A new energy vehicle brake tail light control method and device

Abstract

A method and device for controlling brake taillights of new energy vehicles are disclosed. The method includes: if the longitudinal acceleration of the vehicle is less than or equal to a preset first threshold and greater than a preset second threshold, controlling the brightness and color of the brake taillights according to preset brightness control rules and color control rules based on the longitudinal acceleration; both the first and second thresholds are negative values; the brightness control rule controls the brightness of the brake taillights to increase as the longitudinal acceleration decreases; the color control rule controls the color of the brake taillights to gradually change from yellow to red. This method continuously and quantitatively maps different intensities of vehicle deceleration into changes in taillight brightness and color gradation, achieving graded transmission of deceleration intensity. This allows drivers of following vehicles to intuitively judge the degree of deceleration of the preceding vehicle through the color and brightness of the taillights, effectively improving the accuracy of lighting control and driving safety.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a method and device for controlling the brake taillights of a new energy vehicle. Background Technology

[0002] As the market penetration rate of new energy vehicles (pure electric, plug-in hybrid, and range-extended) continues to increase, their braking methods differ fundamentally from those of traditional gasoline vehicles. Traditional gasoline vehicles rely solely on mechanical brakes for deceleration; pressing the brake pedal triggers the brake taillights, allowing following vehicles to intuitively determine the vehicle's deceleration intention. In contrast, new energy vehicles are generally equipped with regenerative braking systems, which offer two deceleration modes: traditional mechanical braking (pressing the brake pedal) and regenerative braking after releasing the accelerator (one-pedal mode, coasting regenerative braking). This allows for deceleration without pressing the brake pedal, and the regenerative braking intensity is sufficient to quickly reduce vehicle speed during high-speed driving and coasting on urban expressways. However, current brake taillights are only linked to the brake pedal signal, and they do not function at all during regenerative braking. In actual road driving, this defect poses a significant traffic safety hazard: when driving at high speeds, the vehicle in front decelerates rapidly through energy recovery, and the driver of the following vehicle cannot anticipate this through the lights, which can easily lead to a rear-end collision; in congested urban traffic, vehicles frequently start and stop, and follow at low speeds, and the lack of light warnings for the vehicle in front to decelerate through energy recovery makes it much more difficult for the following vehicle to control the following distance; with the popularization of one-pedal driving mode, energy recovery deceleration has become the mainstream deceleration method, and the traditional brake light triggering logic is completely unable to adapt to the braking characteristics of new energy vehicles. The existing light warning mechanism has obvious lag and blind spots, and cannot meet the needs of safe driving on roads.

[0003] Currently, some existing new energy vehicle brake and taillight control technologies directly link the brake and taillight control circuit to the mechanical switch of the brake pedal. The brake and taillights (constantly red) illuminate at full brightness only when the driver presses the brake pedal and immediately turn off when the pedal is released. There are no tiered warnings, no energy recovery linkage, and no acceleration detection function; the light status is limited to either fully lit or off. Some newer new energy vehicles weakly link the energy recovery intensity signal to the brake lights, simply triggering the red brake lights to illuminate only at high energy recovery levels and during extremely rapid deceleration. This only achieves two states: lit and off, and the trigger threshold is singular and cannot be linearly adjusted. Summary of the Invention

[0004] This application provides a method and device for controlling the brake taillights of new energy vehicles, which can solve the technical problems existing in the brake taillight control technology of new energy vehicles, such as the single trigger state, inability to transmit deceleration intensity information, resulting in low control accuracy and reduced driving safety.

[0005] To achieve the above objectives, in a first aspect, this application provides a method for controlling the brake taillights of a new energy vehicle, the method comprising: If the longitudinal acceleration of the vehicle is less than or equal to a preset first threshold and greater than a preset second threshold, the brightness and color of the brake taillights are controlled according to preset brightness control rules and color control rules based on the longitudinal acceleration; both the first threshold and the second threshold are negative values.

[0006] The brightness control rule is used to control the brightness of the brake taillights to increase as the longitudinal acceleration decreases.

[0007] The color control rules are used to control the color of the brake taillights to gradually change from yellow to red.

[0008] Furthermore, in one embodiment, the first threshold is set based on the critical longitudinal acceleration value when the vehicle enters a state of slight deceleration, the second threshold is set based on the maximum deceleration intensity value that the vehicle energy recovery system can achieve, and the first threshold is greater than the second threshold.

[0009] Furthermore, in one embodiment, the brightness control rule includes: If the longitudinal acceleration is equal to the first threshold, the brake taillights are controlled to illuminate at a preset base brightness.

[0010] If the longitudinal acceleration is equal to the second threshold, the brake taillights are controlled to illuminate at maximum brightness.

[0011] Furthermore, in one embodiment, the brightness control rule is implemented through the following linear equation: , in, Indicates real-time brightness. This indicates the base brightness. Indicates maximum brightness. Indicates the first threshold. This represents the second threshold. It represents longitudinal acceleration.

[0012] Furthermore, in one embodiment, the color control rules include: If the longitudinal acceleration is equal to the first threshold, the brake taillights are controlled to display a full yellow color.

[0013] If the longitudinal acceleration is equal to the second threshold, the brake taillights are controlled to display full red.

[0014] Furthermore, in one embodiment, the color control rule achieves the change in the proportion of red LED beads through the following linear equation: , in, This indicates the percentage of red lights. Indicates the first threshold. This represents the second threshold. It represents longitudinal acceleration.

[0015] Furthermore, in one embodiment, the method further includes: If the longitudinal acceleration is greater than the first threshold and less than the preset third threshold, the taillights are controlled to be off.

[0016] The third threshold is a positive value, used to characterize the critical longitudinal acceleration value at which a vehicle transitions from a stationary or low-speed creeping state to a smooth start-up state.

[0017] Furthermore, in one embodiment, if the longitudinal acceleration is greater than or equal to the third threshold and the vehicle speed is less than or equal to a preset congestion threshold, the brake taillights are controlled to display a full green color at a preset brightness.

[0018] If the longitudinal acceleration is greater than or equal to the third threshold and the vehicle speed is greater than the congestion threshold, the brake taillights are controlled to be turned off.

[0019] The congestion threshold is set as the upper limit of vehicle speed when vehicles are traveling at low speeds under congested urban road conditions.

[0020] Furthermore, in one embodiment, if the longitudinal acceleration is less than or equal to the second threshold, the brake taillights are controlled to display in full red at maximum brightness.

[0021] Secondly, this application provides a brake taillight control device for a new energy vehicle, the device comprising: The main control module is used to control the brightness and color of the brake taillights according to preset brightness control rules and color control rules based on the longitudinal acceleration if the longitudinal acceleration of the vehicle is less than or equal to a preset first threshold and greater than a preset second threshold; both the first threshold and the second threshold are negative values.

[0022] A brightness control module is used to control the brightness of the brake taillights to increase as the longitudinal acceleration decreases, based on the brightness control rules.

[0023] The color control module is used to control the color of the brake taillights to gradually change from yellow to red using the color control rules.

[0024] The beneficial effects of the technical solutions provided in this application include: This application collects the longitudinal acceleration of a vehicle in real time. When the longitudinal acceleration is less than or equal to a preset first threshold and greater than a preset second threshold, based on the value of the longitudinal acceleration and according to preset brightness and color control rules, the brightness of the brake taillights increases as the longitudinal acceleration decreases, and the color linearly changes from yellow to red. This continuously and quantitatively maps different intensities of deceleration into changes in the brightness and color of the taillights, thereby solving the problems of low control accuracy and poor driving safety caused by the single trigger state of the brake taillights and the inability to transmit deceleration intensity information in the prior art. It realizes the graded transmission of deceleration intensity, allowing the driver of the following vehicle to intuitively judge the degree of deceleration of the vehicle in front through the color and brightness of the taillights, effectively improving the accuracy of lighting control and driving safety. Attached Figure Description

[0025] Figure 1 This is a flowchart of a method for controlling the brake taillights of a new energy vehicle, as described in an embodiment of this application.

[0026] Figure 2 This is a schematic diagram of the architecture of the brake and taillight control system for a new energy vehicle, as described in an embodiment of this application.

[0027] Figure 3 This is a schematic diagram illustrating the logic for calculating the linear equation parameters of brightness and color in an embodiment of this application.

[0028] Figure 4 This is a flowchart illustrating the multi-condition control of the brake and taillight control system for new energy vehicles, as described in this application.

[0029] Figure 5 This is a block diagram of a new energy vehicle brake and taillight control device according to an embodiment of this application. Detailed Implementation

[0030] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0031] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0032] In a first aspect, embodiments of this application provide a method for controlling the brake taillights of a new energy vehicle.

[0033] In one embodiment, see Figure 1 As shown, the above-mentioned method for controlling the brake taillights of new energy vehicles includes: S1. If the longitudinal acceleration of the vehicle is less than or equal to a preset first threshold and greater than a preset second threshold, the brightness and color of the brake taillights are controlled according to preset brightness control rules and color control rules based on the longitudinal acceleration.

[0034] Wherein, both the first threshold and the second threshold are negative values, and the first threshold is greater than the second threshold; the first threshold is set according to the critical longitudinal acceleration value when the vehicle enters a state of slight deceleration, representing the state when the vehicle enters a state of slight deceleration (such as low-speed coasting or weak energy recovery state), and in this embodiment, it can be taken as -1.0 m / s. 2 (meters per second squared); the second threshold is set according to the maximum deceleration intensity that the vehicle's energy recovery system can achieve, representing whether the vehicle enters an emergency deceleration, strong energy recovery, or mechanical braking state. In this embodiment, it can be taken as -4.0 m / s. 2 .

[0035] The brightness control rule mentioned above is used to control the brightness of the brake taillights to increase as longitudinal acceleration decreases; the color control rule is used to control the color of the brake taillights to gradually change from yellow to red.

[0036] In this embodiment, the longitudinal acceleration of the vehicle is detected in real time and compared with preset first and second thresholds. When the longitudinal acceleration is determined to be less than or equal to the first threshold and greater than the second threshold, the vehicle enters the graded deceleration lighting control range. Based on this, according to the real-time longitudinal acceleration value, brightness control rules and color control rules are invoked respectively: the brightness control rule makes the brightness of the brake taillights continuously and linearly increase as the longitudinal acceleration decreases (i.e., the deceleration intensity increases), and the color control rule makes the color of the brake taillights transition from yellow to red in a stepless and smooth gradient.

[0037] Thus, this embodiment transforms the originally discrete, single (only on or off) brake taillight signal into a continuous light signal that precisely maps to the deceleration intensity: the more rapid the deceleration, the brighter and redder the light; the slower the deceleration, the dimmer and yellower the light. Following drivers do not need to rely on the brake pedal status of the preceding vehicle; they can intuitively and quantitatively determine whether the preceding vehicle is undergoing slight coasting deceleration, moderate energy recovery braking, or near-emergency braking simply by observing the color and brightness changes of the taillights, thereby adjusting their following distance and driving behavior in advance. Compared to the binary logic of existing technologies that only trigger the red taillights to be fully on or off via the brake pedal, this effectively avoids blind spots in energy recovery braking scenarios, significantly improves the accuracy and reaction speed of deceleration intention transmission, and reduces the risk of rear-end collisions caused by silent deceleration of the preceding vehicle. It is suitable for new energy vehicles equipped with a one-pedal mode and strong energy recovery function.

[0038] Furthermore, in one embodiment, the brightness control rules include: If the aforementioned longitudinal acceleration equals the aforementioned first threshold, the brake taillights are controlled to illuminate at a preset base brightness.

[0039] If the longitudinal acceleration is equal to the second threshold, control the brake taillights to illuminate at maximum brightness.

[0040] The brightness control rule is achieved through the following linear equation: (1), in, Indicates real-time brightness. This represents the base brightness (20% in this embodiment). This represents the maximum brightness (100% in this embodiment). Indicates the first threshold. This represents the second threshold. It represents longitudinal acceleration.

[0041] In this embodiment, a precise quantitative mapping relationship is established between the longitudinal deceleration intensity of the vehicle and the brightness of the taillights through the aforementioned brightness control rules. When the longitudinal acceleration is exactly equal to the first threshold (i.e., the critical point when the vehicle just enters a state of slight deceleration), the taillights are lit at a preset base brightness to provide a gentle warning without being excessively dazzling; when the longitudinal acceleration is equal to the second threshold (i.e., when the vehicle reaches the maximum deceleration intensity), the taillights are lit at maximum brightness to send the strongest warning signal to vehicles behind.

[0042] Secondly, for any acceleration value between the first threshold and the second threshold, continuous calculation is performed using linear equation (1), so that the taillight brightness increases linearly with the increase of deceleration intensity. This linear mapping mechanism ensures that the brightness change is smooth and without abrupt changes, and there is no signal ambiguity or visual discomfort caused by brightness jumps. The driver of the following vehicle can intuitively judge the dynamic trend of the deceleration degree of the preceding vehicle through the real-time change of taillight brightness. The lower the brightness, the smaller the deceleration (only slight deceleration), and the higher the brightness, the greater the deceleration (rapid deceleration). Compared with the binary logic in the prior art where the taillight can only transmit braking signals in two states, fully lit or fully off, this embodiment upgrades the originally discrete light signal into a continuous, quantized, and analog signal that corresponds one-to-one with the deceleration intensity, which significantly improves the information transmission density and accuracy of braking intention. At the same time, linear brightness adjustment avoids the current surge impact of the lamp beads in the traditional fully lit or fully off mode, which is conducive to extending the service life of LED (Light Emitting Diode) taillights and reducing unnecessary full-power lighting energy consumption in non-emergency situations, thus combining safety and energy-saving benefits.

[0043] Furthermore, in one embodiment, the above-mentioned color control rules include: If the aforementioned longitudinal acceleration equals the aforementioned first threshold, control the brake taillights to display a full yellow color.

[0044] If the aforementioned longitudinal acceleration equals the aforementioned second threshold, control the brake taillights to display all red.

[0045] The color control rule uses the following linear equation to change the proportion of red LED beads: (2), in, This represents the percentage of red LEDs, and the remaining percentage (i.e., 100% - R) represents the percentage of yellow LEDs. Indicates the first threshold. This represents the second threshold. It represents longitudinal acceleration.

[0046] In this embodiment, the longitudinal deceleration intensity of the vehicle is visually presented to the driver behind through color changes using the aforementioned color control rules. When the longitudinal acceleration is exactly equal to the first threshold (i.e., the vehicle has just entered a state of slight deceleration), the taillights are fully yellow, providing a gentle warning of "pre-deceleration" to the rear with a warm tone; when the longitudinal acceleration is equal to the second threshold (i.e., the vehicle has reached the maximum deceleration intensity), the taillights are fully red, indicating with a highly warning red that the vehicle is in an emergency or strong deceleration state.

[0047] Secondly, for any acceleration value between the first and second thresholds, the proportion (R) of red LEDs is precisely calculated using linear equation (2), and the remaining proportion (100%-R) is supplemented by yellow LEDs, thus forming a continuous, stepless orange-yellow to orange-red gradient transition between yellow and red. This linear color gradient mechanism transforms the taillight from a binary signal light that can only indicate braking or not braking into a dynamic light signal that can accurately convey the degree of deceleration. The higher the proportion of yellow, the more slight the deceleration (such as coasting or weak energy recovery); the higher the proportion of red, the more rapid the deceleration (such as strong energy recovery or emergency braking). Compared to the crude method in the prior art that can only indicate braking with a single bright red light, this embodiment, through continuous color gradient, allows the driver of the following vehicle to quickly and accurately assess the degree of deceleration of the preceding vehicle without relying on the brake pedal status or subjective experience of the preceding vehicle, simply by observing the color of the light with the naked eye. This significantly shortens the reaction time and decision-making cycle of the driver of the following vehicle and effectively improves the control accuracy of the following safety distance. Meanwhile, the visual difference between yellow warnings and red emergency warnings aligns with human instinctive color perception habits, further enhancing the intuitiveness and universality of the warning effect and significantly reducing the probability of rear-end collisions caused by the vehicle in front silently slowing down.

[0048] Furthermore, in one embodiment, the above-mentioned new energy vehicle brake taillight control method further includes the following steps: If the longitudinal acceleration is greater than the first threshold and less than the preset third threshold, the taillights are controlled to be off.

[0049] The third threshold is a positive value, used to characterize the critical longitudinal acceleration value for a vehicle to transition from a stationary or low-speed creeping state to a smooth start-up state. In this embodiment, the third threshold is set to 0.5 m / s². 2 .

[0050] In this embodiment, when the longitudinal acceleration is greater than the first threshold and less than the preset third threshold, the vehicle is in a stable driving, slightly accelerating, or slightly coasting state with no obvious intention to decelerate. The taillights remain off, preventing light interference and avoiding distraction or visual fatigue for drivers of following vehicles due to frequent taillight illumination in scenarios where no warning is needed. Simultaneously, this off-state interval serves as a natural transition zone between the deceleration control zone and the congestion start warning zone, ensuring that the lighting control system operates logically and clearly in multiple operating conditions. It avoids being overly sensitive and frequently illuminating the taillights, causing excessive warnings that lead to warning fatigue and decreased trust for drivers of following vehicles, while also avoiding being too sluggish and missing the optimal time for safety warnings during critical deceleration.

[0051] Furthermore, in one embodiment, if the longitudinal acceleration is greater than or equal to the third threshold and the vehicle speed is less than or equal to a preset congestion threshold, the brake taillights are controlled to display a full green color at a preset brightness. In this embodiment, the preset brightness is 50%.

[0052] If the longitudinal acceleration is greater than or equal to the third threshold and the vehicle speed is greater than the congestion threshold, the brake taillights will be turned off.

[0053] The congestion threshold is set as the upper limit of vehicle speed when the vehicle is traveling at low speed under congested road conditions in urban areas. In this embodiment, it can be set to 20 km / h.

[0054] In this embodiment, precise control of the taillight status during vehicle acceleration is achieved by introducing a dual judgment condition of a third threshold and a congestion threshold. When the longitudinal acceleration is greater than or equal to the third threshold and the vehicle speed is within the congestion threshold (indicating that the vehicle is transitioning from a standstill or low-speed crawling state to a smooth start), the brake taillights are controlled to display a full green light at a preset brightness. This transmits a clear and gentle signal to vehicles behind that the preceding vehicle is about to start, prompting drivers of following vehicles to prepare to follow in advance. This effectively shortens the reaction delay chain when starting in a queue under congested road conditions, reduces ineffective stagnation caused by asynchronous starts, and improves overall traffic efficiency. When the longitudinal acceleration returns to a level greater than the first threshold but less than the third threshold, the brake taillights immediately turn off the green light, switching to a no-light state.

[0055] Furthermore, in one embodiment, if the longitudinal acceleration is less than or equal to the second threshold, the brake taillight is controlled to display in full red with maximum brightness.

[0056] In this embodiment, when the longitudinal acceleration is less than or equal to the second threshold, the vehicle enters an emergency deceleration, strong energy recovery, or mechanical braking state, with extremely high acceleration. The brake taillights are then switched to 100% full red and high brightness, remaining continuously illuminated to warn following vehicles of emergency deceleration. This control strategy ensures that in dangerous driving scenarios, the taillights respond without delay, with no brightness transition, and with unambiguous warnings. Following drivers can immediately perceive the clear signal that the vehicle ahead is decelerating at full speed, allowing for rapid braking or evasive action. This significantly shortens the cognitive judgment and operational response time for following vehicles, effectively reducing the probability of accidents in emergency scenarios such as high-speed rear-end collisions and sudden traffic jams.

[0057] Meanwhile, this dedicated emergency deceleration control logic, together with the aforementioned linear gradient mechanism for the mild to moderate deceleration range (between the first and second thresholds), constitutes a complete graded warning system: when the deceleration intensity is within the normal range, the lights change continuously and smoothly with the deceleration, providing precise intensity information; once the deceleration intensity exceeds the second threshold, it switches to the highest priority fixed strong warning mode, and no further gradient calculation is performed, ensuring the absolute clarity and strongest impact of the light signal under extreme conditions. The connection between the two ensures both the richness and subtlety of the light signals in daily driving and the simplicity and absolute recognizability of the warning signals in emergency situations, balancing information density and emergency reliability, and comprehensively covering the entire deceleration range from slight coasting to full braking. This provides drivers of following vehicles with a complete, clear, and unambiguous chain of deceleration intention transmission, significantly improving the overall driving safety of new energy vehicles in energy recovery braking scenarios.

[0058] Furthermore, in one embodiment, the above-mentioned new energy vehicle brake taillight control method further includes a reset step: When the longitudinal acceleration increases from less than or equal to the first threshold to greater than the first threshold, the brightness of the brake taillight is gradually reduced linearly, and the color of the brake taillight is gradually changed from red to yellow until the brake taillight is completely extinguished.

[0059] In this embodiment, by setting a reset step, when the vehicle deceleration ends and the longitudinal acceleration exits the deceleration control range (i.e., exceeds the first threshold), the taillights do not immediately turn off. Instead, they synchronously perform a linear decrease in brightness and a gradual change in color from red to yellow along with the recovery of acceleration, achieving a smooth transition from the light state to the off state. This mechanism effectively avoids the signal abrupt change caused by the taillights jumping directly from a high-brightness warning state to an off state, preventing drivers of following vehicles from misjudging that the vehicle in front has completely stopped or is accelerating due to the sudden disappearance of the lights. It effectively avoids the risk of driving expectation deviation and operational misjudgment caused by sudden changes in light.

[0060] Meanwhile, the linear reset process forms a symmetrical mapping with the aforementioned linear brightening and reddening process during deceleration, ensuring that the changes in the light signal throughout the entire acceleration and deceleration cycle always follow continuous and predictable physical laws. This provides precise intensity information during deceleration and a gentle exit prompt after deceleration is released, taking into account the visual comfort, judgment continuity, and following safety of the drivers behind, making the light control logic more consistent with the gradual dynamic characteristics of actual road driving.

[0061] Furthermore, an embodiment of the control system for the aforementioned new energy vehicle brake taillight control method is provided. See [link to documentation]. Figure 2 As shown, the system consists of three main parts: an acceleration acquisition module, a lighting control module, and a multi-color LED taillight module. These modules work collaboratively, with no additional redundant hardware, and are compatible with the original vehicle architecture. Specifically: The acceleration acquisition module reuses the acceleration sensor built into the vehicle's ECU (Electronic Control Unit) or reads the longitudinal acceleration data of the whole vehicle through the OBD (On-Board Diagnostics) interface. The real-time acquisition frequency is ≥100Hz (Hertz), ensuring data real-time performance. No additional sensors are required, reducing costs.

[0062] The lighting control module is an independent embedded control unit with a built-in microprocessor that stores longitudinal acceleration threshold parameters and linear equations. It is responsible for receiving acceleration data, processing it, and issuing lighting control commands. It has data calibration, fault self-checking, and system anomaly alarm functions. The fault self-checking function is used to monitor the system's operating status in real time. When an anomaly is detected, it triggers a system anomaly alarm and outputs warning information in the form of sound, light, or signals.

[0063] The multi-color LED taillight module (including a PWM brightness adjustment unit and a color gradient control unit, which ultimately converge into the multi-color RGB-LED taillight yellow-red-green three-color linkage module) adopts an integrated RGB-LED (Red-Green-Blue Light Emitting Diode) light group, containing yellow, red, and green LED beads. It supports PWM (Pulse Width Modulation) to achieve linear brightness adjustment from 0-100% and seamless color gradient. The taillights are divided into left and right main taillights, which execute control commands synchronously to ensure the consistency of the lights on both sides.

[0064] The system's data transmission line uses CAN (Controller Area Network) bus transmission, which is compatible with the original vehicle communication protocol, enabling high-speed data interaction between the acceleration acquisition module and the lighting control module, with a transmission delay of ≤10ms (milliseconds), thus avoiding lag in lighting response.

[0065] In terms of system initialization and data acquisition, after the vehicle is powered on, the system automatically completes initialization. The lighting control module establishes communication with the ECU or OBD via the CAN bus, continuously and in real time acquiring the vehicle's longitudinal acceleration, and simultaneously acquiring the vehicle speed signal to assist in judging the operating conditions (highway or congested road conditions). The acquired data is refreshed in real time without delay.

[0066] Furthermore, an embodiment of the parameter calculation logic for the linear equations of brightness and color in the aforementioned lighting control module is given, see [link to example]. Figure 3 As shown, the operational logic of a linear equation consists of three parts: input parameters, operational units, and output results. Specifically: Input parameters include a preset first threshold. The preset second threshold Real-time longitudinal acceleration of vehicles Preset base brightness and preset maximum brightness .

[0067] The computation unit includes two parallel computation equations: a luminance linear equation and a color linear equation. The luminance linear equation receives... , , , and As input, calculate real-time brightness. L Color linear equation reception , and As input, calculate the proportion of red LED beads. R .

[0068] The output includes the percentage of red. R and real-time brightness L The two parameters converge to form the final lighting state, which serves as the control command issued by the lighting control module to the multi-color LED taillight module, driving the taillight to achieve coordinated adjustment of color and brightness.

[0069] Furthermore, the method for controlling the brightness and color of the brake taillights based on longitudinal acceleration in step S1 above is applicable to normal driving conditions without congestion. An embodiment of the multi-condition control of the above-mentioned new energy vehicle brake taillight control system is given below. (See attached image.) Figure 4 As shown, the specific steps are as follows: A1. When the vehicle is powered on, the system initializes.

[0070] A2. Real-time acquisition of vehicle longitudinal acceleration and speed.

[0071] A3. Determine if the vehicle speed is less than or equal to 20 km / h. If yes, proceed to step A4; otherwise, proceed to step A6.

[0072] A4. Determine if the longitudinal acceleration is greater than or equal to 0.5 m / s². 2 If yes, proceed to step A5; otherwise, proceed to step A7.

[0073] A5. Control the brake taillights to display at 50% green light brightness to send a starting signal to the vehicle behind.

[0074] A6. Determine if the longitudinal acceleration has dropped to less than 0.5 m / s². 2 If yes, proceed to step A12; otherwise, return to step A5.

[0075] A7. Determine if the longitudinal acceleration is less than or equal to -1.0 m / s². 2 If yes, proceed to step A8; otherwise, proceed to step A11.

[0076] A8. Determine if the longitudinal acceleration is less than or equal to -4.0 m / s². 2 If yes, proceed to step A9; otherwise, proceed to step A10.

[0077] A9. Control the brake taillights to display at 100% red light brightness to issue an emergency deceleration warning to vehicles behind, and proceed to step A12.

[0078] A10. Control the brake taillights to a base brightness of 20% for yellow lights, and gradually decrease the brightness linearly to 80% for red lights as longitudinal acceleration decreases. Adjust the color and brightness linearly according to the real-time acceleration, and proceed to step A12.

[0079] A11. Control the brake taillights to turn off. The vehicle is in a stable driving or slightly accelerating state. Return to step A2.

[0080] A12. Determine whether the longitudinal acceleration has returned to a value greater than -1.0 m / s². 2 And less than 0.5 m / s 2 If yes, proceed to step A13; otherwise, return to step A2.

[0081] A13. The light is linearly reset, and the brightness and color smoothly transition to the off state. Then, return to step A2 and continuously monitor the cycle to achieve closed-loop control under multiple operating conditions.

[0082] In this embodiment, intelligent linkage control of lighting for new energy vehicles across multiple operating conditions is achieved through dual threshold judgments of vehicle speed and longitudinal acceleration. In congested conditions, the system prioritizes identifying low-speed start-up intentions and transmits a start-up signal to following vehicles with a green light, effectively shortening the reaction delay and improving traffic efficiency. In non-congested conditions, the system accurately identifies deceleration intensity based on longitudinal acceleration. Through a linear gradient from the basic brightness of the yellow light to the maximum brightness of the red light, and a stepless transition from yellow to red, drivers of following vehicles can intuitively predict the deceleration rate of the vehicle in front, completely eliminating blind spots in energy recovery braking scenarios. Simultaneously, the linear reset mechanism for lighting status avoids misjudgments caused by sudden signal changes. Multi-condition closed-loop monitoring ensures the real-time and continuous nature of control, balancing the information sophistication of daily driving with the reliability of warnings in emergency situations, significantly improving the driving safety and traffic flow of new energy vehicles in complex road environments.

[0083] Secondly, embodiments of this application also provide a brake taillight control device for new energy vehicles.

[0084] In one embodiment, see Figure 5 As shown, the aforementioned new energy vehicle brake taillight control device includes a main control module, a brightness control module, and a color control module, specifically: The main control module is used to control the brightness and color of the brake taillights according to preset brightness control rules and color control rules based on the longitudinal acceleration if the longitudinal acceleration of the vehicle is less than or equal to a preset first threshold and greater than a preset second threshold; wherein the first threshold and the second threshold are both negative values.

[0085] The brightness control module is used to control the brightness of the brake taillights to increase as longitudinal acceleration decreases, based on the aforementioned brightness control rules.

[0086] The color control module is used to control the color of the brake taillights to gradually change from yellow to red using the aforementioned color control rules.

[0087] This application uses vehicle longitudinal acceleration as the core control parameter. By collecting acceleration data in real time and processing it through a lighting control module with built-in linear equations, continuous and quantitative adjustment of the brightness and color of the brake taillights is achieved. When the vehicle is decelerating and the longitudinal acceleration falls within a preset threshold range, the taillight brightness increases linearly with the deceleration intensity, and the color gradually changes from yellow to red. This allows drivers of following vehicles to intuitively judge the degree of deceleration of the vehicle in front through the taillight color and brightness, effectively eliminating the blind spot of light warning in energy recovery braking scenarios and solving the rear-end collision safety hazard caused by the lack of light warnings for deceleration of new energy vehicles.

[0088] Meanwhile, by adding dual judgment logic for positive acceleration and vehicle speed, a green light is used to transmit a starting signal in congested conditions, effectively shortening the reaction delay when following other vehicles and improving traffic efficiency. The linear reset mechanism ensures a smooth transition of light status, avoiding misjudgments caused by sudden signal changes. The multi-condition closed-loop monitoring balances the information detail of daily driving with the reliability of warnings in emergency situations. In addition, this application fully reuses the vehicle's existing ECU and OBD acceleration data source, without the need for additional sensors. Only an independent light control module and multi-color LED taillights are added, resulting in low modification costs and strong adaptability. It can be directly adapted to the modification of existing new energy vehicles and the mass production of new vehicles. The linear brightness adjustment replaces the traditional sudden change working mode of all-on and all-off, reducing the current surge and power loss of LED beads and effectively extending the service life of the taillights.

[0089] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0090] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0091] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0092] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0093] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0094] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0095] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method for controlling the brake taillights of a new energy vehicle, characterized in that, The method includes: If the longitudinal acceleration of the vehicle is less than or equal to a preset first threshold and greater than a preset second threshold, the brightness and color of the brake taillights are controlled according to preset brightness control rules and color control rules based on the longitudinal acceleration; both the first threshold and the second threshold are negative values. The brightness control rule is used to control the brightness of the brake taillights to increase as the longitudinal acceleration decreases; The color control rules are used to control the color of the brake taillights to gradually change from yellow to red.

2. The method for controlling the brake taillights of new energy vehicles as described in claim 1, characterized in that, The first threshold is set based on the critical longitudinal acceleration value when the vehicle enters a state of slight deceleration, and the second threshold is set based on the maximum deceleration intensity value that the vehicle's energy recovery system can achieve, and the first threshold is greater than the second threshold.

3. The method for controlling the brake taillights of new energy vehicles as described in claim 1, characterized in that, The brightness control rules include: If the longitudinal acceleration is equal to the first threshold, control the brake taillights to illuminate at a preset base brightness. If the longitudinal acceleration is equal to the second threshold, the brake taillights are controlled to illuminate at maximum brightness.

4. The method for controlling the brake taillights of a new energy vehicle as described in claim 3, characterized in that, The brightness control rule is achieved through the following linear equation: ， in, Indicates real-time brightness. This indicates the base brightness. Indicates maximum brightness. Indicates the first threshold. This represents the second threshold. It represents longitudinal acceleration.

5. The method for controlling the brake taillights of a new energy vehicle as described in claim 1, characterized in that, The color control rules include: If the longitudinal acceleration is equal to the first threshold, control the brake taillights to display full yellow; If the longitudinal acceleration is equal to the second threshold, the brake taillights are controlled to display full red.

6. The method for controlling the brake taillights of a new energy vehicle as described in claim 5, characterized in that, The color control rule achieves the change in the proportion of red LED beads through the following linear equation: ， in, This indicates the percentage of red lights. Indicates the first threshold. This represents the second threshold. It represents longitudinal acceleration.

7. The method for controlling the brake taillights of a new energy vehicle as described in claim 1, characterized in that, The method further includes: If the longitudinal acceleration is greater than the first threshold and less than the preset third threshold, the taillights are controlled to be off. The third threshold is a positive value, used to characterize the critical longitudinal acceleration value at which a vehicle transitions from a stationary or low-speed creeping state to a smooth start-up state.

8. The method for controlling the brake taillights of a new energy vehicle as described in claim 7, characterized in that, If the longitudinal acceleration is greater than or equal to the third threshold and the vehicle speed is less than or equal to the preset congestion threshold, the brake taillights are controlled to display full green at a preset brightness. If the longitudinal acceleration is greater than or equal to the third threshold and the vehicle speed is greater than the congestion threshold, the brake taillights are controlled to be off. The congestion threshold is set as the upper limit of vehicle speed when vehicles are traveling at low speeds under congested urban road conditions.

9. The method for controlling the brake taillights of a new energy vehicle as described in claim 1, characterized in that, If the longitudinal acceleration is less than or equal to the second threshold, control the brake taillights to display in full red at maximum brightness.

10. A brake taillight control device for a new energy vehicle, characterized in that, The device includes: The main control module is used to control the brightness and color of the brake taillights according to preset brightness control rules and color control rules based on the longitudinal acceleration if the longitudinal acceleration of the vehicle is less than or equal to a preset first threshold and greater than a preset second threshold; both the first threshold and the second threshold are negative values. A brightness control module is used to control the brightness of the brake taillights to increase as the longitudinal acceleration decreases, based on the brightness control rules. The color control module is used to control the color of the brake taillights to gradually change from yellow to red using the color control rules.

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