CN116890817A

CN116890817A - Vehicle safety braking control method, system, device and storage medium

Info

Publication number: CN116890817A
Application number: CN202310896830.6A
Authority: CN
Inventors: 付翔; 邬代兵; 姜崴; 张傅玥; 唐茂家
Original assignee: Wuhan University of Technology WUT
Current assignee: Wuhan University of Technology WUT
Priority date: 2023-07-20
Filing date: 2023-07-20
Publication date: 2023-10-17

Abstract

The application discloses a vehicle safety braking control method, a system, a device and a storage medium, and relates to the technical field of vehicle control. The application determines driving intention based on fuzzy control strategy, then determines the current relative motion working condition of front vehicle and own vehicle according to the motion state information of the own vehicle and the motion state information of the front vehicle, then determines the pre-collision time of the own vehicle under the current relative motion working condition according to the motion state information of the own vehicle and the front vehicle based on the current relative motion working condition, and selects the corresponding control strategy to brake according to the pre-collision time interval of the own vehicle to which the pre-collision time belongs, wherein the control strategy process is to perform manual braking according to the first braking degree when the first braking degree of the driving intention is greater than the second braking degree preset by the control strategy, so as to improve driving safety; and when the first braking degree of the driving intention is smaller than the second braking degree preset by the control strategy, performing active graded braking according to the second braking degree, and improving the comfort of a user in the braking process.

Description

Vehicle safety braking control method, system, device and storage medium

Technical Field

The present application relates to the field of vehicle control technologies, and in particular, to a vehicle safety braking control method, system, device, and storage medium.

Background

The single pedal mode is an auxiliary configuration developed based on a braking energy recovery system, and refers to a new technology of a new energy vehicle, wherein a driver can control acceleration and deceleration of the vehicle through one accelerator pedal, the driver can accelerate after stepping on the pedal, and the driver can lift the pedal to brake the vehicle. The vehicle single pedal mode realizes efficient kinetic energy recovery, can realize a certain braking effect, can convert unnecessary kinetic energy of running into electric energy due to the dragging effect of motor reversal, thereby slowing down the vehicle, realizing single pedal braking through reasonable advance judgment under the environment with better road conditions, but when a driver releases the accelerator pedal braking, the riding comfort of the driver can be greatly reduced due to strong dragging feeling, and the driver can easily mistakenly step on the accelerator pedal to cause safety accidents when carrying out braking operation under emergency conditions.

Disclosure of Invention

The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, the invention provides a vehicle safety braking control method, a system, a device and a storage medium, which can improve driving safety and comfort.

In one aspect, an embodiment of the present invention provides a vehicle safety braking control method, including the following steps:

Acquiring control state information of a vehicle, motion state information of the vehicle and motion state information of a front vehicle, wherein the control state information of the vehicle comprises pedal opening, pedal opening change rate and a time interval;

determining driving intention according to the vehicle control state information based on a fuzzy control strategy;

determining the current relative movement working conditions of the front vehicle and the self vehicle according to the self vehicle movement state information and the front vehicle movement state information;

based on the current relative movement working condition, determining the vehicle pre-collision time under the current relative movement working condition according to the vehicle movement state information and the front vehicle movement state information;

acquiring a grading early warning time interval under the current relative movement working condition;

selecting a corresponding control strategy to brake according to an early warning time interval to which the pre-collision time of the own vehicle belongs;

wherein, the control strategy comprises the following steps:

when the first braking degree of the driving intention is larger than the second braking degree preset by the control strategy, performing manual braking according to the first braking degree;

and when the first braking degree of the driving intention is smaller than the second braking degree preset by the control strategy, performing active braking according to the second braking degree.

According to some embodiments of the invention, the determining the driving intention according to the vehicle control state information based on the fuzzy control strategy includes the steps of:

converting the pedal opening into a pedal opening fuzzy language value based on a pedal opening membership function;

converting the pedal opening change rate into a pedal opening change rate fuzzy language value based on a pedal opening change rate membership function;

converting the headway into headway fuzzy language values based on headway membership functions;

and inquiring a fuzzy rule table according to the pedal opening fuzzy language value, the pedal opening change rate fuzzy language value and the headway fuzzy language value to determine driving intention, wherein the driving intention is one of acceleration intention, braking intention and mistakenly stepping on an accelerator pedal, and the braking intention comprises a plurality of first braking degrees.

According to some embodiments of the invention, the state information includes a vehicle speed and a vehicle acceleration, and the front vehicle state information includes a front vehicle speed and a front vehicle acceleration;

the step of determining the current relative movement working condition of the front vehicle and the self vehicle according to the self vehicle movement state information and the front vehicle movement state information comprises the following steps:

Determining a relative speed according to the self-vehicle speed and the front vehicle speed;

determining a relative acceleration according to the self-vehicle acceleration and the front vehicle acceleration;

determining a front vehicle working condition according to the front vehicle speed and the front vehicle acceleration, wherein the front vehicle working condition is one of a front vehicle static working condition, a front vehicle constant speed working condition, a front vehicle deceleration working condition and a front vehicle acceleration working condition;

and determining a current relative movement working condition according to the front vehicle working condition, the relative speed and the relative acceleration, wherein the current relative movement working condition is one of a first working condition that the front vehicle is static and braked, a second working condition that the front vehicle is static and braked, a third working condition that the front vehicle is braked, a fourth working condition that the front vehicle and the braked and braked is greater than the front vehicle speed, a fifth working condition that the front vehicle and the braked and braked are decelerated at the same acceleration, a sixth working condition that the front vehicle and braked are decelerated at different accelerations, a seventh working condition that the front vehicle is decelerated and braked, an eighth working condition that the front vehicle is accelerated, braked and a ninth working condition that the speed of the self-propelled vehicle is greater than the front vehicle speed.

According to some embodiments of the invention, the determining the pre-crash time of the vehicle under the current relative motion condition according to the vehicle motion state information and the preceding vehicle motion state information based on the current relative motion condition includes the following steps:

And inputting the self-vehicle movement state information and the front vehicle movement state information into a corresponding collision time calculation formula under the current relative movement working condition to obtain the self-vehicle pre-collision time.

According to some embodiments of the present invention, the step of obtaining the hierarchical early warning time interval under the current relative motion condition includes the following steps:

acquiring an initial state of a brake pedal;

analyzing a hierarchical braking distance threshold under current front vehicle conditions based on the brake pedal initial state;

and determining a grading early warning time interval according to the grading braking distance threshold value and the self-vehicle movement state information.

According to some embodiments of the invention, the step of analyzing the step brake distance threshold under the current front vehicle condition based on the brake pedal initial state comprises the steps of:

determining duration time of different braking working condition stages in the braking process according to the initial state of the brake pedal;

determining the self-vehicle braking distance corresponding to the braking working condition stages according to the duration time, and determining the total braking distance in the braking process according to the self-vehicle braking distance of each braking working condition stage;

determining a front vehicle driving distance in a braking process according to the front vehicle movement state information based on the current front vehicle working condition;

And determining a grading braking distance threshold according to the total braking distance, the front vehicle driving distance and a preset grading initial value.

According to some embodiments of the invention, the hierarchical early warning time interval includes five levels of early warning time intervals (0, TTC) _b3 ]Four-level early warning time interval (TTC) _b3 ,TTC _b2 ]Three-level early warning time interval (TTC) _b2 ,TTC _b1 ]Second-level early warning time interval (TTC) _b1 ,TTC _w2 ]First-level early warning time interval (TTC) _w2 ,TTC _w1 ]；

The step of selecting a corresponding control strategy to brake according to the pre-collision time interval of the vehicle comprises the following steps:

when the pre-collision time interval of the vehicle is a first-level pre-collision time interval, the selected control strategy comprises sound pre-warning control, and the second braking degree in the control strategy is zero acceleration braking degree;

when the pre-collision time interval of the vehicle is a secondary pre-collision time interval, the selected control strategy comprises sound pre-warning control and lamplight pre-warning control, and the second braking degree in the control strategy is zero acceleration braking degree;

when the pre-collision time of the vehicle belongs to the pre-collision time interval of three-level pre-warningThe second braking degree in the selected control strategy is e ₁ Acceleration braking degree;

when the early warning time interval to which the pre-collision time of the own vehicle belongs is a four-level early warning time interval, the second braking degree in the selected control strategy is e ₂ Acceleration braking degree;

when the early warning time interval to which the pre-collision time of the own vehicle belongs is a five-level early warning time interval, the second braking degree in the selected control strategy is e ₃ Acceleration braking degree;

wherein e ₁ 、e ₂ And e ₃ All are negative values, |e ₁ |<|e ₂ |<|e ₃ |。

In another aspect, an embodiment of the present invention further provides a vehicle safety brake control system, including:

the first module is used for acquiring the control state information of the own vehicle, the movement state information of the own vehicle and the movement state information of the front vehicle, wherein the control state information of the own vehicle comprises pedal opening, pedal opening change rate and a vehicle head time interval;

the second module is used for determining driving intention according to the vehicle control state information based on a fuzzy control strategy;

the third module is used for determining the current relative movement working conditions of the front vehicle and the self vehicle according to the self vehicle movement state information and the front vehicle movement state information;

a fourth module, configured to determine a vehicle pre-collision time under the current relative motion condition according to the vehicle motion state information and the front vehicle motion state information based on the current relative motion condition;

A fifth module, configured to obtain a hierarchical early warning time interval under the current relative motion working condition;

a sixth module, configured to select a corresponding control strategy to perform braking according to an early warning time interval to which the pre-collision time of the vehicle belongs;

wherein, the control strategy comprises the following steps:

On the other hand, the embodiment of the invention also provides a vehicle safety braking control device, which comprises:

at least one processor;

at least one memory for storing at least one program;

the at least one program, when executed by the at least one processor, causes the at least one processor to implement the vehicle safety brake control method as previously described.

In another aspect, embodiments of the present invention also provide a computer-readable storage medium storing computer-executable instructions for causing a computer to perform the vehicle safety brake control method as described above.

The technical scheme of the invention has at least one of the following advantages or beneficial effects: firstly, determining driving intention according to control state information of an own vehicle based on a fuzzy control strategy, then determining current relative motion working conditions of the front vehicle and the own vehicle according to the motion state information of the own vehicle and the motion state information of the front vehicle, determining the pre-collision time of the own vehicle under the current relative motion working conditions according to the motion state information of the own vehicle and the motion state information of the front vehicle based on the current relative motion working conditions, and selecting a corresponding control strategy to brake according to an early warning time interval to which the pre-collision time of the own vehicle belongs, wherein the control strategy process is to manually brake according to the first braking degree when the first braking degree of the driving intention is greater than the second braking degree preset by the control strategy, so that the braking operation of a driver is used as main braking under emergency conditions, and driving safety is improved; and when the first braking degree of the driving intention is smaller than the second braking degree preset by the control strategy, performing active graded braking according to the second braking degree, so that graded autonomous braking of the vehicle is realized, and the comfort of a user in the braking process is improved.

Drawings

FIG. 1 is a flow chart of a vehicle safety brake control method provided by an embodiment of the present invention;

FIG. 2 (a) is a schematic diagram of a pedal opening membership function according to an embodiment of the present invention;

FIG. 2 (b) is a schematic diagram of a membership function of a pedal opening change rate according to an embodiment of the present invention;

FIG. 2 (c) is a schematic diagram of a headway membership function according to an embodiment of the present invention;

FIG. 2 (d) is a graphical representation of the membership function of the desired longitudinal acceleration provided by an embodiment of the present invention;

FIG. 3 is a schematic illustration of a braking process with an initial brake pedal state being a brake pedal released state according to an embodiment of the present invention;

fig. 4 is a schematic diagram of a braking process in which an initial state of a brake pedal is a deep-stepping state of the brake pedal according to an embodiment of the present invention;

FIG. 5 is a schematic diagram of a hierarchical control process provided by an embodiment of the present invention;

fig. 6 is a schematic diagram of a vehicle safety brake control structure according to an embodiment of the present invention.

Detailed Description

Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the invention.

In the description of the present invention, it should be understood that the direction or positional relationship indicated with respect to the description of the orientation, such as up, down, left, right, etc., is based on the direction or positional relationship shown in the drawings, is merely for convenience of describing the present invention and simplifying the description, and does not indicate or imply that the apparatus or element to be referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention.

In the description of the present invention, the description of first, second, etc. is for the purpose of distinguishing between technical features only, and should not be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated or implicitly indicating the precedence of the technical features indicated.

The embodiment of the invention provides a Vehicle safety braking control method which can be applied to a Vehicle-mounted terminal, wherein the Vehicle-mounted terminal interacts with other vehicles through a Vehicle wireless communication technology (Vehicle to X, V2X) to acquire other Vehicle information. The wireless communication technology for the vehicle is essentially an internet of things technology, V represents a vehicle, and X represents all equipment which can be connected, such as roads, people, vehicles, equipment and the like. The essence of V2X is to realize the intellectualization of the whole road transportation through the coordination among roads, pedestrians and vehicles. Other everything that can be connected includes, but is not limited to: mobile smartphones, portable bracelets, tablet computers, handheld computers, etc., embodiments of the present invention are not limited.

Referring to fig. 1, the vehicle safety brake control method of the embodiment of the invention includes, but is not limited to, step S110, step S120, step S130, step S140, step S150, and step S160.

Step S110, acquiring self-vehicle control state information, self-vehicle movement state information and front vehicle movement state information, wherein the self-vehicle control state information comprises pedal opening, pedal opening change rate and a time interval;

step S120, determining driving intention according to the vehicle control state information based on the fuzzy control strategy;

step S130, determining the current relative motion working conditions of the front vehicle and the own vehicle according to the own vehicle motion state information and the front vehicle motion state information;

step S140, based on the current relative movement working condition, determining the pre-collision time of the vehicle under the current relative movement working condition according to the vehicle movement state information and the front vehicle movement state information;

step S150, obtaining a grading early warning time interval under the current relative movement working condition;

step S160, selecting a corresponding control strategy to brake according to an early warning time interval to which the pre-collision time of the own vehicle belongs;

wherein the control strategy comprises the following steps:

In some embodiments of step S110, the vehicle control status information includes, but is not limited to, pedal opening Aperture_acc, pedal opening rate of change ApertureRate_acc, and headway; vehicle motion status information, but not limited to vehicle speed v ₁ And acceleration a of the vehicle ₁ The method comprises the steps of carrying out a first treatment on the surface of the Front vehicle movement status information, but not limited to, front vehicle speed v ₂ And acceleration a of front vehicle ₂ . The vehicle control state information is used for analyzing the driving intention of the driver of the vehicle, and the driving intention can be determined by the expected longitudinal acceleration A _x Description is made; the vehicle motion state information and the front vehicle motion state information are mainly used for analyzing the vehicle pre-collision time of the vehicle in real time.

In some embodiments of step S120, fuzzy Control (Fuzzy Control), also referred to as Fuzzy logic Control (Fuzzy Logic Control), is one of the Control techniques, and is a computer numerical Control technique based on Fuzzy linguistic set theory, fuzzy linguistic variables, and Fuzzy logic reasoning. Namely, a fuzzy language set of input variable pedal opening, pedal opening change rate and headway and a fuzzy language set of output expected longitudinal acceleration are respectively defined, and control logic of the input fuzzy language set and the output fuzzy language set is set, so that a fuzzy control strategy of driving intention is obtained.

In some embodiments of step S130 and step S140, in the actual running process of the vehicle, due to the complex road condition, the pre-collision time of the vehicle and the preceding vehicle is predicted how long the vehicle may collide, and analysis and calculation are required under the relative motion condition of the vehicle and the preceding vehicle, so as to obtain an accurate pre-collision time of the vehicle.

In some embodiments of steps S150 and S160, the hierarchical early warning time interval is provided with a plurality of different levels of early warning time intervals, each corresponding to a different control strategy. And determining to adopt a corresponding control strategy by judging an early warning time interval to which the pre-collision time of the vehicle belongs, thereby realizing hierarchical control of the vehicle. The classified pre-warning time intervals are 0-20, 20-50 and 50-120 respectively, the pre-collision time of the vehicle is 30 seconds, the vehicle is shown to collide with the front vehicle for 30 seconds, the pre-collision time of the vehicle belongs to the pre-warning time interval of 20-50, and then a moderate braking instruction corresponding to the pre-warning time interval can be selected to actively brake the vehicle. Further, in the control strategy, it is also possible to judge whether to perform manual braking or active braking on the vehicle in combination with the driving intention. When the first braking degree of the driving intention is larger than the second braking degree preset by the control strategy, braking is carried out according to the first braking degree, so that braking is carried out by taking the braking operation of a driver as a main mode under emergency conditions, and driving safety is improved; and when the first braking degree of the driving intention is smaller than the second braking degree preset by the control strategy, braking is carried out according to the second braking degree, so that the vehicle is braked autonomously in a grading manner, and the comfort of a user in a braking process is improved.

According to some embodiments of the present invention, in step S120, the step of determining the driving intention according to the vehicle control state information based on the fuzzy control strategy includes, but is not limited to, the steps of:

step S210, converting the pedal opening into a pedal opening fuzzy language value based on a pedal opening membership function;

step S220, converting the pedal opening change rate into a pedal opening change rate fuzzy language value based on a pedal opening change rate membership function;

step S230, converting the headway into headway fuzzy language values based on headway membership functions;

step S240, determining a driving intention according to the pedal opening fuzzy language value, the pedal opening change rate fuzzy language value and the headway fuzzy language value query fuzzy rule table, wherein the driving intention is one of an acceleration intention, a braking intention and an mistakenly stepping on an accelerator pedal, and the braking intention comprises a plurality of first braking degrees.

Specifically, the embodiment of the invention takes the accelerator pedal opening Aperture_Acc, the accelerator pedal opening change rate ApertureRate_Acc and the headway distance THW as input quantities, and the vehicle expects the longitudinal acceleration A _x After blurring the input and output amounts, the blurring language Aperture_Acc is used as the output amount _F 、ApertureRate_Acc _F 、THW _F 、A _xF Describing it, T (Aperture_Acc _F )、T(ApertureRate_Acc _F )、T(THW _F )、T(A _xF ) As its collection of language values. The headway THW is as follows:

where Δd is the relative distance between the driving intention and the preceding vehicle determined by the own vehicle control state information, and V is the vehicle speed at which the driving intention is determined by the own vehicle control state information.

It will be appreciated that in the fuzzy control strategy, each variable has a basic argument, and that in the present embodiment, the pedal opening Aperture_Acc is exemplified _F The basic domain of the (C) may be [0,100 ]]Units of; pedal opening rate of change aperturerate_acc _F The basic domain of the expression can be [ -180,200]Unit%/s; headway THW _F The basic argument of (c) may be [0,8 ]]Units s; desired longitudinal acceleration A _xF The basic argument of (1) may be [ -1,1]Unit g, when A _xF At negative values, the vehicle is expected to brake, when A _xF If the vehicle is positive, it is desired to accelerate the vehicle.

First, a fuzzy language set and a fuzzy language set of output quantity for each input quantity are defined as follows:

T(Aperture_Acc _F )＝{ZE,PS,PM,PB}；

T(ApertureRate_Acc _F )＝{NB,NM,NS,ZE,PS,PM,PB}；

T(THW _F )＝{PS,PB}；

T(A _xF )＝{NB,NS,ZE,PS,PM,PB}；

wherein NB, NM, NS, ZE, PS, PM, PB corresponds to negative big, negative medium, negative small, zero, positive small, medium, positive big, respectively.

Secondly, membership functions of the input quantity and the output quantity are respectively set, fuzzy language values of the corresponding input quantity can be determined through the membership functions, the membership functions of the input quantity and the output quantity in the embodiment mostly take a ladder-triangle-ladder type structure form, and part of the membership functions will use Gaussian membership functions. As shown in FIG. 2 (a), FIG. 2 (b), FIG. 2 (c), and FIG. 2 (d), respectively, aperture_Acc _F Membership degree, aperturerate_acc _F Membership degree, THW _F Membership and A _xF Membership degree.

Finally, a fuzzy rule table is formulated, wherein the fuzzy rule table is used for representing the corresponding relation between fuzzy language values and outputs (driving intentions) of all the inputs (pedal opening, pedal opening change rate and headway). Illustratively, in connection with table 1, the fuzzy rules total 56, which can be generalized to: under the condition that the pedal opening change rate is negative, identifying the intention of emergency braking no matter the pedal opening and the time interval; under the conditions that the time interval of the vehicle head is small and the pedal opening change rate is negative, identifying the vehicle as the emergency braking intention no matter the pedal opening; under the conditions that the time interval of the vehicle head is positive and the change rate of the pedal opening is negative, identifying the vehicle as the emergency braking intention no matter the pedal opening is large; under the conditions that the time interval of the vehicle head is small and the change rate of the pedal opening is medium or large, the pedal is identified as mistakenly stepping on the accelerator pedal no matter the pedal opening; when the vehicle head time interval is small and the pedal opening change rate is small, the driver is identified as mistakenly stepping on the accelerator pedal only when the pedal opening is median or large. The driving intentions in table 1 generally include an acceleration intention (smooth acceleration, emergency acceleration, etc.), a braking intention (emergency braking, other braking), a mistaken stepping on an accelerator pedal intention, etc., and the fuzzy language values of table 1 are merely exemplary, and, for example, the braking intentions may be further divided into a plurality of different second braking degrees, which are embodied by preset braking accelerations. In the embodiment, a gravity center method with good continuity is selected for deblurring. Further, when the vehicle terminal determines the driver's braking intent, transmitting a corresponding desired braking acceleration signal to the vehicle chassis braking system in response to the driver's braking intent; when the fuzzy controller recognizes that the driver mistakenly steps on the accelerator pedal, the vehicle no longer responds to the acceleration intention recognized by the accelerator pedal only, but maintains the vehicle running state at the previous moment.

The fuzzy rule table is shown in table 1.

According to some embodiments of the present invention, in step S130, the step of determining the current relative motion condition of the front vehicle and the own vehicle according to the own vehicle motion state information and the front vehicle motion state information includes, but is not limited to, the following steps:

step 310, determining a relative speed according to the speed of the vehicle and the speed of the front vehicle;

step 320, determining a relative acceleration according to the self-vehicle acceleration and the front vehicle acceleration;

step 330, determining a front vehicle working condition according to the front vehicle speed and the front vehicle acceleration, wherein the front vehicle working condition is one of a front vehicle static working condition, a front vehicle uniform speed working condition, a front vehicle deceleration working condition and a front vehicle acceleration working condition;

step 340, determining a current relative motion working condition according to the working condition of the front vehicle, the relative speed and the relative acceleration, wherein the current relative motion working condition is one of a first working condition that the front vehicle is static and the self vehicle is braked, a second working condition that the front vehicle is static and the self vehicle is uniform, a third working condition that the front vehicle is uniform and the self vehicle is braked, a fourth working condition that the front vehicle and the self vehicle are uniform and the self vehicle is greater than the front vehicle speed, a fifth working condition that the front vehicle and the self vehicle are decelerated with the same acceleration, a sixth working condition that the front vehicle and the self vehicle are decelerated with different accelerations, a seventh working condition that the front vehicle is decelerated and the self vehicle is uniform, an eighth working condition that the front vehicle is accelerated and the self vehicle is uniform and the self vehicle is greater than the front vehicle speed, and a ninth working condition that the front vehicle is accelerated and the self vehicle is greater than the front vehicle speed.

Further, in step S410, based on the current relative movement condition, the step of determining the pre-collision time of the vehicle under the current relative movement condition according to the vehicle movement state information and the preceding vehicle movement state information includes, but is not limited to, the following steps:

step S410, the motion state information of the own vehicle and the motion state information of the front vehicle are input into a corresponding collision time calculation formula under the current relative motion working condition, and the pre-collision time of the own vehicle is obtained.

Specifically, the collision time calculation formula under different relative motion working conditions and the deduction process thereof are as follows:

considering that the first-order self-vehicle pre-collision time TTC has the problem that the TTC is infinite when the relative vehicle speed is close to zero, the embodiment provides a second-order self-vehicle pre-collision time TTC algorithm.

It should be noted that in this embodiment, v ₁ 、v ₂ A is the speed of the vehicle and the speed of the front vehicle respectively ₁ 、a ₂ The acceleration of the vehicle and the acceleration of the front vehicle are respectively S _r For the relative distance between the preceding vehicle and the own vehicle, v _r V is the relative speed of the own vehicle and the front vehicle _r ＝v ₁ -v ₂ ，a _r A is the relative acceleration of the self-vehicle and the front vehicle _r ＝a ₁ -a ₂ 。

First, the preceding vehicle is stationary (v ₂ =0), when v _r >0 and a _r >And 0, the relative movement working condition is a first working condition.

In the first working condition, the front vehicle is stationary and the own vehicle is a _Req When the vehicle speed is reduced to zero and the vehicle collides with the front vehicle, the vehicle is braked:when a is ₁ >a _Req No risk of collision when a ₁ ≤a _Req When there is a risk of collision.

V can be obtained from the kinematic relationship assuming that the own vehicle collides with the stationary vehicle in front after TTC time ₁ ·TTC-0.5a ₁ ·TTC ² ＝S _r The corresponding second-order pre-collision time TTC (i.e., the collision time calculation formula of the first working condition) is:

(II) stationary in front of the vehicle (v ₂ =0), when v _r >0 and a _r =0, the relative motion condition is the second condition.

In the second working condition, the front vehicle is stationary, the self vehicle keeps running at a constant speed, and v can be obtained from the kinematic relationship assuming that the self vehicle collides with the front stationary vehicle after TTC time ₁ ·TTC＝S _r The corresponding second-order pre-collision time TTC (i.e., the collision time calculation formula of the second working condition) is:

(III) preceding vehicle at constant speed (v) ₂ >0 and a ₂ =0), when v _r >0 and a _r >And 0, the relative movement working condition is a third working condition.

In the third working condition, the front vehicle runs at a constant speed, and the own vehicle runs at a speed _Req Braking is performed. At the speed of the vehicle falling to v ₂ When the vehicle collides with the front vehicle, the vehicle collision protection device comprises the following components: a, a _Req ＝(v ₁ -v ₂ ) ² /(2S _r ) When a is ₁ >a _Req No risk of collision when a ₁ ≤a _Req When there is a risk of collision.

Assuming that the control state information of the vehicle determines that the driving intention collides with the vehicle in front after TTC time, and v is obtained after kinematic derivation ₁ gTTC-0.5ga ₁ gTTC ² -v ₂ gTTC＝S _r The corresponding second-order pre-collision time TTC (i.e., the collision time calculation formula of the third working condition) is:

(IV) preceding vehicle at constant speed (v) ₂ >0 and a ₂ =0), when v _r >0 and a _r =0, the relative motion condition is the fourth condition.

In the fourth condition, the vehicle and the front vehicle keep traveling at a constant speed, but v ₁ >v ₂ If the vehicle control state information determines that the driving intention collides with the front uniform-speed vehicle after TTC time, v exists ₁ ·TTC-v ₂ ·TTC＝S _r The corresponding second-order pre-collision time TTC (i.e., the collision time calculation formula of the fourth working condition) is:

(V) deceleration of preceding vehicle ₂ >0 and a ₂ <0) Under the working condition, when (v) _r >0&&a _r >0)||(v _r >0&&a _r <0&&a ₁ ≠0)||(v _r <0&&a _r <0&&a ₁ ≠0)||(v _r ＝0&&a _r <0&&a ₁ Not equal to 0), the relative movement condition is a fifth condition.

In the fifth working condition, the own vehicle and the front vehicle are in a braking state, but the braking deceleration of the two vehicles is inconsistent, the situation that the own vehicle collides with the front vehicle in the deceleration process is considered, the character vehicle collides with the front vehicle through TTC time, and v can be obtained through kinematic analysis ₁ ·TTC-0.5·a ₁ ·TTC ² ＝v ₂ ·TTC-0.5·a ₂ ·TTC ² +S _r The corresponding second-order pre-collision time TTC (i.e., the collision time calculation formula of the fifth working condition) is:

(sixth) preceding vehicle deceleration (v) ₂ >0 and a ₂ <0) Under the working condition, when v _r >0&&a _r =0, the relative motion condition is the sixth condition.

In the sixth working condition, the own vehicle brakes at the same braking deceleration as the preceding vehicle, and if the own vehicle control state information determines that the driving intention is to collide with the preceding decelerating vehicle after TTC time, v is obtained by kinematic analysis ₁ ·TTC-0.5·a ₁ ·TTC ² ＝v ₂ ·TTC-0.5·a ₂ ·TTC ² +S _r The corresponding second-order pre-collision time TTC (i.e., the collision time calculation formula of the sixth working condition) is:

(seventh) speed reduction of preceding vehicle (v) ₂ >0 and a ₂ <0) Under the working condition, when (v) _r >0&&a _r <0&&a ₁ ＝0)||(v _r <0&&a _r <0&&a ₁ ＝0)||(v _r ＝0&&a _r <0&&a ₁ =0), the relative motion condition is the seventh condition.

In the seventh working condition, the front vehicle is in a braking state, the self-vehicle control state information determines that the driving intention keeps constant-speed driving, and v is obtained by kinematic analysis assuming that the self-vehicle control state information determines that the driving intention collides with the front deceleration vehicle after TTC time passes ₁ ·TTC＝v ₂ ·TTC-0.5·a ₂ ·TTC ² +S _r The corresponding second-order pre-collision time TTC (i.e., the collision time calculation formula of the seventh working condition) is:

eighth preceding vehicle acceleration (v ₂ >0 and a ₂ >0) Under the working condition, when v _r >0&&a ₁ =0 and v ₂ <v ₁ Relative movement ofThe working condition is an eighth working condition.

In the eighth working condition, the front vehicle is in an accelerating state, the self-vehicle control state information determines that the driving intention is in a constant-speed driving state, and the front vehicle is set to be v ₂ Accelerating to v ₁ Time consuming t, then there is t= (v ₁ -v ₂ )/|a ₂ The distance that the vehicle control state information determines that the driving intention is running is S within time t ₁ ＝v ₁ (v ₁ -v ₂ )/|a ₂ The distance travelled by the front vehicle isWhen S is ₁ <S ₂ +S _r When there is no risk of collision, when S ₂ +S _r ≤S ₁ At the time of collision, there is a risk of collision, i.e. |a ₂ |≤(v ₁ -v ₂ ) ² /(2S _r ) At that time, there is a risk of collision. Assuming that the vehicle control state information determines that the driving intention collides with the preceding vehicle through TTC time, it is obtained by kinematic analysis:

The corresponding second-order pre-collision time TTC (i.e., the collision time calculation formula of the eighth working condition) is:

(nine) preceding vehicle acceleration (v ₂ >0 and a ₂ >0) Under the working condition, when v _r >0&&a ₁ >0 and v ₂ <v ₁ The relative motion condition is the ninth condition.

In the ninth working condition, the front vehicle is in an accelerating state, the driving intention is determined to be in a decelerating state by the vehicle control state information, and the driving intention is determined to be only decelerated to the same speed as the front vehicle by the vehicle control state information. Assuming that the front vehicle and the rear vehicle reach the same speed v after the time t _{As same as} Then there is t= (v) ₁ -v ₂ )/(a ₁ +|a ₂ |)、v _{As same as} ＝(a ₁ v ₂ +|a ₂ |v ₁ )/(a ₁ +|a ₂ I), determining the driving intention travel distance S from the vehicle control state information in time t ₁ Distance S to front vehicle ₂ The method comprises the following steps of:

when S is ₁ <S ₂ +S _r When there is no risk of collision, when S ₂ +S _r ≤S ₁ At the time of collision, there is a risk of collision, i.e. a ₁ ≤(v ₁ -v ₂ ) ² /(2S _r )-|a ₂ When there is a collision risk.

Assuming that the vehicle control state information determines that the driving intention collides with the vehicle ahead through the TTC time, the following exists through the kinematic analysis:

the corresponding second-order pre-collision time TTC (i.e., a collision time calculation formula of the ninth working condition) is:

according to some embodiments of the present invention, in step S150, the step of obtaining the hierarchical early warning time interval under the current relative motion condition includes, but is not limited to, the following steps:

Step S510, obtaining an initial state of a brake pedal;

step S520, analyzing a grading braking distance threshold under the current front vehicle condition based on the initial state of the brake pedal;

and step S530, determining a grading early warning time interval according to the grading braking distance threshold and the self-vehicle movement state information.

Specifically, the initial state of the brake pedal in the present embodiment is classified into two states, a brake pedal released state in which the surface self-driver does not start to apply the brake, and a brake pedal deep-stepping state in which the surface self-driver has started to apply the brake. In the process from the initial state of the brake pedal to the complete braking of the vehicle, the movement working conditions of the vehicle are different, namely, the braking distances of the vehicle are different, so that the step braking distance threshold value under the current front vehicle working condition needs to be determined by adopting a corresponding braking process analysis algorithm based on the initial state of the brake pedal.

Further, the braking process analysis algorithm comprises the steps of:

step S610, determining duration time of different braking working condition stages in the braking process according to the initial state of the brake pedal;

step S620, determining the self-vehicle braking distance corresponding to the braking working condition stage according to the duration time, and determining the total braking distance in the braking process according to the self-vehicle braking distance of each braking working condition stage;

Step S630, determining the front vehicle driving distance in the braking process according to the front vehicle movement state information based on the current front vehicle working condition;

step S640, determining a grading braking distance threshold according to the total braking distance, the front vehicle driving distance and a preset grading initial value. Specifically, the analysis algorithm for the braking process in which the brake pedal initial state is the brake pedal released state is as follows:

referring to the braking process in which the brake pedal initial state is the brake pedal released state of fig. 3, t 'in the drawing' ₁ Generating a brake conscious time for the driver to receive the emergency stop signal to the brain; t' ₁ For the braking intention recognition delay time, the present embodiment selects an emergency braking intention recognition delay time based on an accelerator pedal; t' ₂ The time from the sending of the braking request to the starting of the braking force generation of the real vehicle; t' ₂ The braking force increasing time;t ₃ for a sustained braking time.

The braking process under the working condition can be divided into a step of making action reaction after the driver sees the signal (t' ₁ +t″ ₁ ) Brake is activated (t' ₂ +t″ ₂ ) Continuous braking (t) ₃ ) Four stages of brake system action release.

First, the driver makes a behavioral reaction phase after seeing the danger signal. The vehicle is still at speed v during this stage ₁ Running at constant speed at t' ₁ +t″ ₁ The distance travelled by the vehicle in time is:

S _1-1 ＝v ₁ (t′ ₁ +t″ ₁ )；

second, the brake is active. At t' ₂ The vehicle still has a speed v within a period of time ₁ The constant-speed running is carried out, and the running distance of the vehicle is S _1-2-1 ＝v ₁ t' ₂ The method comprises the steps of carrying out a first treatment on the surface of the At t' ₂ During time, the braking deceleration will be proportional to the ratio k= -a _max /t″ ₂ Increasing, there is ≡dv= Σktdt, and at time t=0, that is, the position of point c in fig. 3, the vehicle speed is v ₁ Thus solving for the available v=v ₁ +0.5·kt ² At t' ₂ The vehicle speed is as follows:

at t=0, i.e., the c-point position in fig. 3, s=0, represented by formula ds= (v) ₁ +0.5·kt ² ) Integral solution of dt to obtain s=v ₁ t+kt ³ /6, at t=t' ₂ ' time vehicle braking distance isThus, during the brake active phase, the total braking distance of the vehicle is:

third, the braking phase is continued. During this phase the vehicle will follow the maximum braking deceleration a _max Continuous braking is performed, and the target braking tail speed of the vehicle is v _{Powder (D)} From the kinematic formula:

under the constant speed working condition of the front vehicle, the target brake tail speed of the vehicle is v _{Powder (D)} =0 km/h, so the braking distance at this stage is available as:

under the constant speed working condition of the front vehicle, the vehicle passes through t _3-even-1 After the time, the vehicle speed is reduced to the target brake tail speed v _{Powder (D)} ＝v ₂ T is obtained by a kinematic formula _3-even-1 ＝(v ₁ -v ₂ )/a _max -t' ₂ ' 2, braking distance at this stage is:

under the acceleration condition of the front vehicle, the vehicle passes through t _3-Add-1 After the time, the vehicle speed is reduced to the target brake tail speed v _{Powder (D)} The expression is as follows:

further, it is derived from the kinematic formula:

thus, the braking distance at this stage is:

in order to ensure safe collision avoidance and improve the road traffic utilization rate, the running distance of the front vehicle needs to be judged, and the running distances of the front vehicle in the braking process under different front vehicle working conditions are respectively as follows:

under the static working condition of the front vehicle, the driving distance of the front vehicle is as follows:

S _2-quiet ＝0；

Under the constant-speed working condition of the front vehicle, the driving distance of the front vehicle is as follows:

S _2-even-1 ＝v ₂ (t' ₂ +t″ ₂ +t _3-even-1 )；

Under the front vehicle deceleration working condition, the driving distance of the front vehicle is as follows:

under the acceleration working condition of the front vehicle, the driving distance of the front vehicle is as follows:

in order to make the hierarchical control intervention accord with driving habit as much as possible and ensure user comfort, a hierarchical braking distance threshold concept is introduced, and the braking distance threshold can be divided into five classes, namely d _{w1_1} 、d _{w2_1} 、d _{b1_1} 、d _{b2_1} 、d _{b3_1} Under different front vehicle working conditions, the graded braking distance thresholds are different as follows:

under the static working condition of the front vehicle, the step braking distance threshold value in the braking process of the brake pedal in the released state is as follows:

under the constant-speed working condition of the front vehicle, the step braking distance threshold value in the braking process of the brake pedal in the released state is as follows:

The step braking distance threshold value in the braking process of the front vehicle deceleration working condition and the brake pedal release state is as follows:

the step braking distance threshold value in the braking process of the front vehicle acceleration working condition and the brake pedal release state is as follows:

wherein d ₀ The minimum parking space is preset.

Specifically, the braking process analysis algorithm for the brake pedal initial state being the brake pedal deep-stepping state is as follows:

referring to the braking process in which the brake pedal initial state is the brake pedal released state of fig. 4, t 'is shown' ₁ Generating a brake conscious time for receiving an emergency stop signal to the brain; t' ₁ Identifying a delay time for braking intent; t' ₂ ·(a _max -a ₁ )/a _max The time for the braking force to increase from a certain value to the maximum; t is t ₃ Then the duration of braking is continued.

The braking process under the working condition can be divided into a step of making action reaction after the driver sees the signal (t' ₁ +t″ ₁ ) Brake force increase (t) ₂ ·(a _max -a ₁ )/a _max ) Continuous braking (t) ₃ ) Four stages of brake system action release.

First, the driver makes a behavioral response phase after seeing the signal. At this stage the vehicle is braked at deceleration a ₁ Braking travel is performed, so that a brake pedal at t 'can be obtained' ₁ +t″ ₁ Vehicle in timeThe driving distance is as follows:

/>

the meridian t' ₁ +t″ ₁ After the time, the vehicle speed is reduced toThe expression is as follows:

Second, the braking force increases phase. At t ₂ ·(a _max -a ₁ )/a _max In time, the braking deceleration is in proportion of k= -a _max /t″ ₂ When the initial deceleration is increased, there is +.dv= +. (-a) ₁ +kt) dt, at t=0, i.e. point b in fig. 4, the vehicle speed isThus solving can be:

at t ₂ ·(a _max -a ₁ )/a _max The vehicle speed is as follows:

at t=0, i.e., at the b point position in fig. 4, s=0, represented by ds= [ v ₁ -a ₁ (t′ ₁ +t″ ₁ +t)+0.5·kt ² ]And dt is subjected to integral solution to obtain S= [ v ] ₁ -a ₁ (t′ ₁ +t″ ₁ )]t-0.5·a ₁ t ² +kt ³ And/6, the vehicle braking distance at this stage is:

third, the braking phase is continued. During this phase the vehicle will be braked at maximum deceleration a _max Continuous braking is performed, assuming that the target vehicle brake tail speed is set to v _{Powder (D)} Exists in the presence of

Target vehicle brake tail speed v under front vehicle static and front vehicle deceleration conditions _{Powder (D)} =0 km/h, the braking distance at this stage is obtained from the kinematic formula:

under the constant speed working condition of the front vehicle, the speed of the vehicle passes through t _3-even-2 After a period of time, the brake falls to a target brake tail speed v _{Powder (D)} ＝v ₂ From kinematic formulasThe braking distance at this stage is:

under the acceleration condition of the front vehicle, the speed of the vehicle passes through t _3-Add-2 After a period of time, the speed is reduced to the target tail speed v _{Powder (D)} The expression is:

is obtained by kinematicsThe braking distance at this stage is:

S _2-quiet ＝0；

under the front vehicle deceleration working condition, the front vehicle travel distance is as follows:

under different front vehicle working conditions, the graded braking distance thresholds are different as follows:

under the static working condition of the front vehicle, the step braking distance threshold value in the braking process of the deep stepping state of the brake pedal is as follows:

under the constant-speed working condition of the front vehicle, the step braking distance threshold value in the braking process of the deep stepping state of the brake pedal is as follows:

under the front vehicle deceleration working condition, the step braking distance threshold value in the braking process of the deep stepping state of the brake pedal is as follows:

under the front vehicle acceleration working condition, the step braking distance threshold value in the braking process of the deep stepping state of the brake pedal is as follows:

according to the current initial state of a brake pedal of the vehicle and the current working condition of the front vehicle, a corresponding braking process analysis algorithm and a grading braking distance calculation formula corresponding to the working condition of the front vehicle are selected for analysis, a grading braking distance threshold value is obtained, then grading early warning time intervals under the corresponding working conditions are determined according to the grading braking distance threshold value and the vehicle movement state information (vehicle speed or vehicle acceleration), and the grading early warning time intervals under different working conditions are respectively as follows:

First, the front vehicle is stationary, andunder the working condition, the grading early warning time interval is as follows:

wherein->

(II) front vehicle is stationary, and v _r >0&&a _r =0, the hierarchical early warning time interval is as follows:

wherein->

(III) the front vehicle is at a constant speed andunder the working condition, the grading early warning time interval is as follows:

wherein->

(IV) front vehicle is at constant speed and v _r >0&&a _r Under the working condition of =0, the grading early warning time interval is as follows:

wherein->

(V) front vehicle speed reduction, v _r >0&&a _r >0||a _r <0&&a ₁ Under the working condition of not equal to 0, the grading early warning time interval is as follows:

wherein->

(six) front vehicle speed reduction, v _r >0&&a _r Under the working condition of =0, the grading early warning time interval is as follows:

wherein->

(seventh) front vehicle decelerates, and a _r <0&&a ₁ Under the working condition of =0, the grading early warning time interval is as follows:

wherein->

(eighth) front vehicle acceleration, andunder the working condition, the grading early warning time interval is as follows:

wherein->

(nine) front vehicle acceleration, and v _r >0&&a ₁ >Under the working condition 0, the grading early warning time interval is as follows:

wherein->

According to some embodiments of the invention, the hierarchical early warning time intervals include five levels of early warning time intervals (0, TTC) _b3 ]Four-level early warning time interval (TTC) _b3 ,TTC _b2 ]Three-level early warning time interval (TTC) _b2 ,TTC _b1 ]Second-level early warning time interval (TTC) _b1 ,TTC _w2 ]First-level early warning time interval (TTC) _w2 ,TTC _w1 ]；

In step S160, the step of selecting a corresponding control strategy to perform braking according to the pre-warning time interval to which the pre-collision time of the vehicle belongs includes, but is not limited to, the following steps:

Step S160, when the pre-crash time interval of the own vehicle is a first-level pre-crash time interval, the selected control strategy comprises sound pre-crash control, and the second braking degree in the control strategy is zero acceleration braking degree;

step S710, when the pre-crash time interval of the vehicle is a secondary pre-crash time interval, the selected control strategy comprises sound pre-crash control and light pre-crash control, and the second braking degree in the control strategy is zero acceleration braking degree;

step S720, when the pre-crash time interval of the own vehicle is a three-level pre-crash time interval, the second braking degree in the selected control strategy is e ₁ Acceleration braking degree;

step S730, when the pre-crash time interval of the own vehicle is a four-level pre-crash time interval, the second braking degree in the selected control strategy is e ₂ Acceleration braking degree;

step S740, when the pre-crash time interval of the own vehicle is a five-level pre-crash time interval, the second braking degree in the selected control strategy is e ₃ Acceleration braking degree;

Illustratively, when the TTC is in conjunction with FIG. 5 >TTC _w1 When the hierarchical control system does not respond at all; when TTC is _w2 <TTC≤TTC _w1 When the system is used, the first-level early warning in the hierarchical control system is intervened, the vehicle gives an early warning with a prompt sound with a certain frequency to inform a driver that the vehicle needs to be braked in an intervening way; when TTC is _b1 <TTC≤TTC _w2 When the system is used, the secondary early warning in the hierarchical control system is intervened, the vehicle will be alerted with a more frequent alert sound, meanwhile, the driver is informed of the dangerous working condition at the moment by flashing of the instrument panel light, and the driver is required to be immediately involved in braking; when TTC is _b2 <TTC≤TTC _b1 When the first-level braking in the hierarchical control system is to be interposed, the vehicle requests active braking at the braking acceleration of-0.3 g; when TTC is _b3 <TTC≤TTC _b2 When, the secondary braking in the hierarchical control system will intervene, the vehicle will request active braking with a braking acceleration of-0.6 g; when 0 is<TTC≤TTC _b3 At that time, three levels of braking in the hierarchical control system would intervene and the vehicle would request active braking with a braking acceleration of-0.8 g. In order to take control of the vehicle in the hands of the driver as much as possible, the hierarchical control system is operated to monitor the braking intention of the driver at all times, and when the absolute value of the braking acceleration output by the braking intention identifier is larger than the absolute value of the braking acceleration requested by the hierarchical control system, the operation of the driver is mainly performed. The single pedal mode vehicle chassis controller receives the braking command output from the decision control layer and sends corresponding commands to each brake in the braking system to execute the braking action of the vehicle.

the first module is used for acquiring the control state information of the own vehicle, the movement state information of the own vehicle and the movement state information of the front vehicle, wherein the control state information of the own vehicle comprises pedal opening, pedal opening change rate and a time interval of a vehicle head;

the second module is used for determining driving intention according to the vehicle control state information based on the fuzzy control strategy;

the third module is used for determining the current relative motion working conditions of the front vehicle and the own vehicle according to the own vehicle motion state information and the front vehicle motion state information;

the fourth module is used for determining the vehicle pre-collision time under the current relative motion working condition according to the vehicle motion state information and the front vehicle motion state information based on the current relative motion working condition;

a fifth module, configured to obtain a hierarchical early warning time interval under a current relative motion working condition;

wherein the control strategy comprises the following steps:

It can be understood that the content of the above-mentioned embodiment of the vehicle safety braking control method is applicable to the embodiment of the present system, and the functions specifically implemented by the embodiment of the present system are the same as those of the embodiment of the above-mentioned vehicle safety braking control method, and the beneficial effects achieved by the embodiment of the above-mentioned vehicle safety braking control method are the same as those achieved by the embodiment of the above-mentioned vehicle safety braking control method.

Referring to fig. 6, fig. 6 is a schematic view of a vehicle safety brake control device according to an embodiment of the present invention. The vehicle safety brake control device according to the embodiment of the invention includes one or more control processors and a memory, and fig. 6 illustrates one control processor and one memory as an example.

The control processor and the memory may be connected by a bus or otherwise, for example in fig. 6.

The memory, as a non-transitory computer readable storage medium, may be used to store non-transitory software programs as well as non-transitory computer executable programs. In addition, the memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one magnetic disk storage device, flash memory device, or other non-transitory solid state storage device. In some embodiments, the memory optionally includes memory remotely located relative to the control processor, the remote memory being connectable to the vehicle safety brake control device via a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.

It will be appreciated by those skilled in the art that the arrangement shown in fig. 6 is not limiting of the vehicle safety brake control device and may include more or fewer components than shown, or certain components may be combined, or a different arrangement of components.

The non-transitory software program and instructions required to implement the vehicle safety brake control method applied to the vehicle safety brake control device in the above-described embodiment are stored in the memory, and when executed by the control processor, the vehicle safety brake control method applied to the vehicle safety brake control device in the above-described embodiment is executed.

Furthermore, an embodiment of the present invention provides a computer-readable storage medium storing computer-executable instructions that are executed by one or more control processors to cause the one or more control processors to perform the vehicle safety brake control method in the above-described method embodiment.

Those of ordinary skill in the art will appreciate that all or some of the steps, systems, and methods disclosed above may be implemented as software, firmware, hardware, and suitable combinations thereof. Some or all of the physical components may be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application specific integrated circuit. Such software may be distributed on computer readable media, which may include computer storage media (or non-transitory media) and communication media (or transitory media). The term computer storage media includes both volatile and nonvolatile, removable and non-removable media implemented in any method or technology for storage of information such as computer readable instructions, data structures, program modules or other data, as known to those skilled in the art. Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital Versatile Disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to store the desired information and which can be accessed by a computer. Furthermore, as is well known to those of ordinary skill in the art, communication media typically embodies computer readable instructions, data structures, program modules or other data in a modulated data signal such as a carrier wave or other transport mechanism and includes any information delivery media.

The embodiments of the present invention have been described in detail with reference to the accompanying drawings, but the present invention is not limited to the above embodiments, and various changes can be made within the knowledge of one of ordinary skill in the art without departing from the spirit of the present invention.

Claims

1. A vehicle safety brake control method characterized by comprising the steps of:

Wherein, the control strategy comprises the following steps:

2. The vehicle safety brake control method according to claim 1, characterized in that the determining the driving intention from the own vehicle control state information based on the fuzzy control strategy includes the steps of:

3. The vehicle safety brake control method according to claim 1, wherein the vehicle movement state information includes a vehicle speed and a vehicle acceleration, and the front vehicle movement state information includes a front vehicle speed and a front vehicle acceleration;

4. The vehicle safety brake control method according to claim 3, wherein the determining the own vehicle pre-collision time under the current relative motion condition from the own vehicle motion state information and the preceding vehicle motion state information based on the current relative motion condition includes the steps of:

5. The method for controlling safety braking of a vehicle according to claim 3, wherein the step of obtaining the hierarchical early warning time interval under the current relative movement condition comprises the steps of:

acquiring an initial state of a brake pedal;

6. The vehicle safety brake control method according to claim 5, characterized in that the step of analyzing a stepped brake distance threshold under a current preceding vehicle condition based on the brake pedal initial state includes the steps of:

7. The vehicle safety brake control method according to claim 1, wherein the hierarchical early warning time interval includes a five-level early warning time interval (0, ttc _b3 ]Four-level early warning time interval (TTC) _b3 ,TTC _b2 ]Three-level early warning time interval (TTC) _b2 ,TTC _b1 ]Second-level early warning time interval (TTC) _b1 ,TTC _w2 ]First-level early warning time interval (TTC) _w2 ,TTC _w1 ]；

when the pre-crash time interval of the own vehicle is a three-level pre-crash time interval, the second braking degree in the selected control strategy is e ₁ Acceleration braking degree;

when the pre-collision time interval of the own vehicle is four-level pre-warning timeThe second braking degree in the selected control strategy is e ₂ Acceleration braking degree;

8. A vehicle safety brake control system, characterized by comprising:

wherein, the control strategy comprises the following steps:

9. A vehicle safety brake control device, characterized by comprising:

At least one processor;

at least one memory for storing at least one program;

the at least one program, when executed by the at least one processor, causes the at least one processor to implement the vehicle safety brake control method according to any one of claims 1 to 7.

10. A computer-readable storage medium in which a processor-executable program is stored, characterized in that the processor-executable program is for realizing the vehicle safety brake control method according to any one of claims 1 to 7 when executed by the processor.