Vehicle control method and apparatus under emergency braking, and device and storage medium

Abstract

Provided in the embodiments of the present application are a vehicle control method and apparatus under emergency braking, and a device and a storage medium. The method comprises: when it is determined that a vehicle is in an emergency braking state, adjusting an execution state of an emergency braking assembly on the basis of the current vehicle speed of the vehicle, wherein the emergency braking assembly comprises a driving system, a braking system and an aerodynamic kit. The method is used for achieving the effect of effectively reducing a braking distance without increasing additional hardware costs.

Description

Vehicle control methods, devices, equipment and storage media under emergency braking

[0001] This application claims priority to Chinese patent application filed on November 8, 2024, with application number 202411593950X and entitled "Vehicle control method, apparatus, device and storage medium under emergency braking", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of automotive technology, and in particular to a vehicle control method, device, equipment, and storage medium under emergency braking. Background Technology

[0003] When a vehicle encounters a dangerous situation while driving, it usually needs to brake suddenly to reduce the braking distance and effectively avoid an accident or mitigate its severity.

[0004] Traditional emergency braking relies primarily on the performance of the braking system itself to reduce braking distance. However, in some situations, the braking system alone may not be able to provide sufficient braking force, leading to loss of vehicle control or failure to stop in time.

[0005] Therefore, how to quickly and effectively reduce braking distance in emergency braking situations to improve vehicle safety and stability remains an urgent problem to be solved. Summary of the Invention

[0006] This application provides a vehicle control method, device, equipment, and storage medium under emergency braking, which can effectively reduce braking distance without increasing additional hardware costs.

[0007] In a first aspect, embodiments of this application provide a vehicle control method under emergency braking, the method comprising:

[0008] When it is determined that the vehicle is in an emergency braking state, the execution state of the emergency braking component is adjusted according to the vehicle's current speed; wherein, the emergency braking component includes a drive system, a braking system, and an aerodynamic kit.

[0009] In one possible implementation, the aerodynamic kit includes at least one of an air dam, a diffuser, an air intake grille, and a tail wing.

[0010] In one possible implementation, adjusting the execution state of the emergency braking component based on the vehicle's current speed includes:

[0011] Obtain the vehicle's current speed and determine the speed range in which the current speed falls;

[0012] The execution state of the emergency braking components is adjusted according to the preset control strategy corresponding to the speed range of the current vehicle speed; wherein, the preset control strategy includes the target state of each emergency braking component when the vehicle is in the speed range of the current vehicle speed during emergency braking.

[0013] In one possible implementation, determining that the vehicle is in an emergency braking state includes:

[0014] The rate of change of the accelerator pedal opening is obtained, and the rate of change of the accelerator pedal opening is filtered.

[0015] If the rate of change of the accelerator pedal opening after filtering is determined to be less than the preset trigger threshold of the accelerator pedal, then the vehicle is determined to be in an emergency braking state.

[0016] In one possible implementation, obtaining the rate of change of the vehicle accelerator pedal opening includes:

[0017] The accelerator pedal opening is collected at a first time point and at a second time point; wherein the first time point and the second time point are two adjacent sampling time points;

[0018] Determine the time difference between the second time point and the first time point, and determine the accelerator pedal opening difference between the accelerator pedal opening at the second time point and the accelerator pedal opening at the first time point;

[0019] The ratio of the accelerator pedal opening difference to the time difference is determined as the rate of change of the vehicle accelerator pedal opening.

[0020] In one possible implementation, filtering the rate of change of the accelerator pedal opening includes:

[0021] Using a preset filtering coefficient corresponding to the vehicle speed at the second time point, the rate of change of accelerator pedal opening is filtered to obtain the filtered rate of change of accelerator pedal opening.

[0022] In one possible implementation, after adjusting the actuation state of the emergency braking components according to the vehicle's current speed, the method further includes:

[0023] If, within a preset time period, it is determined that the vehicle's brake pedal is pressed urgently or the vehicle's anti-lock braking system is triggered, the execution state of the emergency braking component will be adjusted again based on the vehicle speed after the execution state of the emergency braking component has been adjusted.

[0024] In one possible implementation, determining that the vehicle's brake pedal has been urgently depressed includes:

[0025] The brake pedal opening at the third time point and the brake pedal opening at the fourth time point are collected; wherein the third time point and the fourth time point are two adjacent sampling time points;

[0026] Determine the time difference between the fourth time point and the third time point, and determine the brake pedal opening difference between the brake pedal opening at the fourth time point and the brake pedal opening at the third time point. Determine the ratio of the brake pedal opening difference to the time difference, which is the rate of change of the vehicle's brake pedal opening.

[0027] The brake pedal opening change rate is filtered using a preset filtering coefficient corresponding to the vehicle speed at the fourth time point, and the filtered brake pedal opening change rate is determined.

[0028] If it is determined that the rate of change of the brake pedal opening after filtering is greater than the preset trigger threshold of the brake pedal, then it is determined that the vehicle's brake pedal has been pressed urgently.

[0029] Secondly, embodiments of this application provide a vehicle control device under emergency braking, the device comprising:

[0030] The control unit is used to adjust the execution state of the emergency braking assembly according to the vehicle's current speed when it is determined that the vehicle is in an emergency braking state; wherein the emergency braking assembly includes a drive system, a braking system, and an aerodynamic kit.

[0031] Thirdly, embodiments of this application provide an electronic device, including: a memory and a processor;

[0032] The memory stores computer-executed instructions;

[0033] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0034] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0035] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0036] Sixthly, this application provides a vehicle that includes the electronic devices described above.

[0037] In a seventh aspect, this application provides a computer program, including program code, which, when a computer runs the computer program, performs the first aspect and / or various possible implementations of the first aspect.

[0038] The vehicle control method, device, equipment, and storage medium under emergency braking provided in this application adjust the execution state of the emergency braking component according to the vehicle's current speed when the vehicle is determined to be in an emergency braking state. The emergency braking component includes a drive system, a braking system, and an aerodynamic kit, which can effectively reduce the braking distance without increasing additional hardware costs. Attached Figure Description

[0039] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0040] Figure 1 is a schematic flowchart of a vehicle control method under emergency braking provided in an embodiment of this application;

[0041] Figure 2 is a flowchart illustrating another vehicle control method under emergency braking provided in an embodiment of this application;

[0042] Figure 3 is a schematic diagram of a vehicle control device under emergency braking provided in an embodiment of this application;

[0043] Figure 4 is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0044] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0045] 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 numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0046] Understandably, there are two main ways to reduce braking distance: increasing the braking force of the braking system and increasing adhesion. However, the braking system itself has limited performance; once its performance limit is reached, the braking distance cannot be further reduced. Adhesion, on the other hand, is mainly related to the coefficient of friction with the ground and the normal force. Current research focuses on how to change the contact between the tire and the ground to alter the coefficient of friction, thereby reducing braking distance.

[0047] In one related technology, a spraying device is installed on the vehicle. During emergency braking, this device sprays a high-adhesion-coefficient medium onto the ground to change the adhesion conditions and thus reduce braking distance. However, this method requires installing the spraying device, piping, and corresponding control devices on the vehicle, and pre-storing the high-adhesion-coefficient medium. This is not only structurally complex and costly, but also inconvenient as it requires frequent refilling of the high-adhesion-coefficient medium.

[0048] Another related technology involves installing a special deflation device on the vehicle. During emergency braking, this device deflates the tires, altering the tire-road contact and increasing the coefficient of friction, thereby reducing braking distance. However, this method requires additional hardware, increasing equipment costs and vehicle structural complexity, making it less feasible.

[0049] Therefore, this application provides a vehicle control method under emergency braking. For automobiles that already have a drive system, braking system and aerodynamic kit, when it is determined that the vehicle is under emergency braking, the execution state of the drive system, braking system and aerodynamic kit is directly controlled simultaneously according to the current vehicle speed, thereby reducing the driver's reaction time, increasing braking force, increasing drag and increasing downforce, and thus effectively reducing braking distance without increasing additional hardware costs, and is more practical.

[0050] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0051] Figure 1 is a flowchart illustrating a vehicle control method under emergency braking according to an embodiment of this application. The executing entity of the vehicle control method under emergency braking provided in this embodiment can be a vehicle control device under emergency braking, which can be located on a control device such as the vehicle controller; this embodiment does not impose any limitations. This embodiment uses the vehicle controller on the vehicle as an example for detailed explanation. As shown in Figure 1, the vehicle control method under emergency braking provided in this embodiment may include:

[0052] S101. When it is determined that the vehicle is in an emergency braking state, the execution state of the emergency braking component is adjusted according to the current vehicle speed; wherein, the emergency braking component includes a drive system, a braking system and an aerodynamic kit.

[0053] For example, in order to reduce braking distance and maximize the safety of the driver and passengers, when it is determined that the vehicle is in an emergency braking state, in this embodiment of the application, the vehicle controller will adjust the execution state of the emergency braking component according to the current vehicle speed.

[0054] The emergency braking status of a vehicle can be detected by a variety of sensors and systems. For example, the driver's emergency braking operations (such as the force and speed of releasing the accelerator pedal, the force and speed of pressing the brake pedal, etc.) and abnormal situations detected by the Electronic Stability Control (ESC) system can all serve as the basis for judging the emergency braking status.

[0055] In one possible embodiment, determining that the vehicle is in an emergency braking state may include:

[0056] S1. Obtain the rate of change of the accelerator pedal opening and filter the rate of change of the accelerator pedal opening.

[0057] S2. If it is determined that the rate of change of the accelerator pedal opening after filtering is less than the preset trigger threshold of the accelerator pedal, then it is determined that the vehicle is in an emergency braking state.

[0058] For example, when an emergency occurs while driving a vehicle, the driver will usually release the accelerator pedal (also known as the accelerator pedal) first and then press the brake pedal (also known as the brake pedal). Therefore, in this embodiment of the application, it can be determined that the vehicle is in an emergency braking state when the driver releases the accelerator pedal in an emergency.

[0059] In this embodiment, the accelerator pedal opening is 100% when fully depressed. As the pedal is released, the opening decreases. Therefore, the rate of change of the accelerator pedal opening is negative. The smaller the rate of change (the larger the absolute value), the faster the opening changes, indicating a more urgent situation. In this embodiment, the preset trigger threshold for the accelerator pedal is set to a negative number. Therefore, when the filtered rate of change of the accelerator pedal opening is determined to be less than the preset trigger threshold, the vehicle is determined to be in an emergency braking state.

[0060] In one possible embodiment, obtaining the rate of change of the vehicle accelerator pedal opening may include:

[0061] S11. Collect the accelerator pedal opening at the first time point and the accelerator pedal opening at the second time point; wherein, the first time point and the second time point are two adjacent sampling time points.

[0062] S12. Determine the time difference between the second time point and the first time point, and determine the difference in throttle pedal opening between the throttle pedal opening at the second time point and the throttle pedal opening at the first time point.

[0063] S13. Determine the ratio of the accelerator pedal opening difference to the time difference, which is the rate of change of the vehicle's accelerator pedal opening.

[0064] In one possible embodiment, filtering the rate of change of accelerator pedal opening includes: using a preset filtering coefficient corresponding to the vehicle speed at the second time point to filter the rate of change of accelerator pedal opening, thereby obtaining the filtered rate of change of accelerator pedal opening.

[0065] For example, by differentiating the accelerator pedal opening with respect to time and applying different filtering coefficients to different speed ranges, the filtered rate of change of the accelerator pedal opening can be obtained. For instance, refer to the following formula:

[0066] AccPedlRat=filter((AccPedlPos2-AccPedlPos1) / dt,Tc1)

[0067] Tc = fun(Vehspd)

[0068] Where AccPedlRat is the filtered rate of change of accelerator pedal opening, AccPedlPos1 can be the accelerator pedal opening at the first time point, AccPedlPos2 can be the accelerator pedal opening at the second time point, dt is the time difference between the second time point and the first time point, and Tc1 is the preset filtering coefficient corresponding to the vehicle speed at the second time point. The filtering coefficient is related to speed.

[0069] In this embodiment, after the vehicle controller collects the accelerator pedal opening at the first time point and the accelerator pedal opening at the second time point, it can first calculate the ratio of the difference in accelerator pedal opening to the time difference to obtain the accelerator pedal opening change rate. Then, it uses the filtering coefficient corresponding to the vehicle speed at the second time point to filter the accelerator pedal opening change rate to obtain the filtered accelerator pedal opening change rate. When the filtered accelerator pedal opening change rate is less than the preset trigger threshold of the accelerator pedal, it is considered that an emergency release of the accelerator pedal has been triggered. At this time, it can be determined that the vehicle is in an emergency braking state.

[0070] By filtering the rate of change of accelerator pedal opening, noise and short-term fluctuations can be effectively removed, thereby improving the accuracy of detection. In addition, by filtering the rate of change of accelerator pedal opening and judging the threshold, it is also possible to quickly and accurately detect the emergency braking state of the vehicle, which has many beneficial effects such as improving system reliability, response speed and simplifying design.

[0071] For example, when it is determined that the vehicle is in an emergency braking state, the vehicle controller can adjust the execution state of the emergency braking components according to the vehicle's current speed. The emergency braking components include the drive system, the braking system, and aerodynamic components.

[0072] In one possible embodiment, adjusting the execution state of the emergency braking component based on the vehicle's current speed may include:

[0073] S10. Obtain the vehicle's current speed and determine the speed range in which the current speed is located.

[0074] S20. Adjust the execution state of the emergency braking components according to the preset control strategy corresponding to the current speed range; wherein, the preset control strategy includes the target state of each emergency braking component when the vehicle is in the current speed range under emergency braking conditions.

[0075] For example, the current vehicle speed can be obtained through a speed sensor or speedometer on the vehicle. This speed value is updated in real time, reflecting the vehicle's speed at the current moment. The current speed is categorized according to a pre-defined speed range. For instance, the speed range can be divided into low-to-medium speed (Vmin-80 km / h), high speed (80-120 km / h), and ultra-high speed (120-Vmax km / h), etc. The specific range division can be adjusted according to vehicle type and usage scenario. Based on the magnitude of the current speed value, it can be determined which speed range the current speed belongs to. For example, if the current speed is 45 km / h, then this speed falls within the low-to-medium speed range (Vmin-80 km / h).

[0076] To improve vehicle safety and stability during emergency braking, this application embodiment sets different preset control strategies for different speed ranges. Each preset control strategy includes the target state of each emergency braking component when the vehicle is in the current speed range during emergency braking. For example, for the speed range of low to medium speed Vmin-80km / h, a relatively small change value in the motor torque control gradient and a relatively low execution state of the aerodynamic kit are set; while for the speed ranges of high speed and ultra-high speed, higher adjustment values ​​are set sequentially, so as to effectively reduce the braking distance and improve the safety and stability of the vehicle during emergency braking in the corresponding situations.

[0077] In one possible embodiment, the aerodynamic kit includes at least one of an air dam, diffuser, grille, and rear wing. The rear wing primarily increases rear downforce, reduces lift, improves airflow, and enhances vehicle stability and handling. An active air dam is typically mounted below the front bumper, close to the ground, and its main functions include reducing drag, increasing downforce, and guiding airflow towards the braking system or engine radiator to improve cooling. An active diffuser is typically located under the rear chassis of the vehicle, and its main functions include reducing drag, increasing airflow speed under the vehicle to increase downforce, and improving airflow to reduce turbulence and eddy currents. An active grille shutter is a grille system that opens and closes automatically, typically located at the front of a vehicle. Its main functions include: opening the grille when more cooling is needed (such as under high temperature or high load conditions) to allow more air to flow into the engine compartment and improve cooling efficiency; closing the grille in cold conditions helps the engine reach operating temperature faster, improves fuel efficiency, and reduces emissions; in addition, closing the grille also reduces air resistance.

[0078] For example, the execution status of each aerodynamic kit can be shown in Table 1 below.

[0079] Table 1

[0080] As shown in Table 1, the tail wing has four working positions, and the downforce increases with each position. The air dam, diffuser, and air intake grille have two working states: open and closed.

[0081] It is understood that the aerodynamic kit in this application can also be called an active aerodynamic kit; the air dam in this application can also be called an active air dam; the diffuser in this application can also be called an active diffuser; the air intake grille in this application can also be called an active air intake grille; and the rear wing in this application can also be called an active rear wing. The term "active" can be understood as "controlled movement to change state." For example, an active air intake grille can be controlled to switch from a closed state to an open state, or from an open state to a closed state. Active air dams, active diffusers, active rear wings, etc., can all be controlled to change their opening angle, or change their angle relative to the vehicle body.

[0082] In practical applications, the target states of the drive system, braking system, air dam, diffuser, air intake grille, and rear wing specified in the preset control strategies for each speed range can be completely different or partially different. When it is determined that the vehicle is in an emergency braking state, the execution state of each emergency braking component can be adjusted according to the preset control strategy corresponding to the current speed range.

[0083] For example, regarding the drive and braking systems, regardless of the current vehicle speed range, the absolute value of the motor torque control gradient in the drive system can be adjusted to the maximum, meaning the maximum slope is used to control torque changes. An additional amount of regenerative torque is also added, and the brake lines in the braking system are pre-charged. Then, the aerodynamic components are adjusted according to each speed range. For instance, in the current speed range of low to medium speed (V... min At speeds of -80 km / h, the rear wing can be deployed to position P1, while the air dam, diffuser, and grille remain in their original states. In the high-speed range of 80-120 km / h, the rear wing is deployed to position P2, opening the air dam and diffuser while closing the grille. In the ultra-high-speed range of 120-Vmax km / h, the rear wing is deployed to position P3, opening the air dam, diffuser, and grille. Furthermore, different motor torque control gradient values, different additional regenerative torque values, and different pre-charge pressure values ​​can be preset for different speed ranges. The higher the speed, the higher these control values ​​become. This application does not limit the specific values ​​in its embodiments.

[0084] The vehicle control method under emergency braking provided in this application, when determining that the vehicle is in an emergency braking state, adjusts the execution state of the emergency braking components according to the vehicle's current speed. The emergency braking components include a drive system, a braking system, and an aerodynamic kit. Specifically, by pre-controlling the rate of change of drive torque and the regenerative torque, vehicle drag can be increased; pre-pressurizing the brake lines in the braking system can reduce the response time after the driver's reaction, thereby increasing the vehicle's response speed; pre-controlling the state of the aerodynamic kit can reduce component action time and increase vehicle downforce, thereby increasing braking force. By simultaneously controlling the drive system, braking system, and aerodynamic kit of the vehicle, for vehicles already equipped with these devices, not only can the braking distance be effectively reduced, but no additional hardware costs are required, making it more practical.

[0085] Based on the above embodiments, in some possible embodiments, after adjusting the execution state of the emergency braking component according to the current vehicle speed, it is also possible that: if it is determined within a preset time period that the vehicle's brake pedal is pressed urgently or the vehicle triggers the anti-lock braking system, the execution state of the emergency braking component can be adjusted again according to the vehicle speed after adjusting the execution state of the emergency braking component.

[0086] For example, in an emergency, the driver may not only release the accelerator pedal but also press the brake pedal. Therefore, in this embodiment, after determining that the driver has urgently released the accelerator pedal and adjusting the execution state of the emergency braking component according to the vehicle's current speed, if the vehicle's brake pedal is still detected to be pressed urgently or the vehicle has triggered the anti-lock braking system (ABS) within a preset time period, the execution state of the emergency braking component can be adjusted again according to the vehicle speed after adjusting the execution state of the emergency braking component, so as to further reduce the braking distance.

[0087] When readjusting the emergency braking system's execution state, the control intensity can be increased based on the initial adjustment made according to the vehicle's current speed. For example, if the vehicle speed range after the last adjustment was low-to-medium speed (Vmin-80 km / h), the rear spoiler can be further shifted to P2. Conversely, if the speed range after the last adjustment was high speed (80-120 km / h) or ultra-high speed (120-Vmax km / h), the rear spoiler can be directly shifted to P3 until the vehicle speed reaches zero or the driver re-applies the accelerator. After emergency braking, the control logic for non-emergency braking states is then applied to each emergency braking component. Furthermore, other responsive control parameters can be set to control each emergency braking component; this embodiment does not impose limitations on this.

[0088] In one possible embodiment, determining that the vehicle's brake pedal has been urgently depressed may include:

[0089] S01. Collect the brake pedal opening at the third time point and the brake pedal opening at the fourth time point; where the third time point and the fourth time point are two adjacent sampling time points.

[0090] S02. Determine the time difference between the fourth time point and the third time point, and determine the brake pedal opening difference between the brake pedal opening at the fourth time point and the brake pedal opening at the third time point. Determine the ratio of the brake pedal opening difference to the time difference, which is the rate of change of the vehicle's brake pedal opening.

[0091] S03. Using a preset filtering coefficient corresponding to the vehicle speed at the fourth time point, the brake pedal opening change rate is filtered to determine the filtered brake pedal opening change rate.

[0092] S04. If it is determined that the rate of change of the brake pedal opening after filtering is greater than the preset trigger threshold of the brake pedal, then it is determined that the vehicle's brake pedal has been pressed urgently.

[0093] For example, the method for determining the filtered rate of change of brake pedal opening is similar to the method for determining the filtered rate of change of accelerator pedal opening. It can be done by differentiating the brake pedal opening with respect to time and then applying a filtering coefficient corresponding to the speed to obtain the filtered rate of change of brake pedal opening. The formula is as follows:

[0094] BrkPedlRat=filter((BrkPedlPos2-BrkPedlPos1) / dt,Tc2)

[0095] Wherein, BrkPedlRat is the rate of change of brake pedal opening after filtering, BrkPedlPos1 can be the brake pedal opening at the third time point, BrkPedlPos2 is the brake pedal opening at the fourth time point, dt is the time difference between the fourth time point and the third time point, and Tc2 can be the preset filtering coefficient corresponding to the vehicle speed at the fourth time point.

[0096] In this embodiment, the vehicle controller can first calculate the difference in brake pedal opening and the time difference based on the brake pedal opening at the third time point and the fourth time point, respectively, and then calculate the ratio of the two to obtain the brake pedal opening change rate. Then, the brake pedal change rate is filtered using the filtering coefficient corresponding to the vehicle speed at the fourth time point to obtain the filtered brake pedal opening change rate. It can be understood that when the brake pedal is depressed, the brake pedal opening increases; therefore, the brake pedal opening change rate is a positive value. The larger the brake pedal opening change rate, the faster the opening changes, and the more urgent the situation. Therefore, this embodiment can determine that the vehicle's brake pedal has been urgently depressed when the filtered brake pedal opening change rate is greater than a preset trigger threshold for the brake pedal.

[0097] In addition, the anti-lock braking system is a car safety system whose main purpose is to prevent the wheels from locking up (i.e., the wheels stop turning completely) during emergency braking, thereby maintaining the controllability and stability of the vehicle. It has corresponding activation logic, which is not limited in the embodiments of this application.

[0098] After determining that the vehicle's brake pedal has been pressed urgently or the anti-lock braking system has been activated, the emergency braking system's execution state can be further adjusted based on the vehicle speed after the adjustment of its execution state. This can further reduce the braking distance, thereby improving the vehicle's safety and stability and reducing the probability of an accident.

[0099] Figure 2 is a flowchart illustrating another vehicle control method under emergency braking provided in an embodiment of this application. As shown in Figure 2, the vehicle control method under emergency braking provided in an embodiment of this application may include:

[0100] S201. Obtain the rate of change of the accelerator pedal opening and filter the rate of change of the accelerator pedal opening to obtain the filtered rate of change of the accelerator pedal opening.

[0101] S202. Determine whether the rate of change of the accelerator pedal opening after filtering is less than the preset trigger threshold of the accelerator pedal.

[0102] If yes, proceed to step S203; otherwise, proceed to step S201.

[0103] S203. Obtain the vehicle's current speed and adjust the execution state of the emergency braking component according to the control strategy corresponding to the current speed range.

[0104] S204. Obtain the rate of change of the vehicle's brake pedal opening, filter the rate of change of the brake pedal opening, and / or monitor the triggering status of the anti-lock braking system (ABS).

[0105] S205. Determine whether the rate of change of the brake pedal opening after filtering is greater than the preset trigger threshold of the brake pedal, or determine whether the anti-lock braking system has been triggered.

[0106] If yes, proceed to step S206; otherwise, proceed to step S204.

[0107] S206. Based on the vehicle speed after adjusting the execution state of the emergency braking component, readjust the execution state of the emergency braking component.

[0108] It should be noted that the specific implementation of the above steps can be referred to the description of other embodiments, which will not be repeated here.

[0109] Understandably, monitoring whether the rate of change of the filtered accelerator pedal opening is less than a preset trigger threshold for the accelerator pedal, monitoring whether the rate of change of the filtered brake pedal opening is greater than a preset trigger threshold for the brake pedal, and monitoring whether the anti-lock braking system (ABS) has been triggered are continuous processes, and in some cases, they do not occur in an absolute sequential order. In some possible embodiments, when the rate of change of the filtered brake pedal opening is first monitored to be greater than the preset trigger threshold for the brake pedal, or when the ABS is triggered first, the execution state of the emergency braking components can be adjusted according to the current vehicle speed to reduce the braking distance. This application does not limit this aspect.

[0110] Furthermore, this application does not limit the specific values ​​of the preset trigger thresholds for the accelerator pedal and the brake pedal; these values ​​can be set based on experience or real vehicle data. In some possible embodiments, driver data can be continuously acquired, and corresponding compensation coefficients can be generated based on the driver's driving habits. When detecting the rate of change of the accelerator and brake pedal openings, these compensation coefficients can be used to correct the corresponding trigger thresholds, thereby more accurately identifying the driver's emergency braking conditions and enabling more precise emergency braking control.

[0111] Figure 3 is a schematic diagram of a vehicle control device under emergency braking provided in an embodiment of this application. As shown in Figure 3, the vehicle control device 30 under emergency braking provided in this embodiment includes a control unit 301.

[0112] The control unit 301 is used to adjust the execution state of the emergency braking components according to the current vehicle speed when it is determined that the vehicle is in an emergency braking state; wherein the emergency braking components include a drive system, a braking system, and an aerodynamic kit.

[0113] In one possible implementation, the aerodynamic kit includes at least one of an air dam, a diffuser, an air intake grille, and a tail fin.

[0114] In one possible implementation, the control unit 301 is further configured to:

[0115] Obtain the vehicle's current speed and determine the speed range within which the current speed falls;

[0116] The execution state of the emergency braking components is adjusted according to the preset control strategy corresponding to the current speed range. The preset control strategy includes the target state of each emergency braking component when the vehicle is in the current speed range during emergency braking.

[0117] In one possible implementation, the control unit 301 is further configured to:

[0118] Obtain the rate of change of the accelerator pedal opening and filter the rate of change of the accelerator pedal opening.

[0119] If the rate of change of the accelerator pedal opening after filtering is determined to be less than the preset trigger threshold of the accelerator pedal, then the vehicle is determined to be in an emergency braking state.

[0120] In one possible implementation, the control unit 301 is further configured to:

[0121] The accelerator pedal opening is collected at the first time point and the accelerator pedal opening is collected at the second time point; where the first time point and the second time point are two adjacent sampling time points;

[0122] Determine the time difference between the second time point and the first time point, and determine the difference in throttle pedal opening between the throttle pedal opening at the second time point and the throttle pedal opening at the first time point;

[0123] The ratio of the difference in accelerator pedal opening to the time difference is determined as the rate of change of the accelerator pedal opening.

[0124] In one possible implementation, the control unit 301 is further configured to:

[0125] The accelerator pedal opening change rate is filtered by using a preset filtering coefficient corresponding to the vehicle speed at the second time point, resulting in the filtered accelerator pedal opening change rate.

[0126] In one possible implementation, the control unit 301 is further configured to:

[0127] After adjusting the execution state of the emergency braking component based on the vehicle's current speed, if it is determined within a preset time period that the vehicle's brake pedal is pressed urgently or the vehicle's anti-lock braking system is triggered, the execution state of the emergency braking component is adjusted again based on the vehicle speed after the adjustment.

[0128] In one possible implementation, the control unit 301 is further configured to:

[0129] The brake pedal opening at the third time point and the brake pedal opening at the fourth time point are collected; where the third time point and the fourth time point are two adjacent sampling time points.

[0130] Determine the time difference between the fourth time point and the third time point, and determine the brake pedal opening difference between the brake pedal opening at the fourth time point and the brake pedal opening at the third time point. Determine the ratio of the brake pedal opening difference to the time difference, which is the rate of change of the vehicle's brake pedal opening.

[0131] Using a preset filtering coefficient corresponding to the vehicle speed at the fourth time point, the brake pedal opening change rate is filtered to determine the filtered brake pedal opening change rate.

[0132] If it is determined that the rate of change of the brake pedal opening after filtering is greater than the preset trigger threshold of the brake pedal, then it is determined that the vehicle's brake pedal has been pressed urgently.

[0133] The vehicle control device under emergency braking provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0134] It should be noted that the division of the various modules in the above device is merely a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. These modules can be implemented entirely in software via processing element calls; they can be fully implemented in hardware; or some modules can be implemented in software via processing element calls, while others are implemented in hardware. Furthermore, they can be stored as program code in the device's memory, and the data processing modules can be called and executed by a specific processing element. The implementation of other modules is similar. These modules can be fully or partially integrated together, or implemented independently. The processing element here can be an integrated circuit with signal processing capabilities. During implementation, each step of the above method or each of the above modules can be completed through integrated logic circuits in the hardware of the processor element or through software instructions.

[0135] Figure 4 is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. As shown in Figure 4, the electronic device 40 provided in this embodiment includes at least one processor 401 and a memory 402. Optionally, the device 40 further includes a communication component 403. The processor 401, the memory 402, and the communication component 403 are connected via a bus 404.

[0136] In a specific implementation, at least one processor 401 executes computer execution instructions stored in memory 402, causing at least one processor 401 to perform the above-described method.

[0137] The specific implementation process of processor 401 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0138] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0139] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0140] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0141] This application also provides a vehicle that includes the electronic equipment described above.

[0142] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0143] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0144] This application also provides a computer program, including program code, which executes the above-described method when the computer runs the computer program.

[0145] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0146] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0147] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0148] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0149] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0150] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0151] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0152] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A vehicle control method under emergency braking, characterized in that, The method includes: When it is determined that the vehicle is in an emergency braking state, the execution state of the emergency braking component is adjusted according to the vehicle's current speed; wherein, the emergency braking component includes a drive system, a braking system, and an aerodynamic kit.

2. The method according to claim 1, characterized in that, The aerodynamic kit includes at least one of an air dam, diffuser, air intake grille, and tail fin.

3. The method according to claim 1 or 2, characterized in that, The step of adjusting the execution state of the emergency braking component based on the vehicle's current speed includes: Obtain the vehicle's current speed and determine the speed range in which the current speed falls; The execution state of the emergency braking components is adjusted according to the preset control strategy corresponding to the speed range of the current vehicle speed; wherein, the preset control strategy includes the target state of each emergency braking component when the vehicle is in the speed range of the current vehicle speed during emergency braking.

4. The method according to any one of claims 1-3, characterized in that, The determination that the vehicle is in an emergency braking state includes: The rate of change of the accelerator pedal opening is obtained, and the rate of change of the accelerator pedal opening is filtered. If the rate of change of the accelerator pedal opening after filtering is determined to be less than the preset trigger threshold of the accelerator pedal, then the vehicle is determined to be in an emergency braking state.

5. The method according to claim 4, characterized in that, The acquisition of the rate of change of the vehicle accelerator pedal opening includes: The accelerator pedal opening is collected at a first time point and at a second time point; wherein the first time point and the second time point are two adjacent sampling time points; Determine the time difference between the second time point and the first time point, and determine the accelerator pedal opening difference between the accelerator pedal opening at the second time point and the accelerator pedal opening at the first time point; The ratio of the accelerator pedal opening difference to the time difference is determined as the rate of change of the vehicle accelerator pedal opening.

6. The method according to claim 5, characterized in that, The filtering process for the rate of change of the accelerator pedal opening includes: Using a preset filtering coefficient corresponding to the vehicle speed at the second time point, the rate of change of accelerator pedal opening is filtered to obtain the filtered rate of change of accelerator pedal opening.

7. The method according to any one of claims 1-6, characterized in that, After adjusting the execution state of the emergency braking components according to the vehicle's current speed, the method further includes: If, within a preset time period, it is determined that the vehicle's brake pedal is pressed urgently or the vehicle's anti-lock braking system is triggered, the execution state of the emergency braking component will be adjusted again based on the vehicle speed after the execution state of the emergency braking component has been adjusted.

8. The method according to claim 7, characterized in that, The determination that the vehicle's brake pedal was pressed urgently includes: The brake pedal opening at the third time point and the brake pedal opening at the fourth time point are collected; wherein the third time point and the fourth time point are two adjacent sampling time points; Determine the time difference between the fourth time point and the third time point, and determine the brake pedal opening difference between the brake pedal opening at the fourth time point and the brake pedal opening at the third time point. Determine the ratio of the brake pedal opening difference to the time difference, which is the rate of change of the vehicle's brake pedal opening. The brake pedal opening change rate is filtered using a preset filtering coefficient corresponding to the vehicle speed at the fourth time point, and the filtered brake pedal opening change rate is determined. If it is determined that the rate of change of the brake pedal opening after filtering is greater than the preset trigger threshold of the brake pedal, then it is determined that the vehicle's brake pedal has been pressed urgently.

9. A vehicle control device under emergency braking, characterized in that, The device includes: The control unit is used to adjust the execution state of the emergency braking assembly according to the vehicle's current speed when it is determined that the vehicle is in an emergency braking state; wherein the emergency braking assembly includes a drive system, a braking system, and an aerodynamic kit.

10. An electronic device, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-8.

11. A vehicle, characterized in that, The vehicle includes the electronic equipment as described in claim 10.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-8.

13. A computer program product comprising a computer program that, when executed by a processor, implements the method of any one of claims 1-8.

14. A computer program, characterized in that, Includes program code that, when the computer runs the computer program, performs the method as described in any one of claims 1-8.

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