Vehicle braking method and system

Abstract

The application relates to a vehicle braking method and system, and belongs to the technical field of vehicle control.The method comprises the following steps: acquiring vehicle speed information and vehicle factory information in real time, acquiring the brake light lighting state of the surrounding vehicles of the current vehicle in real time; determining the target safety distance between the current vehicle and the first preceding vehicle based on the vehicle speed information and the vehicle factory information; in the case that the actual distance between the current vehicle and the first preceding vehicle is not greater than the target safety distance, determining the initial deceleration based on the brake light lighting state of the surrounding vehicles; determining the dynamic braking coefficient based on the road adhesion factor and the vehicle speed correction factor of the current vehicle, correcting the initial deceleration based on the dynamic braking coefficient to obtain the target deceleration, and performing the braking operation based on the target deceleration.The method avoids the problems that the vehicle is unstable due to excessive braking or the braking distance is too long due to insufficient braking, and enhances the braking stability and driving comfort of the vehicle under complex working conditions.

Description

Technical Field

[0001] This invention belongs to the field of vehicle control technology, and in particular relates to a vehicle braking method and system. Background Technology

[0002] In related technologies, vehicle automatic emergency braking systems typically monitor the relative distance and speed between the vehicle and the vehicle in front in real time using onboard radar or cameras, and actively intervene in braking when a collision risk is detected. Existing technologies often rely primarily on the kinematic parameters of the vehicle and the vehicle in front, such as by setting a fixed safe distance threshold or controlling based on a single deceleration model. However, the setting of safe distances fails to fully consider the inherent differences in braking performance and load capacity among different vehicle models, resulting in insufficient adaptability. Furthermore, excessive deceleration during braking can lead to sudden braking, causing discomfort to passengers and increasing the risk of rear-end collisions. Therefore, how to better achieve vehicle braking has become an urgent problem to be solved. Summary of the Invention

[0003] In view of the shortcomings of the prior art, the purpose of the invention is to provide a vehicle braking method and system.

[0004] In a first aspect, the present invention provides a vehicle braking method, comprising: S1, acquiring vehicle speed information and vehicle manufacturing information in real time, and acquiring the brake light illumination status of surrounding vehicles of the current vehicle in real time; S2, determining a target safe distance between the current vehicle and a first preceding vehicle based on the vehicle speed information and the vehicle manufacturing information; S3, determining an initial deceleration based on the brake light illumination status of the surrounding vehicles when the actual distance between the current vehicle and the first preceding vehicle is detected to be no greater than the target safe distance; S4, determining a dynamic braking coefficient based on the road surface adhesion factor and vehicle speed correction factor of the current vehicle, correcting the initial deceleration based on the dynamic braking coefficient to obtain a target deceleration, and performing a braking operation based on the target deceleration.

[0005] Furthermore, the vehicle speed information includes the current vehicle speed, the speed of the first preceding vehicle, the deceleration of the first preceding vehicle, and the relative speed of the current vehicle with respect to the first preceding vehicle. The vehicle factory information includes the vehicle system response delay time and the target braking deceleration of the current vehicle.

[0006] Further, based on the vehicle speed information and the vehicle manufacturing information, determining the target safe distance between the current vehicle and the first preceding vehicle includes: based on Calculate the target safe distance between the current vehicle and the first preceding vehicle, wherein, Indicates the target safety distance. This indicates the relative speed of the current vehicle compared to the vehicle in front. Indicates the vehicle system's response delay time. This indicates the current speed of the vehicle. This indicates the target braking deceleration of the vehicle at present. This indicates the speed of the first vehicle in front. This indicates the deceleration of the first vehicle in front.

[0007] Further, the surrounding vehicles include the first leading vehicle, a second leading vehicle located in front of the first leading vehicle, a first side vehicle located to the left of the first leading vehicle, a second side vehicle located in front of the first side vehicle, a third side vehicle located to the right of the first leading vehicle, and a fourth side vehicle located in front of the third side vehicle; wherein, determining the initial deceleration based on the brake light illumination status of the surrounding vehicles includes: when it is detected that the brake lights of all vehicles in the surrounding vehicles are not illuminated, using a preset base deceleration as the initial deceleration; when it is detected that only the brake lights of the first leading vehicle among the surrounding vehicles are illuminated, using the product of the preset base deceleration and a first threshold as the initial deceleration; when it is detected that the brake lights of the surrounding vehicles are not illuminated, using the product of the preset base deceleration and a first threshold as the initial deceleration; when it is detected that the brake lights of the surrounding vehicles are not illuminated, using the product of the preset base deceleration and a first threshold as the initial deceleration; when it is detected that the brake lights of all vehicles in ... When the brake lights of the first and second leading vehicles are simultaneously illuminated, the product of the preset basic deceleration, the first threshold, and the second threshold is used as the initial deceleration; when the brake lights of the first leading vehicle, the second leading vehicle, and the second side vehicle among the surrounding vehicles are simultaneously illuminated, the product of the preset basic deceleration, the first threshold, the second threshold, and the third threshold is used as the initial deceleration; when the brake lights of the first leading vehicle, the second leading vehicle, the second side vehicle, and the fourth side vehicle among the surrounding vehicles are simultaneously illuminated, the product of the preset basic deceleration, the first threshold, the second threshold, the third threshold, and the fourth threshold is used as the initial deceleration.

[0008] Further, determining the road surface adhesion factor and vehicle speed correction factor of the current vehicle includes: acquiring the road surface adhesion coefficient in real time based on the chassis sensor, determining the corresponding road surface type based on the road surface adhesion coefficient, and determining the road surface adhesion factor based on the road surface type; determining the operating condition type based on the current vehicle speed, and determining the vehicle speed correction factor based on the operating condition type.

[0009] Further, based on the current vehicle's road surface adhesion factor and speed correction factor, the dynamic braking coefficient is determined, including: using the product of the current vehicle's road surface adhesion factor, the speed correction factor, and the first threshold as a first braking coefficient; using the product of the current vehicle's road surface adhesion factor, the speed correction factor, and the second threshold as a second braking coefficient; using the product of the current vehicle's road surface adhesion factor, the speed correction factor, and the third threshold as a third braking coefficient; and using the product of the current vehicle's road surface adhesion factor, the speed correction factor, and the fourth threshold as a fourth braking coefficient.

[0010] Further, the initial deceleration is corrected based on the dynamic braking coefficient to obtain the target deceleration, including: when only the brake lights of the first preceding vehicle are detected to be illuminated, the product of the preset basic deceleration and the first braking coefficient is used as the target deceleration; when the brake lights of the first preceding vehicle and the second preceding vehicle are detected to be illuminated simultaneously, the product of the preset basic deceleration, the first braking coefficient, and the second braking coefficient is used as the target deceleration; when the brake lights of the first preceding vehicle, the second preceding vehicle, and the second side vehicle are detected to be illuminated simultaneously, the product of the preset basic deceleration, the first braking coefficient, the second braking coefficient, and the third braking coefficient is used as the target deceleration; when the brake lights of the first preceding vehicle, the second preceding vehicle, the second side vehicle, and the fourth side vehicle are detected to be illuminated simultaneously, the product of the preset basic deceleration, the first braking coefficient, the second braking coefficient, the third braking coefficient, and the fourth braking coefficient is used as the target deceleration.

[0011] A second aspect of the present invention provides a vehicle braking system, comprising: an acquisition module for acquiring vehicle speed information and vehicle manufacturing information in real time, and acquiring the brake light illumination status of surrounding vehicles of the current vehicle in real time; a first determination module for determining a target safe distance between the current vehicle and a first preceding vehicle based on the vehicle speed information and the vehicle manufacturing information; a second determination module for determining an initial deceleration based on the brake light illumination status of the surrounding vehicles when the actual distance between the current vehicle and the first preceding vehicle is detected to be no greater than the target safe distance; and a third determination module for determining a dynamic braking coefficient based on the road surface adhesion factor and vehicle speed correction factor of the current vehicle, correcting the initial deceleration based on the dynamic braking coefficient to obtain a target deceleration, and performing a braking operation based on the target deceleration.

[0012] A third aspect of the present invention provides an electronic device comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the method described in any one aspect of the present invention.

[0013] A fourth aspect of the present invention provides a non-transitory computer-readable storage medium storing computer instructions, wherein the computer instructions are used to cause the computer to perform the method described in any one of the first aspects of the present invention.

[0014] The beneficial effects of this invention are as follows: The vehicle braking method and system described in this invention acquire vehicle speed information and vehicle manufacturing information in real time, as well as the brake light illumination status of surrounding vehicles. Based on the vehicle speed information and manufacturing information, a target safe distance between the current vehicle and the first preceding vehicle is determined. If the actual distance between the current vehicle and the first preceding vehicle is not greater than the target safe distance, an initial deceleration is determined based on the brake light illumination status of surrounding vehicles. A dynamic braking coefficient is determined based on the current vehicle's road surface adhesion factor and vehicle speed correction factor. The initial deceleration is then corrected based on the dynamic braking coefficient to obtain the target deceleration, and braking is performed based on the target deceleration. This method determines the initial deceleration by determining the target safe distance and predicting risks based on the brake light status of surrounding vehicles. Furthermore, it introduces a road surface adhesion factor and a vehicle speed correction factor to correct the dynamic braking coefficient, thereby achieving precise control of braking force. This method can effectively prevent rear-end collisions in emergency situations, significantly improving driving safety. It also adapts to different road surface adhesion conditions and vehicle speed changes, avoiding excessive braking leading to vehicle instability or insufficient braking leading to excessive braking distance, thus enhancing the braking stability and driving comfort of the vehicle under complex conditions. Attached Figure Description

[0015] The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Throughout the drawings, the same reference numerals denote the same parts. It is obvious that the drawings described below are merely some embodiments of the present invention, and those skilled in the art can obtain other drawings based on these drawings.

[0016] Figure 1 This is a flowchart of a vehicle braking method according to an embodiment of the present invention; Figure 2 This is a flowchart of a vehicle braking method according to a specific embodiment of the present invention; Figure 3This is a schematic diagram of a vehicle braking system according to an embodiment of the present invention; Figure 4 This is a structural block diagram of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0017] To enable those skilled in the art to better understand the technical solutions in the embodiments of the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. It should be understood that these descriptions are merely exemplary and are not intended to limit the scope of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0018] Furthermore, descriptions of well-known structures and techniques are omitted in the following description to avoid unnecessarily obscuring the concepts disclosed in this invention.

[0019] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "installed," "connected," and "linked" should be interpreted broadly; for example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0020] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Rather, they are merely examples of methods and systems consistent with some aspects of the invention as detailed in the appended claims.

[0021] This invention proposes a vehicle braking method, system, and related equipment. Specifically, the vehicle braking method, system, and related equipment of this invention are described below with reference to the accompanying drawings.

[0022] Figure 1 This is a flowchart of a vehicle braking method according to an embodiment of the present invention. It should be noted that the vehicle braking method of this embodiment can be applied to the vehicle braking system of this embodiment. This vehicle braking system can be configured on an electronic device or in a server. This application does not limit the scope of the application in this regard.

[0023] like Figure 1 As shown, the vehicle braking method includes: S110 can obtain vehicle speed information and vehicle manufacturing information in real time, as well as the brake light status of surrounding vehicles in real time.

[0024] In embodiments of the present invention, vehicle speed information includes the current vehicle speed, the speed of the first vehicle in front of the current vehicle, the deceleration of the first vehicle in front, and the relative speed of the current vehicle relative to the first vehicle in front. Vehicle factory information includes vehicle system response delay time and the target braking deceleration of the current vehicle.

[0025] The target braking deceleration can be understood as the vehicle's maximum braking deceleration.

[0026] In an embodiment of the present invention, the surrounding vehicles include a first leading vehicle, a second leading vehicle located in front of the first leading vehicle, a first side vehicle located to the left of the first leading vehicle, a second side vehicle located in front of the first side vehicle, a third side vehicle located to the right of the first leading vehicle, and a fourth side vehicle located in front of the third side vehicle.

[0027] S120 determines the target safe distance between the current vehicle and the first vehicle in front, based on vehicle speed information and vehicle manufacturing information.

[0028] In embodiments of the present invention, based on Calculate the target safe distance between the current vehicle and the first vehicle in front, where, Indicates the target safety distance. This indicates the relative speed of the current vehicle compared to the vehicle in front. Indicates the vehicle system's response delay time. This indicates the current speed of the vehicle. This indicates the target braking deceleration of the vehicle at present. This indicates the speed of the first vehicle in front. This indicates the deceleration of the first vehicle in front.

[0029] S130, when it is detected that the actual distance between the current vehicle and the first vehicle in front is not greater than the target safe distance, determines the initial deceleration based on the brake light status of the surrounding vehicles.

[0030] In an embodiment of the present invention, given a target safe distance, the actual distance between the current vehicle and the first vehicle in front can be monitored in real time. If the actual distance is determined to be no greater than the target safe distance, the initial deceleration is determined based on the brake light illumination status of surrounding vehicles. Specific implementation details can be found in subsequent embodiments.

[0031] S140 determines the dynamic braking coefficient based on the current vehicle's road surface adhesion factor and vehicle speed correction factor, corrects the initial deceleration based on the dynamic braking coefficient to obtain the target deceleration, and performs braking operation based on the target deceleration.

[0032] In embodiments of the present invention, based on the current vehicle's road surface adhesion factor and vehicle speed correction factor, multiple braking weighting coefficients are determined through a preset allocation strategy; braking state signals of multiple target vehicles surrounding the current vehicle are acquired; according to the target vehicle combination corresponding to the braking state signal, a corresponding coefficient is selected from the multiple braking weighting coefficients to progressively weight and correct the preset base deceleration to obtain the target deceleration. Braking operation is then performed based on the target deceleration. Specific implementation details can be found in subsequent embodiments.

[0033] According to an embodiment of the present invention, a vehicle braking method acquires vehicle speed information and vehicle manufacturing information in real time, as well as the brake light illumination status of surrounding vehicles. Based on the vehicle speed information and vehicle manufacturing information, a target safe distance between the current vehicle and a first preceding vehicle is determined. If the actual distance between the current vehicle and the first preceding vehicle is detected to be no greater than the target safe distance, an initial deceleration is determined based on the brake light illumination status of surrounding vehicles. A dynamic braking coefficient is determined based on the current vehicle's road surface adhesion factor and vehicle speed correction factor. The initial deceleration is corrected based on the dynamic braking coefficient to obtain the target deceleration, and braking is performed based on the target deceleration. This method determines the initial deceleration by determining the target safe distance and predicting risks based on the brake light status of surrounding vehicles. Furthermore, it introduces a road surface adhesion factor and a vehicle speed correction factor to correct the dynamic braking coefficient, thereby achieving precise control of braking force. This method can effectively prevent rear-end collisions in emergency situations, significantly improving driving safety. It also adapts to different road surface adhesion conditions and vehicle speed changes, avoiding excessive braking leading to vehicle instability or insufficient braking leading to excessive braking distance, thus enhancing the braking stability and driving comfort of the vehicle under complex conditions.

[0034] To enable those skilled in the art to more readily understand the present invention, Figure 2 This is a vehicle braking method according to a specific embodiment of the present invention, such as... Figure 2 As shown, the vehicle braking method includes: S210 can obtain vehicle speed information and vehicle manufacturing information in real time, as well as the brake light status of surrounding vehicles in real time.

[0035] S220 determines the target safe distance between the current vehicle and the first vehicle in front, based on vehicle speed information and vehicle manufacturing information.

[0036] In embodiments of the present invention, steps S210-S220 can be implemented with reference to the implementation of steps S11-S120 described above. Further details will not be provided here.

[0037] S230 determines the initial deceleration based on the brake light status of surrounding vehicles when it is detected that the actual distance between the current vehicle and the first vehicle in front is not greater than the target safe distance.

[0038] In an embodiment of the present invention, when it is detected that the actual distance between the current vehicle and the first preceding vehicle is not greater than the target safe distance, the brake light illumination status of surrounding vehicles is determined in real time.

[0039] Specifically, if the brake lights of all vehicles in the surrounding area are not illuminated, a preset base deceleration will be used as the initial deceleration.

[0040] Specifically, if only the brake lights of the first vehicle in front are illuminated among the surrounding vehicles, the product of the preset base deceleration and the first threshold is used as the initial deceleration.

[0041] Specifically, when the brake lights of the first and second vehicles in the surrounding area are detected to be lit simultaneously, the product of the preset base deceleration, the first threshold, and the second threshold is used as the initial deceleration.

[0042] Specifically, when the brake lights of the first vehicle in front, the second vehicle in front, and the second vehicle on the side are simultaneously illuminated among the surrounding vehicles, the product of the preset base deceleration, the first threshold, the second threshold, and the third threshold is used as the initial deceleration.

[0043] Specifically, when the brake lights of the first, second, second, and fourth vehicles in the surrounding area are simultaneously illuminated, the product of the preset base deceleration, the first threshold, the second threshold, the third threshold, and the fourth threshold is used as the initial deceleration.

[0044] Among them, the first threshold, the second threshold, the third threshold and the fourth threshold are all greater than 1, and the first threshold has the largest weight.

[0045] In an embodiment of the present invention, if the actual distance between the current vehicle and the first preceding vehicle is detected to be greater than the target safe distance, the state is determined to be safe, no deceleration operation is performed, and the vehicle continues to drive normally.

[0046] S240 determines the road adhesion factor and vehicle speed correction factor for the current vehicle.

[0047] In an embodiment of the present invention, the road surface adhesion coefficient is obtained in real time based on the chassis sensor, the corresponding road surface type is determined based on the road surface adhesion coefficient, and the road surface adhesion factor is determined based on the road surface type; the operating condition type is determined based on the current vehicle speed, and the vehicle speed correction factor is determined based on the operating condition type.

[0048] For example, when the road surface adhesion coefficient is 0.8, the corresponding road surface type can be determined as a high-adhesion dry road surface, wherein a road surface adhesion coefficient of not less than 0.7 is considered a high-adhesion dry road surface; when the road surface adhesion coefficient is 0.5, the corresponding road surface type can be determined as a wet and slippery rain and snow road surface, wherein a road surface adhesion coefficient in the range of 0.4 ≤ μ < 0.7 is considered a wet and slippery rain and snow road surface; when the road surface adhesion coefficient is 0.3, the corresponding road surface type can be determined as an icy and snow low-adhesion road surface, wherein a road surface adhesion coefficient less than 0.4 is considered an icy and snow low-adhesion road surface.

[0049] In this context, given a defined road surface type, the corresponding road surface adhesion factor can be determined based on an adhesion factor database. This database includes the road surface adhesion factor for each road surface type. For example, the road surface adhesion factor for a high-adhesion dry road surface is 1 (i.e., retaining basic braking capacity and maximizing hazard avoidance), the road surface adhesion factor for a wet / slippery rain / snow road surface is 0.92 (i.e., moderately reducing the braking force superposition to prevent tire slippage), and the road surface adhesion factor for a low-adhesion icy / snow road surface is 0.85 (i.e., significantly weakening the braking coefficient, combined with a deceleration limiting mechanism, to completely avoid the risks of wheel lock-up, vehicle sideslip, and fishtailing).

[0050] For example, if the current vehicle speed is 30 km / h, the operating condition can be identified as a low-speed congestion condition, where the vehicle speed range of 0-40 km / h is considered a low-speed congestion condition; if the current vehicle speed is 50 km / h, the operating condition can be identified as a medium-speed urban condition, where the vehicle speed range of 40-80 km / h is considered a medium-speed urban condition; if the current vehicle speed is 100 km / h, the operating condition can be identified as a highway condition, where the vehicle speed range of greater than 80 km / h is considered a highway condition.

[0051] In this context, once the operating condition type is determined, the corresponding vehicle speed correction factor can be determined based on a correction factor database. This database includes the vehicle speed correction factor for each operating condition type. For example, the vehicle speed correction factor for low-speed congestion is 0.9 (i.e., weakening the superposition coefficient to avoid frequent forced braking and improve driving smoothness on congested roads), the vehicle speed correction factor for medium-speed urban operating conditions is 1 (i.e., using the base coefficient to balance safety and smoothness), and the vehicle speed correction factor for highway trunk line operating conditions is 1.05 (i.e., increasing the braking weight of vehicles at a distance and on the side, anticipating the risk of collective braking of multi-lane traffic flow in advance, and reserving sufficient braking distance).

[0052] S250 determines the dynamic braking coefficient based on the current vehicle's road adhesion factor and speed correction factor.

[0053] In an embodiment of the present invention, when the road surface adhesion factor and vehicle speed correction factor of the current vehicle are determined, the product of the road surface adhesion factor, vehicle speed correction factor and a first threshold is used as a first braking coefficient; the product of the road surface adhesion factor, vehicle speed correction factor and a second threshold is used as a second braking coefficient; the product of the road surface adhesion factor, vehicle speed correction factor and a third threshold is used as a third braking coefficient; and the product of the road surface adhesion factor, vehicle speed correction factor and a fourth threshold is used as a fourth braking coefficient.

[0054] S260 corrects the initial deceleration based on the dynamic braking coefficient to obtain the target deceleration, and performs braking operation based on the target deceleration.

[0055] In an embodiment of the present invention, given the dynamic braking coefficient, the initial deceleration is corrected by considering the brake light illumination status of surrounding vehicles to obtain the target deceleration, and braking operation is performed based on the target deceleration.

[0056] Specifically, if only the brake lights of the first vehicle ahead are illuminated, the product of the preset base deceleration and the first braking coefficient is used as the target deceleration.

[0057] Specifically, when the brake lights of the first and second vehicles ahead are detected to be lit simultaneously, the product of the preset base deceleration, the first braking coefficient, and the second braking coefficient is used as the target deceleration.

[0058] Specifically, when the brake lights of the first vehicle in front, the second vehicle in front, and the second vehicle on the side are detected to be lit simultaneously, the product of the preset base deceleration, the first braking coefficient, the second braking coefficient, and the third braking coefficient is used as the target deceleration.

[0059] Specifically, when the brake lights of the first leading vehicle, the second leading vehicle, the second side vehicle, and the fourth side vehicle are detected to be lit simultaneously, the product of the preset basic deceleration, the first braking coefficient, the second braking coefficient, the third braking coefficient, and the fourth braking coefficient is used as the target deceleration.

[0060] The vehicle braking method according to embodiments of the present invention achieves differentiated control of braking deceleration by integrating the brake light status of surrounding vehicles for multi-level risk prediction. Compared to traditional solutions that rely solely on the kinematic relationship between the vehicle and the preceding vehicle for emergency braking, this solution uses the brake light illumination status of the first preceding vehicle, the second preceding vehicle, and even the side vehicle as feedforward signals. Through preset multi-threshold product logic, the initial deceleration is dynamically adjusted. For example, basic braking is applied when only the brake light of the first preceding vehicle is illuminated, while when the brake lights of the first preceding vehicle, the second preceding vehicle, and the side vehicle are illuminated simultaneously, multiple threshold coefficients are superimposed to increase braking force. This allows for predictive braking before the actual collision risk fully manifests, effectively shortening the braking response time and significantly improving rear-end collision prevention capabilities in complex multi-traffic conditions. Simultaneously, this method introduces a road surface adhesion factor and a vehicle speed correction factor to perform secondary dynamic correction of the braking coefficient, achieving precise matching of braking intensity with real-time operating conditions. On the one hand, the system identifies dry, wet, or icy / snowy road surfaces based on the road adhesion coefficient and adjusts the road adhesion factor accordingly (e.g., reducing it to 0.85 for icy / snowy roads), preventing tire lock-up or skidding due to excessive braking force. On the other hand, it categorizes driving conditions into low-speed congestion, medium-speed urban, or high-speed trunk road conditions based on the current vehicle speed and assigns different speed correction factors (e.g., increasing it to 1.05 for high-speed conditions), enhancing the ability to predict far-end risks. By combining the road adhesion factor and the speed correction factor for various threshold coefficients, this solution can ensure braking safety while balancing smoothness in low-speed conditions and braking margin in high-speed conditions, improving braking stability and driving comfort in complex road environments.

[0061] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to 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) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods of the various embodiments of this application.

[0062] According to one aspect of the present invention, a vehicle braking system is also provided. Figure 3 This is a schematic diagram of a vehicle braking system according to an embodiment of the present invention; as shown. Figure 3 As shown, it includes: The acquisition module 310 is used to acquire vehicle speed information and vehicle manufacturing information in real time, as well as the brake light illumination status of surrounding vehicles in real time. The first determining module 320 is used to determine the target safe distance between the current vehicle and the first preceding vehicle based on the vehicle speed information and the vehicle manufacturing information; The second determining module 330 is used to determine the initial deceleration based on the brake light illumination status of the surrounding vehicles when it is detected that the actual distance between the current vehicle and the first preceding vehicle is not greater than the target safe distance. The third determining module 340 is used to determine the dynamic braking coefficient based on the road surface adhesion factor and vehicle speed correction factor of the current vehicle, correct the initial deceleration based on the dynamic braking coefficient to obtain the target deceleration, and perform braking operation based on the target deceleration.

[0063] According to an embodiment of the present invention, the vehicle braking system acquires vehicle speed information and vehicle manufacturing information in real time, as well as the brake light illumination status of surrounding vehicles. Based on the vehicle speed information and vehicle manufacturing information, a target safe distance between the current vehicle and the first preceding vehicle is determined. If the actual distance between the current vehicle and the first preceding vehicle is detected to be no greater than the target safe distance, an initial deceleration is determined based on the brake light illumination status of surrounding vehicles. A dynamic braking coefficient is determined based on the current vehicle's road surface adhesion factor and vehicle speed correction factor. The initial deceleration is corrected based on the dynamic braking coefficient to obtain the target deceleration, and braking is performed based on the target deceleration. Thus, by determining the target safe distance and predicting risks based on the brake light status of surrounding vehicles to determine the initial deceleration, and further introducing the road surface adhesion factor and vehicle speed correction factor to correct the dynamic braking coefficient, precise control of braking force is achieved. This solution can effectively prevent rear-end collisions in emergency situations, significantly improving driving safety. Furthermore, by adapting to different road surface adhesion conditions and vehicle speed changes, it avoids excessive braking leading to vehicle instability or insufficient braking leading to excessive braking distance, enhancing the braking stability and driving comfort of the vehicle under complex conditions.

[0064] Optionally, the vehicle speed information includes the current vehicle speed, the speed of the first preceding vehicle, the deceleration of the first preceding vehicle, and the relative speed of the current vehicle with respect to the first preceding vehicle. The vehicle factory information includes the vehicle system reaction delay time and the target braking deceleration of the current vehicle.

[0065] Optionally, the first determining module 320 is specifically used for determining based on Calculate the target safe distance between the current vehicle and the first preceding vehicle, wherein, Indicates the target safety distance. This indicates the relative speed of the current vehicle compared to the vehicle in front. Indicates the vehicle system's response delay time. This indicates the current speed of the vehicle. This indicates the target braking deceleration of the vehicle at present. This indicates the speed of the first vehicle in front. This indicates the deceleration of the first vehicle in front.

[0066] Optionally, the surrounding vehicles include the first leading vehicle, a second leading vehicle located in front of the first leading vehicle, a first side vehicle located to the left of the first leading vehicle, a second side vehicle located in front of the first side vehicle, a third side vehicle located to the right of the first leading vehicle, and a fourth side vehicle located in front of the third side vehicle; wherein, the second determining module 330 is specifically used to: when all the brake lights of the surrounding vehicles are detected to be off, use a preset base deceleration as the initial deceleration; when only the brake lights of the first leading vehicle are detected to be on among the surrounding vehicles, use the product of the preset base deceleration and a first threshold ... When the brake lights of the first vehicle and the second vehicle ahead are illuminated simultaneously, the product of the preset basic deceleration, the first threshold, and the second threshold is used as the initial deceleration; when the brake lights of the first vehicle ahead, the second vehicle ahead, and the second vehicle to the side are detected to be illuminated simultaneously, the product of the preset basic deceleration, the first threshold, the second threshold, and the third threshold is used as the initial deceleration; when the brake lights of the first vehicle ahead, the second vehicle ahead, the second vehicle to the side, and the fourth vehicle to the side are detected to be illuminated simultaneously, the product of the preset basic deceleration, the first threshold, the second threshold, the third threshold, and the fourth threshold is used as the initial deceleration.

[0067] Optionally, the third determining module 340 is used to acquire the road surface adhesion coefficient in real time based on the chassis sensor, determine the corresponding road surface type based on the road surface adhesion coefficient, and determine the road surface adhesion factor based on the road surface type; determine the operating condition type based on the current vehicle speed, and determine the vehicle speed correction factor based on the operating condition type.

[0068] Optionally, the third determining module 340 is configured to use the product of the current vehicle's road surface adhesion factor, the vehicle speed correction factor, and the first threshold as a first braking coefficient; use the product of the current vehicle's road surface adhesion factor, the vehicle speed correction factor, and the second threshold as a second braking coefficient; use the product of the current vehicle's road surface adhesion factor, the vehicle speed correction factor, and the third threshold as a third braking coefficient; and use the product of the current vehicle's road surface adhesion factor, the vehicle speed correction factor, and the fourth threshold as a fourth braking coefficient.

[0069] Optionally, the third determining module 340 is configured to: when only the brake lights of the first leading vehicle are illuminated, use the product of the preset basic deceleration and the first braking coefficient as the target deceleration; when the brake lights of the first leading vehicle and the second leading vehicle are illuminated simultaneously, use the product of the preset basic deceleration, the first braking coefficient, and the second braking coefficient as the target deceleration; when the brake lights of the first leading vehicle, the second leading vehicle, and the second side vehicle are illuminated simultaneously, use the product of the preset basic deceleration, the first braking coefficient, the second braking coefficient, and the third braking coefficient as the target deceleration; and when the brake lights of the first leading vehicle, the second leading vehicle, the second side vehicle, and the fourth side vehicle are illuminated simultaneously, use the product of the preset basic deceleration, the first braking coefficient, the second braking coefficient, the third braking coefficient, and the fourth braking coefficient as the target deceleration.

[0070] According to one aspect of the present invention, an electronic device is provided.

[0071] Figure 3 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present invention. Figure 3 As shown, an electronic device may include one or more ( Figure 3 Only one is shown in the image. A processor 102 (which may include, but is not limited to, a microprocessor unit (MPU) or a programmable logic device (PLD)) and a memory 104 for storing data are also shown. In one exemplary embodiment, the electronic device may further include a transmission device 106 for communication functions and an input / output device 108. Those skilled in the art will understand that... Figure 3 The structure shown is for illustrative purposes only and does not limit the structure of the terminal device described above. For example, the terminal device may also include components that are more... Figure 3 The more or fewer components shown, or having the same Figure 3 Equivalent functions or ratios shown Figure 3The functions shown have more different configurations.

[0072] The memory 104 can be used to store computer programs, such as application software programs and modules, like the computer program corresponding to the vehicle braking method in this embodiment of the invention. The processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, thereby implementing the above-described method. The memory 104 may include high-speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory 104 may further include memory remotely located relative to the processor 102, and these remote memories can be connected to terminal devices via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0073] The transmission device 106 is used to receive or send data via a network. Specific examples of the network described above may include a wireless network provided by the communication provider of the switching device. In one example, the transmission device 106 includes a Network Interface Controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the transmission device 106 may be a Radio Frequency (RF) module used for wireless communication with the Internet.

[0074] The present invention proposes a non-transitory computer-readable storage medium storing computer instructions for causing the computer to perform a vehicle braking method.

[0075] The applicant of this invention has provided a detailed description of the embodiments of the invention in conjunction with the accompanying drawings. However, those skilled in the art should understand that the above embodiments are merely preferred embodiments of the invention. The detailed description is only intended to help readers better understand the spirit of the invention and is not intended to limit the scope of protection of the invention. On the contrary, any improvements or modifications made based on the inventive spirit of the invention should fall within the scope of protection of the invention.

[0076] Furthermore, the functional units in the various embodiments of the present invention can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0077] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present invention.

[0078] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the embodiments of the present invention, and are not intended to limit them. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the protection scope of the present invention.

Claims

1. A vehicle braking method, characterized in that, include: S1, real-time acquisition of vehicle speed information and vehicle manufacturing information, as well as real-time acquisition of the brake light illumination status of surrounding vehicles. S2, based on the vehicle speed information and the vehicle manufacturing information, determine the target safe distance between the current vehicle and the first preceding vehicle; S3, if the actual distance between the current vehicle and the first vehicle in front is not greater than the target safe distance, determine the initial deceleration based on the brake light illumination status of the surrounding vehicles; S4. Based on the current vehicle's road surface adhesion factor and vehicle speed correction factor, determine the dynamic braking coefficient, correct the initial deceleration based on the dynamic braking coefficient to obtain the target deceleration, and perform braking operation based on the target deceleration.

2. The vehicle braking method according to claim 1, characterized in that, The vehicle speed information includes the current vehicle speed, the speed of the first vehicle in front of the current vehicle, the deceleration of the first vehicle in front, and the relative speed of the current vehicle with respect to the first vehicle in front. The vehicle factory information includes the vehicle system response delay time and the target braking deceleration of the current vehicle.

3. The vehicle braking method according to claim 2, characterized in that, Based on the vehicle speed information and the vehicle manufacturing information, the target safe distance between the current vehicle and the first preceding vehicle is determined, including: based on Calculate the target safe distance between the current vehicle and the first preceding vehicle, wherein, Indicates the target safety distance. This indicates the relative speed of the current vehicle compared to the vehicle in front. Indicates the vehicle system's response delay time. This indicates the current speed of the vehicle. This indicates the target braking deceleration of the vehicle at present. Indicates the speed of the first vehicle in front. This indicates the deceleration of the first vehicle in front.

4. The vehicle braking method according to claim 1, characterized in that, The surrounding vehicles include the first leading vehicle, the second leading vehicle located in front of the first leading vehicle, the first side vehicle located to the left of the first leading vehicle, the second side vehicle located in front of the first side vehicle, the third side vehicle located to the right of the first leading vehicle, and the fourth side vehicle located in front of the third side vehicle. The determination of the initial deceleration based on the brake light illumination status of the surrounding vehicles includes: If the brake lights of all vehicles in the surrounding area are not illuminated, the preset base deceleration is used as the initial deceleration. If it is detected that only the brake light of the first vehicle in front is lit among the surrounding vehicles, the product of the preset base deceleration and the first threshold is used as the initial deceleration. If the brake lights of the first and second vehicles in the surrounding area are simultaneously illuminated, the product of the preset base deceleration, the first threshold, and the second threshold is used as the initial deceleration. When the brake lights of the first front vehicle, the second front vehicle, and the second side vehicle among the surrounding vehicles are detected to be lit simultaneously, the product of the preset base deceleration, the first threshold, the second threshold, and the third threshold is used as the initial deceleration. If the brake lights of the first front vehicle, the second front vehicle, the second side vehicle, and the fourth side vehicle among the surrounding vehicles are simultaneously illuminated, the product of the preset base deceleration, the first threshold, the second threshold, the third threshold, and the fourth threshold is used as the initial deceleration.

5. The vehicle braking method according to claim 1, characterized in that, Determining the road adhesion factor and vehicle speed correction factor of the current vehicle includes: The road surface adhesion coefficient is acquired in real time based on the chassis sensors, the corresponding road surface type is determined based on the road surface adhesion coefficient, and the road surface adhesion factor is determined based on the road surface type. The operating condition type is determined based on the current vehicle speed, and the vehicle speed correction factor is determined based on the operating condition type.

6. The vehicle braking method according to claim 4, characterized in that, Based on the current vehicle's road adhesion factor and vehicle speed correction factor, the dynamic braking coefficient is determined, including: The product of the current vehicle's road surface adhesion factor, the vehicle speed correction factor, and the first threshold is used as the first braking coefficient. The product of the current vehicle's road surface adhesion factor, the vehicle speed correction factor, and the second threshold is used as the second braking coefficient. The product of the current vehicle's road surface adhesion factor, the vehicle speed correction factor, and the third threshold is used as the third braking coefficient. The product of the current vehicle's road surface adhesion factor, the vehicle speed correction factor, and the fourth threshold is used as the fourth braking coefficient.

7. The vehicle braking method according to claim 6, characterized in that, The initial deceleration is corrected based on the dynamic braking coefficient to obtain the target deceleration, including: If only the brake lights of the first vehicle ahead are illuminated, the product of the preset base deceleration and the first braking coefficient is taken as the target deceleration. When the brake lights of the first and second vehicles are detected to be lit simultaneously, the product of the preset base deceleration, the first braking coefficient, and the second braking coefficient is taken as the target deceleration. When the brake lights of the first leading vehicle, the second leading vehicle, and the second side vehicle are detected to be lit simultaneously, the product of the preset basic deceleration, the first braking coefficient, the second braking coefficient, and the third braking coefficient is taken as the target deceleration. When the brake lights of the first leading vehicle, the second leading vehicle, the second side vehicle, and the fourth side vehicle are detected to be lit simultaneously, the product of the preset base deceleration, the first braking coefficient, the second braking coefficient, the third braking coefficient, and the fourth braking coefficient is used as the target deceleration.

8. A vehicle braking system, characterized in that, include: The acquisition module is used to acquire vehicle speed information and vehicle manufacturing information in real time, as well as the brake light illumination status of surrounding vehicles in real time. The first determining module is used to determine the target safe distance between the current vehicle and the first preceding vehicle based on the vehicle speed information and the vehicle manufacturing information; The second determining module is used to determine the initial deceleration based on the brake light illumination status of the surrounding vehicles when the actual distance between the current vehicle and the first preceding vehicle is not greater than the target safe distance. The third determining module is used to determine the dynamic braking coefficient based on the current vehicle's road surface adhesion factor and vehicle speed correction factor, correct the initial deceleration based on the dynamic braking coefficient to obtain the target deceleration, and perform braking operation based on the target deceleration.

9. An electronic device, characterized in that, include: At least one processor; as well as A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform the method of any one of claims 1 to 7.

10. A non-transitory computer-readable storage medium storing computer instructions, characterized in that, The computer instructions are used to cause the computer to perform the method according to any one of claims 1 to 7.

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