 may include a forward-facing camera and a forward-facing millimeter-wave radar. The forward-facing camera is mounted inside the windshield and behind the rearview mirror, and the forward-facing millimeter-wave radar is mounted behind the central grille of the front bumper.

[0028] Optionally, the specific structure of the rear perception module 112 is not limited and can be configured according to actual application requirements. For example, in an alternative example, the rear perception module 112 may include two rear millimeter-wave radars, which are respectively installed at the corners of the left and right sides of the rear bumper of the vehicle.

[0029] Optionally, the specific structure of the vehicle dynamic signal acquisition module 113 is not limited and can be configured according to actual application requirements. For example, in an alternative example, the vehicle dynamic signal acquisition module 113 may include four wheel speed sensors and a six-axis inertial measurement unit (IMU), with the four wheel speed sensors respectively installed at the wheel hubs of each wheel of the vehicle, and the six-axis inertial measurement unit installed at the center of gravity of the vehicle.

[0030] Optionally, the specific hardware structure of the control unit 120 is not limited and can be configured according to actual application requirements. For example, in an alternative example, combined with... Figure 2 The control unit 120 may include a microprocessor, a clock circuit, a passive safety trigger circuit, and a CAN transceiver. The microprocessor receives signals from the multi-dimensional sensing unit 110, processes them, and sends commands to the execution unit 130 via the CAN transceiver. The microprocessor may be an Infineon TC397. The passive safety trigger circuit uses an independent hardwired general purpose input / output (GPIO) port to connect to the vehicle's airbag controller and active seat belts. The control unit 120 can directly send hardwired trigger signals to the airbag controller and active seat belts through the passive safety trigger circuit to ensure the real-time performance and reliability of the linkage. It should be noted that the aforementioned control unit 120 can be integrated into the vehicle's Advanced Driving Assistance System (ADAS) controller. This ADAS controller can be installed on the side and rear of the glove box. The ADAS controller may include the control unit 120 and may also include a power management unit. The power management unit has overvoltage and overcurrent protection and redundant power supply circuitry to adapt to the complex operating environment of the vehicle.

[0031] The aforementioned execution unit 130 may include a braking execution module 131, a passive safety linkage module 132, and a human-machine interaction module 133. The braking execution module 131 may include a brake master cylinder, an Electronic Stability Controller (ESC) actuator, and a brake light controller. It may also include an intelligent braking system (iBooster) and an Electronic Stability Program (ESP), installed in the engine compartment of the vehicle, to execute braking operations in response to commands from the control unit 120. The passive safety linkage module 132 may be connected via hardwire to the vehicle's airbag controller and active seatbelt retractor. The human-machine interaction module 133 may integrate an instrument panel, a central control screen, and an audio prompt device to display the working status, warning information, and system fault prompts of the AEB system to the driver. The driver may also select a preferred driving mode (such as "Sport" or "Comfort") through the display interface of the human-machine interaction module 133, and may adjust the timing of braking warnings and the gentleness of braking according to the driving mode.

[0032] Figure 1 The system in [the document] can be used to implement the following Figure 3 For the described vehicle control method, please refer to [link / reference]. Figure 3 , Figure 3 This application illustrates a vehicle control method according to an embodiment of the present application. In a specific embodiment, the vehicle control method can be applied to, for example... Figure 5 The vehicle control device 500 and the electronic equipment 600 equipped with the vehicle control device 500 are shown. Figure 6 The specific process of this embodiment will be described below. Of course, it is understood that this method can be executed by an electronic device with computing power, such as a vehicle-mounted server, a cloud server, or other processors. The following will focus on... Figure 3 The process shown is described in detail. The above vehicle control method may specifically include the following steps 310-330.

[0033] Step S310: Obtain the vehicle's forward collision index, rearward collision index, and road surface index.

[0034] For example, the aforementioned forward collision index is used to indicate the collision risk between the vehicle and a vehicle in front, where the vehicle in front is the closest vehicle in front of the vehicle in the same lane. The aforementioned rearward collision index is used to indicate the collision risk between the vehicle and a vehicle behind, where the vehicle behind is the closest vehicle behind the vehicle in the same lane. The aforementioned road surface index is used to indicate relevant parameters of the road where the vehicle is located.

[0035] Step S320: Calculate the vehicle's comprehensive collision risk index based on forward collision index, rearward collision index, and road surface index.

[0036] For example, existing technologies typically make decisions based solely on forward collision risk, immediately triggering emergency braking when an excessively high forward risk is detected. This often results in rear-end collisions because vehicles following too closely are unable to react in time. This solution employs a multi-dimensional risk assessment, introducing a rear-end collision index as a constraint variable. When the rear-end collision risk is high, the comprehensive collision risk index is adaptively adjusted, thereby influencing subsequent braking strategies. Simultaneously, a road surface index is introduced to ensure that braking intensity does not exceed road surface limits, preventing vehicle instability. The comprehensive collision risk index is a quantitative indicator whose value directly reflects the degree of danger in the current operating condition.

[0037] Step S330: Based on the collision risk level indicated by the comprehensive collision risk index, apply braking intervention mode corresponding to the collision risk level to the vehicle.

[0038] For example, the specific type of braking intervention mode is not limited and can be set according to actual application requirements. For instance, in an alternative example, the braking intervention mode may include intervention timing and intensity, which can control the AEB system to brake the vehicle based on the intervention timing and intensity.

[0039] In the embodiments of this application, the comprehensive collision risk index of the vehicle is first calculated based on the acquired forward collision index, rearward collision index, and road surface index. Then, the collision risk level is obtained based on the comprehensive collision risk index, and the vehicle is braked using a braking intervention mode corresponding to the collision risk level. In this application, by fusing forward collision risk, rearward collision risk, and road surface index, the comprehensive risk index is dynamically calculated for braking. This enables adaptive identification of complex traffic scenarios for multi-dimensional risk assessment, significantly improving the safety of emergency braking. Furthermore, by using the corresponding optimal braking intervention mode based on the comprehensive collision risk index, the braking strategy can be adaptively adjusted in complex traffic scenarios, further improving the safety of emergency braking.

[0040] Optionally, the specific method for obtaining the forward collision index in step S310 above is not limited and can be set according to actual application requirements. For example, in an alternative example, the step of obtaining the forward collision index may include: obtaining the forward relative distance and forward relative speed between the vehicle and the vehicle in front; and calculating the forward collision index based on the forward relative distance and forward relative speed.

[0041] For example, the specific type of the aforementioned forward collision indicator can be forward collision time. Data from a forward-facing millimeter-wave radar and a forward-facing camera, collected at a 50Hz frequency, can be analyzed to obtain all targets ahead. Targets not within the vehicle's lane are eliminated (for example, lane line recognition results from the forward-facing camera can be used to determine if the target's lateral offset is greater than 0.5 times the lane width; if so, it is not in the same lane). This identifies the vehicles ahead. Kalman filtering is used to smooth the forward relative distance and forward relative speed between the vehicle and the vehicle ahead. The forward collision time can be calculated using the following formula: ; in, Indicates the time of forward collision. This indicates the forward relative distance between the vehicle and the vehicle in front. This indicates the forward relative speed between the vehicle and the vehicle in front.

[0042] Optionally, the specific method for obtaining the rear-end collision index in step S310 above is not limited and can be set according to actual application requirements. For example, in an alternative example, the step of obtaining the rear-end collision index may include: obtaining the rear-end relative distance and rear-end relative speed between the vehicle and the following vehicle; and calculating the rear-end collision index based on the rear-end relative distance and rear-end relative speed.

[0043] For example, the specific type of the aforementioned rear-end collision index can be a rear-end collision risk index. This can be determined by analyzing data from two rear-facing millimeter-wave radars at a 30Hz frequency, or by judging the rear-facing vehicle type based on the radar cross-section (RCS) value of the rear-facing millimeter-wave radar. If the RCS > 20 dBsm, it is identified as a large vehicle (heavy truck or bus), and a rear vehicle type coefficient is set. Type rear = 1.5, otherwise Type rear = 1.0. The rear-end collision risk index can be calculated using the following formula: ; R rear = ( TTC rear_th / ) × Type rear ; in, Indicates the time of the backward collision. This indicates the rearward relative distance between the vehicle and the vehicle behind it. This indicates the rearward relative speed between the vehicle and the vehicle behind it. Type rear Indicates the coefficient of the following vehicle type.TTC rear_th Indicates the danger threshold. R rear This indicates the risk index of a rear-end collision.

[0044] Optionally, the specific method for obtaining road surface indicators in step S310 above is not limited and can be set according to actual application requirements. For example, in an alternative example, the road surface indicators include the road surface adhesion coefficient, and the steps for obtaining the road surface indicators may include: obtaining the vehicle's reference speed, wheel speed, and wheel radius; calculating the vehicle's slip ratio based on the vehicle's reference speed, wheel speed, and wheel radius; and determining the corresponding road surface adhesion coefficient of the vehicle based on the slip ratio and a preset slip ratio-road surface adhesion coefficient correspondence.

[0045] For example, wheel speed can be obtained through wheel speed sensors, and vehicle acceleration can be obtained through an IMU. In a non-braking state, the reference vehicle speed can be obtained by integrating the longitudinal acceleration, and the slip ratio can be calculated using the following formula: ; Where s represents the slip ratio, Indicates reference speed. This indicates the wheel speed, and r represents the wheel radius.

[0046] After calculating the vehicle's slip ratio, the current road adhesion coefficient μ is obtained by looking up the slip ratio-road adhesion coefficient characteristic curve (pre-stored calibration table). Its value range is usually between 0 and 1. The μ value is higher for dry asphalt pavement (e.g., 0.9) and lower for icy and snowy pavement (e.g., 0.1).

[0047] Optionally, the specific method for calculating the comprehensive collision risk index in step S320 above is not limited and can be set according to actual application needs. For example, in an alternative example, the steps for calculating the comprehensive collision risk index may include: obtaining the first weighting coefficient corresponding to the forward collision index, the second weighting coefficient corresponding to the rearward collision index, and the third weighting coefficient corresponding to the road surface index; and performing a weighted calculation based on the forward collision index, the first weighting coefficient, the rearward collision index, the second weighting coefficient, the road surface index, and the third weighting coefficient to obtain the comprehensive collision risk index.

[0048] Specifically, this embodiment constructs a multi-dimensional weighted evaluation model. A forward collision index is introduced to indicate the urgency of a collision between the vehicle and the vehicle in front, serving as the basis for braking decisions. A rearward collision index is introduced to indicate the likelihood of a rear-end collision if the vehicle brakes, constraining the braking strategy. A road surface index is introduced to assess the current road surface's grip, preventing wheel lock-up or vehicle instability due to excessive braking. By using a weighted function to integrate these three dimensions into a unified comprehensive collision risk index, a more comprehensive reflection of the safety of the current driving environment is achieved, avoiding decision-making biases caused by single-dimensional assessments.

[0049] Furthermore, when calculating the comprehensive collision risk index, the driver's driving style can also be considered. In other words, this scheme not only focuses on forward and rearward collision risks, but also comprehensively considers changes in the coefficient of friction on different road surfaces (such as slippery surfaces) and the driver's driving style when applying brakes, further improving ride comfort and vehicle stability. The comprehensive collision risk index can be calculated using the following formula: ; Risk represents the overall collision risk index. This represents the weighting coefficient of the forward collision index. This indicates the safe threshold for the forward collision metric (default 2.0 seconds). This represents the weighting coefficient of the rear-end collision risk index. The weighting coefficient represents the road surface adhesion coefficient. The weighting coefficient represents the driver style coefficient. This represents the driver style coefficient, with 0 for comfort mode and 0.2 for sport mode. The (1-μ) term indicates that the lower the road adhesion coefficient, the worse the road conditions; a larger value for this term increases the overall collision risk index. This embodiment uses... / and TTC rear_th / This reciprocal ratio structure, rather than directly using TTC values ​​for linear weighting, is based on the consideration of the non-linear surge characteristics of risk. Specifically, when the collision time TTC is long (e.g., more than 5 seconds), the risk changes relatively smoothly over time. However, when the TTC is shortened to an extremely short time (e.g., less than 1 second), the risk does not increase linearly but surges exponentially. Using the reciprocal form (threshold / TTC) can accurately simulate this risk characteristic: when TTC decreases, the denominator becomes smaller, and the overall fraction increases rapidly, leading to a significant increase in the comprehensive collision risk index, Risk. This setting allows for a more sensitive perception of risk changes in the critical moment before a collision, thereby triggering appropriate braking strategies in a timely manner and avoiding the problem of delayed response in linear models under extremely short TTC conditions.

[0050] Optionally, the specific values ​​of the weighting coefficients are not restricted and can be set according to actual application requirements. For example, , , , The values ​​can be 0.4, 0.3, 0.2, or 0.1. Weighting coefficient. , , , This is used to adjust the weight of each risk factor in the overall assessment. In highway driving scenarios, where rearward vehicles generally travel at higher speeds, the weight can be appropriately increased. To increase sensitivity to the risk of rear-end collisions; in rainy or snowy weather, the intensity can be appropriately increased. This strengthens the influence of road conditions on decision-making. By adjusting these weighting coefficients, different driving style preferences or road condition characteristics can be accommodated, achieving adaptive adjustment of risk assessment.

[0051] The final calculated comprehensive collision risk index needs to be normalized to the range of 0-1. Furthermore, to address extremely dangerous scenarios, a correction factor can be introduced into the comprehensive collision risk index if the rearward vehicle is a large vehicle and... If the time is less than 1.5 seconds, then Risk = min(1.0, Risk × 1.3).

[0052] Optionally, the specific method for selecting the braking intervention mode in step S330 above is not limited and can be set according to actual application needs. For example, in an alternative example, a warning threshold Risk_warning = 0.3, a comfort braking threshold Risk_comfort = 0.5, an emergency braking threshold Risk_emergency = 0.7, and a graded rear-end collision prevention braking threshold Risk_graded = 0.8 can be set. The comprehensive collision risk index is compared with the four set thresholds to determine the collision risk level, and different processing methods are selected according to the collision risk level.

[0053] For example, if 0.3 ≤ Risk < 0.5, which is the first collision risk level, then the warning mode is triggered (the instrument panel displays a red warning icon, emits an intermittent "beep beep beep" alarm sound, and no braking is applied). If 0.5 ≤ Risk < 0.7 and there is no high risk behind, which is the second collision risk level, then the comfort braking mode is triggered, requesting deceleration = min(0.3g, μ×0.5g), with the braking slope set to 0.2g / s, to achieve smooth deceleration. If 0.7 ≤ Risk < 0.8 and there is no high risk behind, which is the third collision risk level, then the standard emergency braking mode is triggered, requesting deceleration = μ×0.9g (maximum not exceeding 0.9g), with a braking slope of 0.6g / s. If Risk ≥ 0.8 and there is no high risk behind, then... If the rear-end collision time is less than 2.0 seconds and the rear-end vehicle is a large vehicle, it falls under the fourth collision risk level. In this case, a graded rear-end collision avoidance braking mode is triggered: First stage: Brake lights are immediately activated, and braking is performed using a first deceleration (e.g., 0.2g) for a preset duration (e.g., 0.3 seconds); Second stage: After the preset duration, the rear-end collision time is reassessed. If the time is still less than the danger threshold (e.g., 2 seconds), braking is performed through a second deceleration until the vehicle comes to a stop or the risk is eliminated. The second deceleration is greater than the first deceleration.

[0054] The reason this embodiment limits the rearward vehicle type to large vehicles is that, in the field of vehicle active safety, different types of vehicles have drastically different dynamic characteristics. Large vehicles (such as heavy trucks and large buses) typically have enormous mass, high inertia, and braking distances much longer than ordinary passenger cars. When the rearward vehicle is a large vehicle and the rearward collision time... When the distance is below the danger threshold, it means that a large vehicle is approaching from behind at high speed and may not be able to stop within a short distance. If the vehicle brakes suddenly at this time (e.g., deceleration greater than 0.8g), the large vehicle behind will often rear-end the vehicle due to insufficient braking distance, causing serious injuries and vehicle damage. Therefore, this embodiment uses "the rearward vehicle type is a large vehicle" as one of the key conditions for triggering graded braking, which can accurately identify this high-risk scenario and thus activate a targeted rear-end collision prevention strategy. It should be understood that the identification of the rearward vehicle type can be achieved through the target classification function of the rear millimeter-wave radar or through the image recognition algorithm of the rear-view camera; this application does not limit this.

[0055] It is understandable that the aforementioned graded rear-end collision prevention braking mode is the core innovation of this embodiment. When the comprehensive collision risk index is determined to reach the threshold for triggering braking, and there is a high risk in the traffic situation behind (e.g., a large vehicle is approaching at high speed from behind), the "one-step" maximum deceleration emergency braking method in the prior art will not be directly adopted, but rather graded braking will be used.

[0056] In the first stage of this tiered rear-end collision prevention braking mode, the vehicle initially applies brakes with a relatively small initial deceleration for a preset duration. The primary purpose of this stage is not to stop quickly to avoid danger, but rather to trigger the brake lights. Since brake light illumination is usually associated with braking deceleration, applying this initial deceleration allows drivers of following vehicles to visually observe the vehicle's braking intention, thus gaining valuable reaction time. If a sudden, large deceleration is applied, drivers of following vehicles may experience a delayed reaction and a direct rear-end collision.

[0057] In the second stage of this graded rear-end collision avoidance braking mode, if the collision risk has not been eliminated after the preset time period, the vehicle immediately applies a larger second deceleration to avoid a forward collision or mitigate collision damage. The second deceleration is greater than the first deceleration, ensuring the final braking effectiveness. Through this "warning first, then emergency braking" approach, this embodiment effectively reduces the risk of being rear-ended while ensuring forward safety.

[0058] It should be noted that in actual driving conditions, the road surface's grip plays a decisive role in braking performance. Therefore, the aforementioned second deceleration can be modified based on the road surface adhesion coefficient. For example, this embodiment can divide the road condition into high-adhesion and low-adhesion zones based on the magnitude of the road surface adhesion coefficient, and set different second decelerations accordingly to balance braking efficiency and vehicle stability.

[0059] When the aforementioned road surface adhesion coefficient is in the high-adhesion range, the second deceleration adopts the first target value. The high-adhesion range typically corresponds to road conditions such as dry asphalt and dry cement, where the road surface adhesion coefficient is relatively high (e.g., μ greater than 0.7). On such road surfaces, the friction limit between the tire and the ground is high, and the vehicle can withstand greater braking force without locking up. Therefore, a relatively large first target value (e.g., 0.8g to 1.0g) is adopted as the second deceleration. The purpose of this design is to fully utilize the road surface adhesion to achieve hazard avoidance with the shortest braking distance while ensuring that the vehicle does not lose control, thereby minimizing the risk of a forward collision.

[0060] When the aforementioned road surface adhesion coefficient is in the low-adhesion range, the second deceleration adopts a second target value, which is smaller than the first target value. The low-adhesion range typically corresponds to icy, muddy, or wet roads with a low road surface adhesion coefficient (e.g., μ less than 0.3). On such roads, the friction limit between the tire and the ground is extremely low. If the same braking force as the large deceleration is applied blindly, it is very easy to cause wheel lock-up. Once the wheels lock up, the vehicle will lose steering ability, and the braking distance may actually increase, or even dangerous situations such as skidding or fishtailing may occur. Therefore, in this embodiment, when a low-adhesion road surface is detected, the maximum braking force is actively limited, and a smaller second target value (e.g., 0.3g to 0.5g) is adopted. Although this may lead to a longer braking distance, it can effectively prevent wheel lock-up, maintain the vehicle's steering ability and directional stability, and avoid loss of vehicle control due to emergency braking, reflecting the control logic of "safety first".

[0061] It should be understood that the specific numerical ranges of the high-adhesion and low-adhesion ranges mentioned above are merely illustrative examples. In practical applications, they can be adaptively adjusted according to the vehicle's dynamic characteristics and the calibration parameters of the anti-lock braking system (ABS). Through this adaptive correction mechanism based on the road adhesion coefficient, this application enables the vehicle to maintain good active safety performance in rainy or snowy weather or complex road conditions.

[0062] Furthermore, the linkage control logic between the active and passive safety systems is described in detail. During vehicle operation, although the graded braking mode provided in this application can minimize the risk of collision, in extreme conditions, such as when the vehicle is traveling at extremely high speed and the vehicle in front is stationary, or when a rear-end collision occurs at a very high relative speed, a collision may be physically unavoidable. In such cases, relying solely on active braking cannot completely prevent the accident, and the "last line of defense" protection mechanism must be activated.

[0063] Therefore, the above vehicle control method may further include: pre-tensioning the seat belts and pre-triggering the vehicle's airbag controller when the forward collision index is less than or equal to the forward collision threshold.

[0064] For example, when a collision is unavoidable, such as during a forward collision... When the forward relative speed between the vehicle and the vehicle in front is greater than 15 km / h within 0.5 seconds, the passive safety linkage interface is triggered simultaneously with braking, pre-tensioning the seat belt and pre-triggering the airbag controller, realizing the linkage between active braking and passive safety systems, and further improving safety.

[0065] Regarding the timing of triggering the passive safety system, this embodiment constructs a protection logic that executes in parallel. Unlike traditional airbags that are triggered only after a collision, this embodiment issues a pre-trigger command within a very short time before the collision (e.g., a few hundred milliseconds before the collision). For seatbelt pretensioning, a pretensioning signal (e.g., a tensioning force of 300N) can be sent to the seatbelt retractor, which ignites the gas generator via an igniter or reverses the drive motor, quickly eliminating any slack between the seatbelt and the occupant's body and firmly restraining the occupant to the seat. This operation can adjust the occupant to the optimal protective posture in advance, preventing injury due to significant forward momentum during a collision. For airbag pre-triggering, a preparatory signal (e.g., a 5V, 100ms hard-wired pulse signal) can be sent to the airbag controller, putting the airbag controller into a first-level ready state (e.g., activating high-frequency sensor sampling, capacitor charging, etc.). Once the collision sensor detects an impact signal, the airbag can deploy at a faster speed, further shortening the response time.

[0066] It is important to emphasize that the passive safety system can be triggered in any of the aforementioned braking intervention modes, and triggering the passive safety system does not terminate the operation of the active braking system. Throughout the process after a collision is deemed unavoidable, the active braking system continues to apply maximum braking force (i.e., the aforementioned second deceleration) to minimize the relative speed at the time of collision and reduce the impact intensity. The parallel operation of active braking and passive safety forms a dual protection mechanism of "braking deceleration + occupant restraint," minimizing the risk of occupant injury and ensuring that the vehicle provides the highest level of safety protection even in extremely dangerous conditions.

[0067] Furthermore, combined Figure 4 The above-mentioned vehicle control method may further include: S340 acquires updated forward collision indicators for its own vehicle in real time during braking. S350: When the updated forward collision index is greater than or equal to the safety threshold, the vehicle's braking state is released.

[0068] In other words, the vehicle status is continuously monitored during braking, for example, by continuously updating the forward collision time at a frequency of 50Hz. If the forward collision time is greater than or equal to the safety threshold (e.g., 3.0 seconds) and the forward relative speed between the vehicle and the vehicle in front approaches 0 (or the vehicle in front moves away), the risk is determined to be eliminated, and the braking execution module 131 mentioned above can gradually reduce the braking pressure (deceleration change rate ≤ 0.1g / s), exit braking, and return to standby state.

[0069] The above embodiments describe in detail the vehicle control method provided by the embodiments of this application. In other embodiments, this application also provides a vehicle control device. Figure 5 This is a block diagram of a vehicle control device according to an embodiment of this application, such as... Figure 5 As shown, the vehicle control device 500 includes: an index acquisition module 510, a risk index calculation module 520, and a braking module 530.

[0070] The indicator acquisition module 510 is used to acquire the vehicle's forward collision indicator, rear collision indicator, and road surface indicator; among which, the forward collision indicator is used to indicate the collision risk between the vehicle and the vehicle in front, and the rear collision indicator is used to indicate the collision risk between the vehicle and the vehicle behind.

[0071] The risk index calculation module 520 is used to calculate the vehicle's comprehensive collision risk index based on forward collision index, rear collision index, and road surface index.

[0072] Braking module 530 is used to brake the vehicle by adopting a braking intervention mode corresponding to the collision risk level indicated by the comprehensive collision risk index.

[0073] In other embodiments, this solution also provides an electronic device, such as... Figure 6 As shown, the electronic device 600 also includes a processor 610 and one or more memories 620. The one or more memories 620 are used to store program instructions executed by the processor 610. When the processor 610 executes the program instructions, it implements the vehicle control method described above.

[0074] Furthermore, the processor 610 may include one or more processing cores. The processor 610 runs or executes instructions, programs, code sets, or instruction sets stored in the memory 620, and retrieves data stored in the memory 620. Optionally, the processor 610 may be implemented using at least one hardware form selected from Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), and Programmable Logic Array (PLA). The processor 610 may integrate one or a combination of several of the following: Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the displayed content; and the modem handles wireless communication. It is understood that the modem may also not be integrated into the processor and may be implemented using a separate communication chip.

[0075] In other embodiments, this solution also provides a computer-readable storage medium, which may be included in the cloud server described in the above embodiments; or it may exist independently and not assembled into the cloud server. The aforementioned computer-readable storage medium carries computer-readable instructions, which, when executed by a processor, implement the methods in any of the above embodiments.

[0076] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. Computer-readable storage media can be, for example, but not limited to: electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections with one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such transmitted data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0077] In an exemplary embodiment, this application also provides a computer program product, which, when executed by a processor, is used to implement the above-described vehicle control method.

[0078] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0079] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the embodiments disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein.

[0080] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A vehicle control method, characterized in that, The method includes: The vehicle acquires forward collision index, rearward collision index, and road surface index; wherein the forward collision index is used to indicate the collision risk between the vehicle and the vehicle in front, and the rearward collision index is used to indicate the collision risk between the vehicle and the vehicle behind. The comprehensive collision risk index of the vehicle is calculated based on the forward collision index, rear collision index, and road surface index. Based on the collision risk level indicated by the comprehensive collision risk index, the vehicle is braked using a braking intervention mode corresponding to the collision risk level.

2. The vehicle control method according to claim 1, characterized in that, The method further includes: During the braking process of the vehicle, the updated forward collision index of the vehicle is acquired in real time; When the updated forward collision index is greater than or equal to the safety threshold, the braking state of the vehicle is released.

3. The vehicle control method according to claim 1, characterized in that, The calculation of the vehicle's comprehensive collision risk index based on the forward collision index, rearward collision index, and road surface index includes: Obtain the first weighting coefficient corresponding to the forward collision index, the second weighting coefficient corresponding to the rearward collision index, and the third weighting coefficient corresponding to the road surface index; The comprehensive collision risk index is obtained by weighting the forward collision index, the first weighting coefficient, the rear collision index, the second weighting coefficient, the road surface index, and the third weighting coefficient.

4. The vehicle control method according to claim 1, characterized in that, The acquisition of forward collision indicators from the vehicle includes: Obtain the forward relative distance and forward relative speed between the vehicle and the vehicle in front; The forward collision index is calculated based on the forward relative distance and forward relative velocity.

5. The vehicle control method according to claim 1, characterized in that, The acquisition of the rear-end collision metrics of the vehicle includes: Obtain the rearward relative distance and rearward relative speed between the vehicle and the following vehicle; The rearward collision index is calculated based on the rearward relative distance and the rearward relative velocity.

6. The vehicle control method according to claim 1, characterized in that, The road surface indicators include the road surface adhesion coefficient, and the acquisition of the road surface indicators from the vehicle includes: Obtain the vehicle's reference speed, wheel speed, and wheel radius; The slip ratio of the vehicle is calculated based on the vehicle's reference speed, wheel speed, and wheel radius. The road adhesion coefficient corresponding to the vehicle is determined based on the slip ratio and the preset slip ratio-road adhesion coefficient correspondence.

7. The vehicle control method according to any one of claims 1-6, characterized in that, The method further includes: When the forward collision index is less than or equal to the forward collision threshold, the seat belt is pre-tensioned and the vehicle's airbag controller is pre-triggered.

8. A vehicle control device, characterized in that, The device includes: The indicator acquisition module is used to acquire the vehicle's forward collision indicator, rearward collision indicator, and road surface indicator; wherein, the forward collision indicator is used to indicate the collision risk between the vehicle and the vehicle in front, and the rearward collision indicator is used to indicate the collision risk between the vehicle and the vehicle behind. The risk index calculation module is used to calculate the comprehensive collision risk index of the vehicle based on the forward collision index, the rear collision index, and the road surface index. The braking module is used to brake the vehicle by adopting a braking intervention mode corresponding to the collision risk level indicated by the comprehensive collision risk index.

9. An electronic device, characterized in that, The electronic device includes: processor; A memory storing computer-readable instructions that, when executed by the processor, implement the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-readable instructions, which, when executed by a processor, implement the method as described in any one of claims 1 to 7.

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