Vehicle speed active control method and system based on dynamic safety speed threshold

Abstract

The present application belongs to the technical field of vehicle automatic emergency braking function control, in particular to a vehicle speed active control method and system based on a dynamic safety speed threshold. A dynamic safety speed threshold is determined in real time based on the real-time relationship between the vehicle and the potential conflict target in front and the braking capability of the vehicle itself; the actual driving speed of the vehicle is obtained and compared with the dynamic safety speed threshold in real time; and according to the comparison result, a hierarchical control instruction set from non-braking prompt to active braking intervention is dynamically generated and executed to actively control the vehicle speed. The present application converts the abstract collision time safety benchmark into an intuitive dynamic safety speed benchmark, and based on the dynamic safety speed benchmark, continuous and predictable hierarchical intervention is carried out, thereby solving the technical problems of poor driving experience and low human-machine trust caused by the abstract decision benchmark and the abrupt intervention mode of the traditional automatic emergency braking system based on collision time.

Description

Technical Field

[0001] This invention belongs to the field of active vehicle speed control technology, and particularly relates to a method and system for active vehicle speed control based on a dynamic safety speed threshold. Background Technology

[0002] With the development of intelligent driving technology, Automatic Emergency Braking (AEB) systems have become a core feature of vehicle active safety. However, the mainstream and widely implemented AEB systems in the industry are all based on the "Time-of-Collision" (TTC) theoretical model. This model determines whether to trigger emergency braking by pre-setting one or more fixed TTC thresholds in the algorithm, which has a fundamental flaw.

[0003] To optimize performance, existing technologies primarily focus on two aspects: "dynamically adjusting model parameters based on the peak road adhesion coefficient" and "introducing redundancy coefficients and graded braking within the TTC framework." However, whether making TTC more accurate or implementing graded braking in various ways, both are limited by the inherent properties of TTC as an abstract time parameter. This leads to a fundamental problem that existing AEB systems consistently struggle to solve: how to enable the system to intervene based on a benchmark that the driver can intuitively understand and synchronously perceive, thereby achieving true human-machine co-driving.

[0004] The current tiered TTC scheme, while improving the step-by-step nature of intervention, has not addressed the core user experience shortcoming of making safety status explicit and predictable. Summary of the Invention

[0005] To overcome the shortcomings of the prior art, this invention provides a vehicle speed active control method and system based on dynamic safe speed thresholds. By transforming the abstract time-of-collision (TTC) safety benchmark into an intuitive dynamic safe speed benchmark, and performing continuous and predictable graded intervention based on the dynamic safe speed benchmark, this invention solves the technical problems of poor driving experience and low human-machine trust caused by the abstract decision benchmark and abrupt intervention mode of traditional automatic emergency braking (AEB) systems based on time-of-collision (TTC).

[0006] To achieve the above objectives, one or more embodiments of the present invention provide the following technical solutions: The first aspect of this invention provides a method for active vehicle speed control based on a dynamic safety speed threshold.

[0007] The active vehicle speed control method based on dynamic safety speed threshold includes the following steps: Based on the real-time relationship between the vehicle and potential conflict targets ahead, as well as the vehicle's own braking capability, a dynamic safe speed threshold is determined in real time. The system obtains the actual vehicle speed and compares it with the dynamic safe speed threshold in real time. Based on the comparison results, a hierarchical control command set, ranging from non-braking prompts to active braking intervention, is dynamically generated and executed to actively control vehicle speed.

[0008] A second aspect of the present invention provides an active vehicle speed control system based on a dynamic safety speed threshold.

[0009] A vehicle speed active control system based on a dynamic safety speed threshold includes: The dynamic safe speed calculation module is configured to determine a dynamic safe speed threshold in real time based on the real-time relationship between the vehicle and potential conflict targets ahead and the vehicle's own braking capability. The comparison module is configured to: acquire the actual driving speed of the vehicle and compare the actual driving speed of the vehicle with the dynamic safe speed threshold in real time; The continuous hierarchical control and execution module is configured to dynamically generate and execute a hierarchical control instruction set ranging from non-braking prompts to active braking intervention based on the comparison results, thereby actively controlling the vehicle speed.

[0010] A third aspect of the present invention provides a computer-readable storage medium having a program stored thereon that, when executed by a processor, implements the steps of the active vehicle speed control method based on a dynamic safety speed threshold as described in the first aspect of the present invention.

[0011] A fourth aspect of the present invention provides an electronic device including a memory, a processor, and a program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of the vehicle speed active control method based on a dynamic safety speed threshold as described in the first aspect of the present invention.

[0012] The above one or more technical solutions have the following beneficial effects: This invention provides a method and system for active vehicle speed control based on a dynamic safe speed threshold, establishing a predictive human-machine collaborative relationship and making the decision-making process transparent and operable. Traditional AEB (Autonomous Emergency Braking) decisions are based on the invisible time to collision (TTC) for the driver, and its intervention is an unpredictable passive remedy and a typical black box. This invention makes the system's core safety decisions and safety boundaries transparent to the driver by calculating and displaying intuitive information related to the dynamic safe speed threshold (v_safe) in real time. This white-box decision-making allows the driver to anticipate the system's safety requirements in advance, thereby autonomously controlling the throttle to maintain the vehicle speed within the safe boundaries. By eliminating information asymmetry and uncertainty, the system advances safety control into predictable human-machine collaboration, establishing trust from the source and reducing conflict.

[0013] Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0014] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0015] Figure 1 This is a flowchart of the method in Example 1.

[0016] Figure 2 This is a system structure diagram of Example 2. Detailed Implementation

[0017] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0018] It should be noted that the terminology used herein is for the purpose of describing particular implementations only and is not intended to limit the exemplary implementations of the present invention.

[0019] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0020] Example 1 As mentioned earlier, existing technologies mainly improve upon these aspects in two areas: "dynamically adjusting model parameters based on the peak road adhesion coefficient" and "introducing redundancy coefficients and graded braking within the TTC framework." For example, existing technologies include solutions that use image recognition of road surface texture and dynamic estimation of the peak road adhesion coefficient in conjunction with tire models to adjust braking deceleration or fine-tune the TTC threshold. The essence of such improvements is to make the estimation of braking force or trigger point more accurate within the logical framework of "when to perform emergency braking" (TTC threshold). However, it does not change the fundamental paradigm of "performing binary braking at a predetermined critical point," and the system's decision-making process remains a black box mechanism for the driver, with insufficient predictability and human-machine collaboration. Therefore, it cannot solve the core pain point of human-machine conflict caused by abrupt triggering of AEB at the system level.

[0021] In addition, there is another approach that optimizes AEB (Autonomous Emergency Braking) classification strategies by introducing fixed speed thresholds. While this approach attempts to refine control by adjusting the TTC (Time to Collision) threshold based on vehicle speed, its technical essence remains the same: using a fixed speed as a "gear switch" to select different braking levels. Its core safety benchmark remains the abstract Time to Collision (TTC). Therefore, its decision-making process remains opaque to the driver, and the output warning information is only qualitative alerts such as "at risk," failing to provide quantitative safety guidance. Furthermore, its control logic has not escaped the step-by-step pattern of "reaching a fixed condition – triggering a preset gear."

[0022] In summary, the above solutions fail to provide an intuitive safety target that changes dynamically with the environment, and also fail to achieve truly smooth and predictable human-machine collaborative control.

[0023] Therefore, there is an urgent need for an active vehicle speed control method that, while ensuring the fundamental goal of collision safety, fundamentally enhances the system's driving friendliness, human-machine trust, and overall experience by making safety thresholds intuitive, decision-making processes explicit, and introducing a personalized and adaptable continuous control mechanism.

[0024] Based on this, this embodiment discloses a vehicle speed active control method based on a dynamic safe speed threshold. By transforming the abstract time-of-collision (TTC) safety benchmark into an intuitive dynamic safe speed (v_safe) benchmark, and performing continuous and predictable graded intervention based on this benchmark, the method solves the technical problems of poor driving experience and low human-machine trust caused by the abstract decision benchmark and abrupt intervention mode of traditional automatic emergency braking (AEB) systems based on time-of-collision (TTC).

[0025] like Figure 1 As shown, the active vehicle speed control method based on a dynamic safe speed threshold includes the following steps: Step S1: Based on the real-time relationship between the vehicle and potential conflict targets ahead and the vehicle's own braking capability, determine a dynamic safe speed threshold in real time. Step S2: Obtain the actual vehicle speed and compare it with the dynamic safe speed threshold in real time; Step S3: Based on the comparison results, dynamically generate and execute a graded control command set from non-braking prompts to active braking intervention to actively control the vehicle speed.

[0026] In step S1, the dynamic safe speed threshold v_safe is determined in real time. v_safe is an intuitive and displayable safe speed control benchmark constructed to replace the abstract collision time benchmark. It is dynamically calculated based on the real-time relationship between the vehicle and the potential conflict target in front and the vehicle's own braking capability. In step S2, the actual driving speed of the vehicle, v_act, is continuously acquired, and the v_act is compared with the v_safe in real time. In step S3, the strength of the control instruction at the intermediate level of the hierarchical control instruction set is related to the value of (v_act-v_safe).

[0027] Furthermore, in step S1, the dynamic safety speed threshold v_safe is determined based on the real-time acquired maximum braking deceleration of the vehicle a_max, the real-time distance d to the potential collision target ahead, the speed v_lead of the potential collision target ahead, and the total delay time t of the vehicle's dynamic response.

[0028] Furthermore, in step S1 above, v_safe is calculated using the following model: v_safe=v_lead-a_max*t+sqrt((a_max*t)^2+(2*a_max*d)); The aforementioned total vehicle dynamic response delay time t is a personalized parameter determined through offline calibration based on the individual braking system response characteristics of the target vehicle. It characterizes the total time elapsed from the moment the vehicle's control system issues a braking command until the braking system establishes braking pressure and generates effective braking deceleration. This parameter encompasses communication delay, actuator response delay, and the delay in the braking force establishment process.

[0029] More specifically, the method for determining the specific calculation formula of the aforementioned dynamic safety speed threshold v_safe is as follows: When the total vehicle dynamic response delay time t ends, the remaining distance between vehicles is expressed as: d (v v_lead)t; Where d represents the real-time distance between the vehicle and the potential conflict target ahead, and v represents the vehicle's current real-time speed.

[0030] The relative displacement Δx during the braking phase is expressed as: Δx = (v - v_lead)^2 / 2 * a_max; The critical no-collision condition is: remaining distance ≥ braking relative displacement, and the critical value is equal to: d (v v_lead)t=Δx=(v-v_lead)^2 / 2*a_max; The solution is: v_safe=v_lead-a_max*t+sqrt((a_max*t)^2+(2*a_max*d)); In determining the dynamic safety speed threshold calculation model described above, this embodiment considers the following factors that have not been fully taken into account in the prior art: First, an analytical safety boundary model based on vehicle physical limits was established. By solving the critical non-collision equation, the analytical expression derived from it incorporates the speed of the target ahead, the real-time distance, the vehicle's maximum braking capacity, and the system delay into a unified physical framework. This ensures that the safety threshold is strictly based on the vehicle's braking physical limits, rather than relying on experience or statistical methods. Secondly, the system delay time and maximum braking deceleration are designed as personalized parameters that can be calibrated offline, enabling the model to adapt to the braking system characteristics and road adhesion conditions of different vehicle models, and has good platform adaptability and scalability.

[0031] In this embodiment, the specific method for determining potential conflict targets ahead is as follows: From vehicles located in the same lane as this vehicle or in the same direction of travel as this vehicle, identify vehicles, pedestrians or obstacles whose longitudinal distance from this vehicle is less than a first set threshold, and determine targets in the same lane; From vehicles traveling in adjacent lanes, identify vehicles that intend to cut into the lane where the vehicle is located, and determine the cut-in target in the adjacent lane. The cut-in intention is identified by whether the turn signal or the lateral speed is greater than a second set threshold. From targets in the same lane and targets cutting into adjacent lanes, select the vehicle closest to your vehicle as the potential conflict target ahead.

[0032] In this embodiment, during the determination of targets in the same lane, vehicles traveling in the same direction as the current vehicle are identified by their lateral offset distance. During the identification process, a lateral offset threshold for comparison can be preset, for example, 1.8m. At the same time, a first preset threshold can be preset, for example, 150m.

[0033] During the process of determining the target of cutting into the adjacent lane, a judgment range of the adjacent lane of the vehicle is predetermined, for example, set to a lateral offset distance of 1.8-4.5m from the vehicle; and a second set threshold is predetermined, for example, set to 0.3m / s.

[0034] In step S3, the hierarchical control instruction set is specifically generated as follows: When the actual vehicle speed is less than or equal to the first speed threshold, the system enters a warning mode and generates a warning message about the current dynamic safe speed threshold. When the actual driving speed of the vehicle is between the first speed threshold and the second speed threshold, it enters the continuous cooperative control mode, generates gradually enhanced active braking commands, and the active control commands can only be overridden by the driver's predefined strong intention operation. When the actual driving speed of the vehicle is greater than the second speed threshold, it enters the full-force emergency braking mode with the highest priority, requests the maximum braking force, and generates a full-force emergency braking instruction. Wherein, the first speed threshold and the second speed threshold are different multiples of the current dynamic safety speed threshold, and the first speed threshold is less than the second speed threshold.

[0035] The above-mentioned first speed threshold and second speed threshold are pre-determined values. For the convenience of description, the first speed threshold is expressed as ɑ*v_safe, and the second speed threshold is expressed as β*v_safe, where ɑ and β represent different multiple values, and β > ɑ. For example, ɑ = 0.9 and β = 1.1 can be taken.

[0036] Then, the generation method of the above hierarchical control instruction set can be intuitively expressed as: When 0 < v_act ≤ ɑ*v_safe, it enters the prompt mode, generates and provides prompt information about the current safety speed threshold. When ɑ*v_safe < v_act ≤ β*v_safe, it enters the continuous collaborative control mode, generates and executes an active braking instruction that gradually increases, and this instruction can only be overridden by a strongly-intended operation predefined by the driver. When v_act > β*v_safe, it enters the full-force emergency braking mode with the highest priority, generates and executes a full-force emergency braking instruction.

[0037] In the prompt mode, the dynamic safety speed threshold v_safe can be provided to the driver in the form of prompt information through the human-machine interface.

[0038] In this embodiment, the above-mentioned active control instruction gradually increases by means of a continuous function. The active control instruction gradually increases through a linear function. That is, when the vehicle speed v_act is in the interval [ɑ*v_safe, β*v_safe], the requested braking deceleration a is calculated according to a linear law: a = a_max*(v_act - ɑ*v_safe) / (β*v_safe - ɑ*v_safe) When v_act ≤ ɑ*v_safe, a = 0; When v_act ≥ β*v_safe, a = a_max.

[0039] In some other embodiments, to reduce the computational complexity, a multi-level step function can also be used to approximately implement the continuous increase of braking force.

[0040] Furthermore, in the continuous collaborative control mode, it further includes: The control strength of the active braking command is related to the difference between the vehicle's actual driving speed and the dynamic safe speed threshold, achieving smooth intervention; The system identifies the driver's intentions, including accelerator pedal operation, brake pedal operation, and steering wheel operation. Through preset algorithms or models, it comprehensively judges whether the driver intends to overtake or brake intentionally. When the judgment result is yes, control is given priority to the driver.

[0041] It can be understood that in the above continuous cooperative control mode, active control commands can only be overridden by the driver's predefined strong intention operations. Specifically, in this mode, the driver's strong intention operations have a higher priority than active control commands.

[0042] Preferably, the hierarchical control instruction set further includes progressive security locking logic: When the full emergency braking mode is first entered due to the condition v_act>β*v_safe, if the mode is exited during the braking process due to v_act decreasing to no greater than β*v_safe, the full emergency braking trigger after this exit is marked as the first trigger. If, within a preset time window following the initial trigger, the system re-enters the full emergency braking mode due to the condition v_act>β*v_safe, this full emergency braking mode will be locked and executed until the preset danger clearance condition is met. During this period, the system will not automatically exit due to changes in the real-time comparison results of v_act and v_safe.

[0043] Example 2 This embodiment discloses an active vehicle speed control system based on a dynamic safety speed threshold.

[0044] A vehicle speed active control system based on a dynamic safety speed threshold includes: The dynamic safe speed calculation module is configured to determine a dynamic safe speed threshold in real time based on the real-time relationship between the vehicle and potential conflict targets ahead and the vehicle's own braking capability. The comparison module is configured to: acquire the actual driving speed of the vehicle and compare the actual driving speed of the vehicle with the dynamic safe speed threshold in real time; The continuous hierarchical control and execution module is configured to dynamically generate and execute a hierarchical control instruction set ranging from non-braking prompts to active braking intervention based on the comparison results, thereby actively controlling the vehicle speed.

[0045] In addition to the aforementioned dynamic safety speed calculation module, comparison module, and continuous hierarchical control and execution module, the system described in this embodiment also includes an environment and vehicle state perception module and a human-machine collaboration and consciousness recognition module.

[0046] exist Figure 2 In: An environment and vehicle state perception module 100, which is used to obtain the maximum braking deceleration a_max of the vehicle in real time, the real-time distance d from a potential conflict target ahead, the speed v_lead of the potential conflict target ahead, and the total vehicle dynamic response delay time t; A dynamic safety speed calculation module 200, which takes a_max, d, and t as inputs, is used to perform the operation v_safe = v_lead - a_max * t + sqrt((a_max * t)^2 + (2 * a_max * d)) in real time, outputs the dynamically updated safety speed reference value v_safe, and sends the v_safe value to the comparison module 400; A human-machine collaboration and intention recognition module 300, which is used to achieve decision transparency and understand the driver's intention, and sends the recognition result of whether the driver has a strong intention to the comparison module 400; specifically includes a safety information visualization unit 310 and a driver intention recognition unit 320. The safety information visualization unit is used to receive the real-time v_safe value from the dynamic safety speed calculation module 200, convert it into a graphic or digital signal, and drive the on-vehicle instrument panel, head-up display or central control screen to clearly and intuitively display the relevant information of the current dynamic safety speed threshold to the driver; A comparison module 400, which is used to continuously compare v_safe with v_act, dynamically generate a comparison result, and send the comparison result to the continuous hierarchical control and execution module 500; A continuous hierarchical control and execution module 500, which is used to generate a hierarchical control instruction set according to the comparison result, send the control instructions to the electronic stability program controller and the engine management system through the vehicle bus, and coordinate the execution of the full range of actions from prompting, gentle braking to full braking.

[0047] Specifically, the recognition range of the driver intention recognition unit 320 includes: accelerator pedal operation, brake pedal operation, steering wheel operation, and comprehensively judges whether the driver has an overtaking or intentional braking intention through a preset algorithm or model.

[0048] Specifically, the specific generation process of the hierarchical control instruction set is as follows: (1) When v_act ≤ ɑ * v_safe, the system is in the information prompt mode and does not intervene in control.

[0049] (2) When ɑ * v_safe < v_act ≤ β * v_safe, it enters the continuous collaborative control mode. In this mode: a. The control intensity (requested braking deceleration) is related to the value of (v_act - v_safe) to achieve smooth intervention; b. The system will refer to the output of the driver intention recognition unit in real time. If the human-machine collaboration and consciousness recognition module recognizes a clear "strong avoidance intention" operation, it will temporarily suspend intervention and give control to the driver first.

[0050] (3) When v_act>β*v_safe, ignore other conditions and enter the highest priority emergency braking mode to request the maximum braking force.

[0051] Specifically, the continuous hierarchical control and execution module 500 is also used to execute progressive security locking logic: When the module first controls the vehicle to enter the full emergency braking mode because v_act>β*v_safe, and then controls the vehicle to exit the mode because v_act decreases to no more than β*v_safe, this event is recorded as the first trigger event; If, within a preset time window following the initial trigger event, the vehicle is again controlled to enter full emergency braking mode due to the condition v_act>β*v_safe, then this full emergency braking mode will be locked and executed until the preset danger clearance condition is met. During this period, the vehicle will not be actively controlled to exit the mode due to changes in the real-time comparison results of v_act and v_safe.

[0052] Example 3 The purpose of this embodiment is to provide a computer-readable storage medium.

[0053] A computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the steps in the vehicle speed active control method based on a dynamic safety speed threshold as described in Embodiment 1 of this disclosure.

[0054] Example 4 The purpose of this embodiment is to provide an electronic device.

[0055] An electronic device includes a memory, a processor, and a program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps in the vehicle speed active control method based on a dynamic safety speed threshold as described in Embodiment 1 of this disclosure.

[0056] The steps and methods involved in the apparatuses of Embodiments 2, 3, and 4 above correspond to those in Embodiment 1. For specific implementation details, please refer to the relevant description section of Embodiment 1. The term "computer-readable storage medium" should be understood as a single medium or multiple media including one or more instruction sets; it should also be understood as including any medium capable of storing, encoding, or carrying an instruction set for execution by a processor and enabling the processor to perform any of the methods in this invention.

[0057] Those skilled in the art will understand that the modules or steps of the present invention described above can be implemented using general-purpose computer devices. Optionally, they can be implemented using computer-executable program code, thereby allowing them to be stored in a storage device for execution by a computer device, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. The present invention is not limited to any particular combination of hardware and software.

[0058] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.

Claims

1. A vehicle speed active control method based on a dynamic safety speed threshold, characterized in that, Includes the following steps: Based on the real-time relationship between the vehicle and potential conflict targets ahead, as well as the vehicle's own braking capability, a dynamic safe speed threshold is determined in real time. The system obtains the actual vehicle speed and compares it with the dynamic safe speed threshold in real time. Based on the comparison results, a hierarchical control command set, ranging from non-braking prompts to active braking intervention, is dynamically generated and executed to actively control vehicle speed.

2. The vehicle speed active control method based on a dynamic safety speed threshold as described in claim 1, characterized in that, The specific formula for calculating the dynamic safety speed threshold is as follows: v_safe=v_lead-a_max*t+sqrt((a_max*t)^2+(2*a_max*d)); Where v_safe represents the dynamic safety speed threshold; v_lead represents the speed of the potential conflict target ahead; a_max represents the vehicle's maximum braking deceleration; d represents the real-time distance between the vehicle and the potential conflict target ahead; t represents the total delay time of the vehicle's dynamic response; and sqrt represents the square root.

3. The vehicle speed active control method based on a dynamic safety speed threshold as described in claim 2, characterized in that, The total delay time t of the vehicle's dynamic response is a personalized parameter determined through offline calibration based on the vehicle's braking system response characteristics.

4. The vehicle speed active control method based on dynamic safety speed threshold as described in claim 1, characterized in that, The specific method for determining the potential conflict targets ahead is as follows: From vehicles located in the same lane as this vehicle or in the same direction of travel as this vehicle, identify vehicles, pedestrians or obstacles whose longitudinal distance from this vehicle is less than a first set threshold, and determine targets in the same lane; From vehicles traveling in adjacent lanes, identify vehicles that intend to cut into the lane where the vehicle is located, and determine the cut-in target in the adjacent lane. The cut-in intention is identified by whether the turn signal or the lateral speed is greater than a second set threshold. From targets in the same lane and targets cutting into adjacent lanes, select the vehicle closest to your vehicle as the potential conflict target ahead.

5. The vehicle speed active control method based on a dynamic safety speed threshold as described in claim 2, characterized in that, The hierarchical control instruction set is generated in the following manner: When the actual vehicle speed is less than or equal to the first speed threshold, the system enters a prompt mode and generates a prompt message about the current dynamic safe speed threshold. When the actual driving speed of the vehicle is between the first speed threshold and the second speed threshold, it enters the continuous cooperative control mode, generates gradually enhanced active braking commands, and the active control commands can only be overridden by the driver's predefined strong intention operation. When the actual vehicle speed exceeds the second speed threshold, it enters the highest priority full emergency braking mode, requests maximum braking force, and generates a full emergency braking command. Wherein, the first speed threshold and the second speed threshold are different multiples of the current dynamic safety speed threshold, and the first speed threshold is less than the second speed threshold.

6. The vehicle speed active control method based on a dynamic safety speed threshold as described in claim 5, characterized in that, In the continuous cooperative control mode, it also includes: The control strength of the active braking command is related to the difference between the vehicle's actual driving speed and the dynamic safe speed threshold, achieving smooth intervention; The system identifies the driver's intentions, including accelerator pedal operation, brake pedal operation, and steering wheel operation. It uses a preset algorithm or model to comprehensively determine whether the driver intends to overtake or brake. If the determination is yes, control is given priority to the driver.

7. The vehicle speed active control method based on a dynamic safety speed threshold as described in claim 5, characterized in that, The hierarchical control instruction set also includes progressive security locking logic: When the full emergency braking mode is first entered, if the vehicle exits the current mode during braking because the actual driving speed is reduced to no more than the second speed threshold, the full emergency braking trigger after this exit will be marked as the first trigger. If, within a preset time window after the initial trigger, the vehicle enters full emergency braking mode again because its actual driving speed exceeds the second speed threshold, this full emergency braking mode will be locked and executed until the preset danger clearance conditions are met. During this period, it will not automatically exit due to changes in the real-time comparison results between the vehicle's actual driving speed and the dynamic safety speed threshold.

8. A vehicle speed active control system based on a dynamic safety speed threshold, characterized in that, include: The dynamic safe speed calculation module is configured to determine a dynamic safe speed threshold in real time based on the real-time relationship between the vehicle and potential conflict targets ahead and the vehicle's own braking capability. The comparison module is configured to: acquire the actual driving speed of the vehicle and compare the actual driving speed of the vehicle with the dynamic safe speed threshold in real time; The continuous hierarchical control and execution module is configured to dynamically generate and execute a hierarchical control instruction set ranging from non-braking prompts to active braking intervention based on the comparison results, thereby actively controlling the vehicle speed.

9. A computer-readable storage medium having a program stored thereon, characterized in that, When the program is executed by the processor, it implements the steps in the active vehicle speed control method based on a dynamic safety speed threshold as described in any one of claims 1-7.

10. An electronic device comprising a memory, a processor, and a program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps in the vehicle speed active control method based on a dynamic safety speed threshold as described in any one of claims 1-7.

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