WO2020001447A1 - 车辆的安全驾驶方法 - Google Patents

车辆的安全驾驶方法 Download PDF

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Publication number
WO2020001447A1
WO2020001447A1 PCT/CN2019/092850 CN2019092850W WO2020001447A1 WO 2020001447 A1 WO2020001447 A1 WO 2020001447A1 CN 2019092850 W CN2019092850 W CN 2019092850W WO 2020001447 A1 WO2020001447 A1 WO 2020001447A1
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Prior art keywords
vehicle
adhesion coefficient
braking
road
target
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PCT/CN2019/092850
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English (en)
French (fr)
Inventor
刘效飞
范波
白军明
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BYD Co Ltd
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BYD Co Ltd
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/164—Centralised systems, e.g. external to vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/064—Degree of grip
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/068—Road friction coefficient
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes

Definitions

  • the present application relates to the technical field of vehicles, and in particular, to a method for safely driving a vehicle.
  • Pavement adhesion coefficient refers to the tire's adhesion capacity on different road surfaces.
  • the road adhesion coefficient directly determines the braking distance and stability of the vehicle. At the same speed, the larger the road adhesion coefficient, the more stable the vehicle runs, and the shorter the braking distance. The smaller the road adhesion coefficient, the easier it is for the vehicle to run out of control, and the longer the braking distance.
  • the value of pavement adhesion coefficient mainly depends on the material of the road and the condition of the road. Generally speaking, dry, good asphalt or concrete pavement has the largest adhesion coefficient, which can reach 0.7-0.8. The adhesion coefficient of ice and snow roads is the smallest, and it is the easiest to slip.
  • the adhesion coefficient of highway pavement in rainy days is less than half of the adhesion coefficient of dry pavement, and the braking force and the like also decrease as the coefficient becomes smaller, so the vehicle is more likely to slip.
  • the pavement adhesion coefficient of general cement pavement is 0.7-1.0
  • the pavement adhesion coefficient of wet cement pavement is 0.4-0.6
  • the pavement adhesion coefficient of 0.3-0.4 when it rains is icing.
  • one method mainly estimates the approximate pavement adhesion coefficient through models such as the vehicle's center of mass side deviation angle, etc.
  • the estimation model of the pavement adhesion coefficient is not perfect. deviation.
  • it is simply determined by the state of the wiper that it is a rainy day to set the road surface adhesion coefficient.
  • the wiper is closed after the rain ends. Because the wiper is closed at this time, it is judged that the current road surface adhesion coefficient set on a non-rainy day is relatively large.
  • the road surface adhesion coefficient is just low, so road surface adhesion will occur. The coefficient is set incorrectly.
  • the assisted driving system will obtain the wrong braking distance according to the wrong road surface adhesion coefficient, which often results in a vehicle accident due to insufficient braking distance.
  • This application is intended to solve at least one of the technical problems in the related technology.
  • the first object of the present application is to propose a first method for safe driving of a vehicle.
  • This method can determine the target adhesion coefficient of the currently traveling target road segment by using the road surface adhesion coefficient of the first vehicle, and The second vehicle issued the target adhesion coefficient without braking, no longer relying on model estimation or wiper status for identification, and collected the actual road adhesion coefficient of the first vehicle during braking, and issued the actual road adhesion coefficient to the first Two vehicles, so that the second vehicle is braked in advance, which effectively improves the safety of the vehicle and reduces the probability of a traffic accident.
  • the second object of the present application is to propose a second method for safely driving a vehicle.
  • a third object of the present application is to propose a third method for safe driving of a vehicle.
  • the fourth purpose of this application is to propose a server.
  • a fifth object of the present application is to propose a vehicle.
  • the sixth purpose of this application is to propose a second vehicle.
  • a seventh object of the present application is to propose a safe driving system for a vehicle.
  • An eighth object of the present application is to propose an electronic device.
  • a ninth object of the present application is to propose a non-transitory computer-readable storage medium.
  • an embodiment of the first aspect of the present application proposes a first method for safe driving of a vehicle, including the following steps: obtaining a road adhesion coefficient and a position information of the first vehicle sent by the first vehicle when braking; The position information of the first vehicle determines a target road segment currently driven by the first vehicle; determines a target adhesion coefficient of the target road segment according to the road surface adhesion coefficient of the first vehicle; and acquires the target road segment driven For a second vehicle in which no braking occurs, the target adhesion coefficient is issued to the second vehicle.
  • the method for safe driving of a vehicle can acquire the road surface adhesion coefficient and position information of the first vehicle sent by the first vehicle during braking, and determine the current target of the first vehicle according to the position information of the first vehicle.
  • Road segment, and according to the road surface adhesion coefficient of the first vehicle determine the target adhesion coefficient of the currently traveled target road segment, and obtain the second vehicle traveling without braking in the target road segment,
  • the target adhesion coefficient of the second vehicle is no longer dependent on model estimation or wiper status for identification, and the actual road surface adhesion coefficient of the first vehicle during braking is collected, and the actual road adhesion coefficient is issued to the second vehicle, so that the first vehicle Second, the vehicle is braked in advance to effectively improve the safety of the vehicle and reduce the probability of a traffic accident.
  • the determining the target adhesion coefficient of the target road segment according to the road surface adhesion coefficient of the first vehicle includes: obtaining a braking mechanism of the first vehicle when braking, according to The braking mechanism determines a scale factor of a road adhesion coefficient of the first vehicle; and determines the target adhesion coefficient according to the road adhesion coefficient and the scale coefficient of the first vehicle.
  • the determining a proportionality coefficient of a road adhesion coefficient of the first vehicle according to the braking mechanism includes: if the braking mechanism of the first vehicle during braking is braking The anti-lock braking system ABS braking mechanism determines the scale factor of the road adhesion coefficient of the first vehicle to be 1; if the braking mechanism of the first vehicle during braking is not the ABS braking mechanism, determining The scale factor of the road adhesion coefficient of the first vehicle is 0.1.
  • the determining the target adhesion coefficient according to a road surface adhesion coefficient and a scale coefficient of the first vehicle includes: obtaining a road surface adhesion coefficient of the first vehicle and the scale coefficient.
  • the multiplied first value, the first values of all the first vehicles are added to obtain a second value, and the proportional coefficients of all the first vehicles are added to obtain a third value, and the second value and the The third value is used as a ratio to obtain the target adhesion coefficient.
  • the road surface adhesion coefficient is calculated by the following formula:
  • ⁇ is the road adhesion coefficient
  • M body mass is the acceleration of gravity
  • a is the vehicle deceleration.
  • the road surface adhesion coefficient is calculated by the following formula:
  • J is the tire inertia
  • w is the wheel angular deceleration
  • M b is the wheel brake braking force
  • N is the pressure of the wheel on the road
  • ⁇ is the road adhesion coefficient
  • the safe driving method of the vehicle further includes: acquiring a braking request of the second vehicle, and issuing the target adhesion coefficient to the second vehicle according to the braking request. .
  • the issuing the target adhesion coefficient to the second vehicle according to the braking request further includes: acquiring position information of the second vehicle, and obtaining the target information according to the second vehicle. Position information of the vehicle, the road surface adhesion coefficient when the first vehicle is braking, and the position information of the first vehicle, and the target adhesion coefficient is sent to the second vehicle.
  • an embodiment of the second aspect of the present application proposes a second method for safe driving of a vehicle, including the following steps: obtaining a road adhesion coefficient and position information when the vehicle is braking; and combining the road adhesion coefficient and the position The information is sent to the server.
  • the method for safe driving of a vehicle can acquire the road surface adhesion coefficient and position information when the vehicle is braking, and send the road surface adhesion coefficient and position information to the server, so that the server can calculate the road surface adhesion coefficient of the nearby area and calculate The road surface adhesion coefficient can effectively improve the safety of vehicles and reduce the probability of traffic accidents.
  • the acquiring the road surface adhesion coefficient when the vehicle is braked includes: acquiring a braking mechanism when the vehicle is braking, and acquiring the road surface adhesion coefficient under the braking mechanism.
  • obtaining the braking mechanism when the vehicle is braking, and obtaining the road surface adhesion coefficient under the braking mechanism includes: determining whether the brake anti-lock is triggered when the vehicle is braking.
  • System ABS antilock brake system
  • an embodiment of the third aspect of the present application proposes a third method for safe driving of a vehicle.
  • the method includes the following steps: obtaining a target road surface adhesion coefficient of a currently traveled target road section issued by the server; and according to the target road surface adhesion Coefficient, which controls the vehicle to drive on the target road section.
  • the method for safe driving of a vehicle may obtain a target road surface adhesion coefficient of a currently traveled target road section issued by the server, and control the vehicle to travel on the target road section to perform early braking according to the target road surface adhesion coefficient. Effectively improve vehicle safety and reduce the probability of traffic accidents.
  • the controlling the vehicle to drive on the target road section according to the target road surface adhesion coefficient includes: obtaining the vehicle's speed on the target road section according to the target road surface adhesion coefficient. Braking distance; controlling the vehicle to follow the vehicle under the limitation of the braking distance.
  • controlling the vehicle to drive on the target road segment according to the target road surface adhesion coefficient includes: controlling the vehicle to follow the preset road speed according to the target road surface adhesion coefficient. Car driving.
  • controlling the vehicle to drive on the target road section according to the target road surface adhesion coefficient includes: determining whether the target road section is a curved road section; if the target road section is a curved road section, Obtain the turning radius of the target road segment; determine the safe driving speed of the vehicle when turning, and control the vehicle to drive under the restriction of the safe driving speed according to the target road surface adhesion coefficient and the turning radius.
  • controlling the vehicle to drive on the target road segment according to the target road surface adhesion coefficient includes: obtaining a braking distance of the vehicle according to the target road surface adhesion coefficient; The road condition image of the road in front of the vehicle, identifying whether an obstacle exists in the road condition image; if the obstacle exists, obtaining the distance between the obstacle and the vehicle according to the road condition image; if the obstacle When the distance between the object and the vehicle is greater than or the braking distance, controlling the vehicle to brake in advance before the distance between the obstacle and the vehicle is equal to the braking distance.
  • an embodiment of the fourth aspect of the present application provides a server, including: an information acquisition module, configured to acquire a road adhesion coefficient and a position information of the first vehicle sent by the first vehicle when braking; and determining a road segment A module for determining a target road segment currently driven by the first vehicle according to the position information of the first vehicle; a coefficient determination module for determining a target road segment according to a road adhesion coefficient of the first vehicle Target attachment coefficient; a coefficient sending module, configured to obtain a second vehicle traveling on the target road section without braking, and issue the target attachment coefficient to the second vehicle.
  • the server in the embodiment of the present application may obtain the road surface adhesion coefficient and the position information of the first vehicle sent by the first vehicle through the information acquisition module, and determine the current state of the first vehicle according to the position information of the first vehicle through the road segment determination module.
  • the target road section traveled, and the coefficient determination module determines the target adhesion coefficient of the currently traveled target road section according to the road surface adhesion coefficient of the first vehicle, and the coefficient transmission module obtains the second traveled road without braking in the target road section.
  • the vehicle sends the target adhesion coefficient to the target road without braking.
  • the second vehicle does not rely on model estimation or wiper status for identification, and collects the actual road surface adhesion coefficient of the first vehicle during braking to attach the actual road surface.
  • the coefficient is issued to the second vehicle, so that the second vehicle brakes in advance, effectively improving the safety of the vehicle, and reducing the probability of a traffic accident.
  • an embodiment of the fifth aspect of the present application proposes a first vehicle, including: an acquisition module for acquiring a road adhesion coefficient and position information when the vehicle is braking; and a sending module for transmitting the road adhesion coefficient. And the location information is sent to the server.
  • the vehicle in the embodiment of the present application may obtain the road surface adhesion coefficient and position information when the vehicle is braking through an acquisition module, and send the road surface adhesion coefficient and the position information to a server through a sending module, so that the server can count Pavement adhesion coefficient, and calculated road adhesion coefficient, effectively improve vehicle safety and reduce the probability of traffic accidents. .
  • an embodiment of the sixth aspect of the present application proposes a second vehicle, including: a coefficient obtaining module for obtaining a target road surface adhesion coefficient of a currently traveling target road section issued by a server; a control module for The target road surface adhesion coefficient controls a vehicle to travel on the target road section.
  • the vehicle in the embodiment of the present application may obtain the target road surface attachment coefficient of the currently traveled target road section issued by the server through the coefficient acquisition module, and control the vehicle to drive on the target road section according to the target road surface adhesion coefficient through the control module.
  • the target road surface attachment coefficient of the currently traveled target road section issued by the server through the coefficient acquisition module, and control the vehicle to drive on the target road section according to the target road surface adhesion coefficient through the control module.
  • an embodiment of the seventh aspect of the present application proposes a safe driving system for a vehicle, which includes the foregoing server, the vehicle according to the foregoing fifth embodiment of the present application, and the implementation according to the sixth aspect of the present application. Examples of vehicles.
  • the vehicle safe driving system in the embodiment of the present application can determine the first vehicle currently traveling by acquiring the road surface adhesion coefficient and the position information of the first vehicle sent by the first vehicle when braking, and according to the position information of the first vehicle.
  • the current target road segment is determined based on the road surface adhesion coefficient of the first vehicle, the target adhesion coefficient of the target road segment is determined, and the second vehicle traveling without braking in the target road segment is obtained, and the braking is not occurred in the target road segment.
  • the second vehicle issues the target adhesion coefficient, no longer relying on model estimation or wiper status for identification, and collects the actual road adhesion coefficient of the first vehicle when braking, and sends the actual road adhesion coefficient to the second vehicle, so that The second vehicle is braked in advance, which effectively improves the safety of the vehicle and reduces the probability of a traffic accident.
  • an embodiment of the eighth aspect of the present application provides an electronic device including a memory and a processor; wherein the processor runs the readable executable program code stored in the memory to run the same with the Executing a program corresponding to the program code, for implementing the method for safe driving of a vehicle according to the above-mentioned embodiment of the first aspect of the present application, or the method for safe driving of a vehicle according to the embodiment of the second aspect of the present application, or The method for safely driving a vehicle according to the embodiment of the third aspect of the present application.
  • the electronic device stores a program corresponding to the safe driving method of the vehicle of the first aspect embodiment, the second aspect embodiment, and the third aspect embodiment described above, it can no longer rely on The model estimates or wiper status to identify, and collects the actual road adhesion coefficient of the first vehicle when braking, and sends the actual road adhesion coefficient to the second vehicle, so that the second vehicle brakes in advance, effectively improving the vehicle's Safety, reduce the probability of traffic accidents.
  • an embodiment of the seventh aspect of the present application proposes a non-transitory computer-readable storage medium on which a computer program is stored.
  • the program is executed by a processor, the program is implemented as described in the first embodiment of the first aspect of the present application.
  • the non-transitory computer-readable storage medium of the embodiment of the present application stores a program corresponding to the above-mentioned first embodiment, the second embodiment, and the third aspect of the vehicle's safe driving method stored thereon. In this case, it is no longer necessary to rely on model estimation or wiper status for identification, and collect the actual road adhesion coefficient of the first vehicle during braking, and send the actual road adhesion coefficient to the second vehicle, so that the second vehicle can be controlled in advance. It can effectively improve the safety of vehicles and reduce the probability of traffic accidents.
  • FIG. 1 is a flowchart of a method for safely driving a vehicle according to an embodiment of the present application
  • FIG. 2 is a flowchart of a safe driving method for a vehicle according to an embodiment of the present application
  • FIG. 3 is a flowchart of a safe driving method for a vehicle according to a specific embodiment of the present application.
  • FIG. 4 is a flowchart of a safe driving method for a vehicle according to another embodiment of the present application.
  • FIG. 5 is a schematic diagram of communication between a vehicle and a server according to an embodiment of the present application.
  • FIG. 6 is a flowchart of a safe driving method for a vehicle according to another embodiment of the present application.
  • FIG. 7 is a flowchart of a safe driving method for a vehicle according to yet another embodiment of the present application.
  • FIG. 8 is a flowchart of a safe driving method for a vehicle according to yet another embodiment of the present application.
  • FIG. 9 is a flowchart of a safe driving method for a vehicle according to yet another embodiment of the present application.
  • FIG. 10 is a flowchart of a safe driving method for a vehicle according to yet another embodiment of the present application.
  • FIG. 11 is a schematic block diagram of a server according to an embodiment of the present application.
  • FIG. 12 is a schematic block diagram of a vehicle according to an embodiment of the present application.
  • FIG. 13 is a schematic block diagram of a vehicle according to another embodiment of the present application.
  • FIG. 1 is a flowchart of a safe driving method for a vehicle according to an embodiment of the present application. As shown in FIG. 1, the safe driving method of the vehicle includes the following steps:
  • the adhesion coefficient of the road surface can be calculated by measuring the deceleration of the first vehicle, or the adhesion coefficient of the road surface can be calculated by measuring the angular deceleration of the wheels; A vehicle that brakes on a road (target road).
  • an electronic map can be installed on the vehicle.
  • Navigation information is stored on the electronic map, and the navigation information will indicate the situation of each area or road segment on the electronic map.
  • the position information of the first vehicle may be obtained based on a GPS (Global Positioning System) on the vehicle.
  • GPS Global Positioning System
  • an image acquisition device on the vehicle may also be used to obtain the road surface image of the road currently traveled by the vehicle, and compare the road surface image with the electronic map to identify the position information of the first vehicle.
  • the target road segment currently traveled by the first vehicle may be determined according to the position information of the first vehicle.
  • the position information of the first vehicle collected may be compared with an electronic map to obtain a target road segment currently driven by the first vehicle.
  • the target adhesion coefficient of the target road section can be determined according to the pavement adhesion coefficient of the first vehicle to obtain the road surface adhesion coefficient more accurately and effectively improve the accuracy of obtaining the adhesion coefficient.
  • the road adhesion that can be used when the car is braked also has a certain relationship with the vehicle weight, tire pressure, and the contact area of the tire with the ground.
  • the rubber and pattern of the tire also affect the tire friction coefficient.
  • a calculation model can be constructed in advance. For example, the calculation model can be established by machine learning. After the calculation model is established, the calibrated road adhesion can be adjusted.
  • Parameters such as vehicle weight, tire pressure, contact area of the tire with the ground, and tire rubber and pattern are input into the calculation model to obtain the road adhesion coefficient, and then the target adhesion of the target road section is determined based on the calculated road adhesion coefficient. Coefficient to further improve the accuracy of the target adhesion coefficient.
  • S4. Obtain a second vehicle that has not braked on the target road segment, and issue a target adhesion coefficient to the second vehicle; wherein the second vehicle may be a vehicle that has not braked during the target road segment, and the first Neither the vehicle nor the second vehicle refers to a certain vehicle, and the collection of the first vehicle and the second vehicle is all vehicles on the target road segment.
  • a second vehicle traveling without braking on the target road section may be obtained to send the target adhesion coefficient to the second vehicle, so that the second vehicle may be based on the received target.
  • the second vehicle may actively send a braking request to the server, so as to request a road surface adhesion coefficient of the road section being driven.
  • the server stores the road adhesion coefficient and the position information of the first vehicle sent by the first vehicle when braking.
  • the server can When the vehicle is moving, the road adhesion coefficient and the position information of the first vehicle are sent, and the target adhesion coefficient is sent to brake in advance, which effectively prevents rear-end collisions, improves vehicle safety, and improves user experience. Therefore, according to the safe driving method of the vehicle according to the embodiment of the present application, the current adhesion of the road surface and the position information of the first vehicle sent by the first vehicle during braking are determined, and the current position of the first vehicle is determined according to the position information of the first vehicle.
  • the second vehicle issued a target adhesion coefficient when braking, no longer rely on model estimation or wiper status for identification, and collected the actual road adhesion coefficient of the first vehicle when braking, and issued the actual road adhesion coefficient to the second vehicle In order to make the second vehicle brake in advance, it can effectively improve the safety of the vehicle and reduce the probability of a traffic accident.
  • the foregoing safe driving method of a vehicle further includes the following steps:
  • S201 Obtain a braking mechanism of the first vehicle during braking, and determine a proportionality coefficient of a road adhesion coefficient of the first vehicle according to the braking mechanism.
  • the proportional coefficient of the road adhesion coefficient of the first vehicle is determined to be 1, and if the ABS braking mechanism is not triggered, the road adhesion of the first vehicle is determined.
  • the scale factor of the coefficient is 0.1.
  • the road adhesion coefficient of the first vehicle is related to whether the vehicle triggers a braking mechanism.
  • the ABS braking mechanism when the first vehicle is braking, if the ABS braking mechanism is triggered, it means that the first vehicle makes full use of the adhesion of the road surface, and the adhesion coefficient of the road surface can be calculated by measuring the deceleration of the vehicle.
  • ⁇ is the road adhesion coefficient
  • M body mass is the acceleration of gravity
  • a is the vehicle deceleration.
  • the calculated road adhesion coefficient is close to the true road adhesion coefficient, effectively improving the accuracy of the road adhesion coefficient.
  • the road surface adhesion coefficient can be calculated by measuring the wheel speed deceleration. At this time,
  • J is the tire inertia
  • w is the wheel angular deceleration
  • M b is the wheel brake braking force
  • N is the pressure of the wheel on the road
  • ⁇ is the road adhesion coefficient.
  • the target adhesion coefficient may be determined according to the road surface adhesion coefficient and the proportionality coefficient of the first vehicle, including: obtaining a first value obtained by multiplying the road surface adhesion coefficient of the first vehicle and the proportionality coefficient, and converting the first values of all the first vehicles. The values are added to obtain a second value, and the proportional coefficients of all the first vehicles are added to obtain a third value. The second value is compared with the third value to obtain the target adhesion coefficient.
  • the target adhesion coefficient can be obtained by the following formula:
  • the target can be obtained by the above formula
  • the pavement adhesion coefficient of the road section is:
  • step S302 Determine whether the vehicle has braked. If yes, perform step S304, and if no, perform step S303.
  • step S304 Determine whether the vehicle triggers ABS. If yes, go to step S306, and if no, go to step S305.
  • step S305 Obtain the wheel speed through the wheel speed sensor and integrate it to obtain the wheel speed deceleration. Use the pressure sensor to obtain the master cylinder pressure. After the master cylinder pressure and the wheel speed deceleration are determined, the corresponding road adhesion coefficient ⁇ can be obtained by looking up the table. Go to step S307.
  • the road surface attachment coefficient and the position information of the first vehicle sent by the first vehicle during braking are obtained, and the first vehicle is currently driven according to the position information of the first vehicle. And determine the target adhesion coefficient of the currently traveling target road segment according to the road surface adhesion coefficient of the first vehicle, and obtain the second vehicle that has not braked on the target road segment, and make no control to the target road segment.
  • FIG. 4 is a flowchart of a second vehicle safe driving method according to an embodiment of the present application.
  • the safe driving method of the vehicle includes the following steps:
  • the vehicle may be composed of a GPS module, an acceleration sensor module, a wheel speed sensor module, an ESP module, a master cylinder pressure sensor module, and a remote communication module.
  • the remote communication module is connected to the vehicle through a CAN bus.
  • the road adhesion coefficient of the vehicle is related to whether the vehicle triggers the braking mechanism.
  • the ESP (Electronic Stability Program) module can be used to determine whether the vehicle's ABS function is triggered.
  • the ABS braking mechanism when the vehicle is braking, if the ABS braking mechanism is triggered, it means that the vehicle makes full use of the adhesion of the road surface, and the adhesion coefficient of the road surface can be calculated by measuring the deceleration of the vehicle. At this time:
  • ⁇ is the road adhesion coefficient
  • M body mass is the acceleration of gravity
  • a is the vehicle deceleration.
  • the road surface adhesion coefficient can be calculated by measuring the angular deceleration of the wheel. At this time,
  • J is the tire inertia
  • w is the wheel angular deceleration
  • M b is the wheel brake braking force
  • N is the pressure of the wheel on the road
  • ⁇ is the road adhesion coefficient.
  • an electronic map can be installed on the vehicle.
  • Navigation information is stored on the electronic map, and the navigation information will indicate the situation of each area or road segment on the electronic map.
  • the position information of the vehicle may be known based on the GPS on the vehicle, such as the position of the vehicle with the target road section adhesion coefficient, and the position of the vehicle where the braking occurs.
  • the road adhesion coefficient and position information calculated by the braking vehicle can be uploaded to the server through the vehicle's remote communication module, which effectively improves the accuracy of the road adhesion coefficient calculation, so that the server can Real-time statistics of road adhesion coefficient and location information of vehicles in this area.
  • the remote communication module may be one of a GSM communication module, a 3G communication module, a 4G communication module, a 5G communication module, and a V2X communication module.
  • the vehicle position is on a high speed
  • the 2KM area near the vehicle is counted.
  • the 500m area near the vehicle is counted.
  • the number of vehicles that have braked in the recent period for example, 0.5 hours
  • the braking Coefficient of road adhesion measured at time for statistical analysis.
  • the road surface adhesion coefficient and position information when the vehicle is braking can be obtained, and the road surface adhesion coefficient and position information are sent to the server, so that the server can calculate the road surface adhesion coefficient of the nearby area, and Calculate the road adhesion coefficient, effectively improve the safety of the vehicle.
  • obtaining the road surface adhesion coefficient when the vehicle is braked includes: obtaining a braking mechanism when the vehicle is braking, and obtaining the road surface adhesion coefficient under the braking mechanism.
  • acquiring a braking mechanism when the vehicle is braking, and acquiring a road surface adhesion coefficient under the braking mechanism include the following steps:
  • the vehicle's ESP module can be used to determine whether the ABS function of the vehicle's brake anti-lock system is triggered.
  • ABS If the ABS is triggered, obtain the current braking deceleration of the vehicle, and obtain the road adhesion coefficient according to the braking deceleration.
  • the braking deceleration refers to the ability of the vehicle to rapidly reduce the driving speed until it stops during driving. Therefore, if ABS is triggered, the vehicle's braking deceleration can be obtained through the vehicle's acceleration sensor module, so as to Deceleration to obtain the road adhesion coefficient, where the road adhesion coefficient can be obtained by the following formula:
  • the rotational speed of each wheel can be obtained through the wheel speed sensor of the vehicle, and the cylinder pressure sensor module can obtain the braking pressure of the vehicle's master cylinder, and the deceleration of each wheel can be obtained by integrating the rotational speed of each wheel, that is, the wheel Deceleration, that is, when the brake pressure of the master cylinder is determined, the larger the road adhesion coefficient, the smaller the tire deceleration; the smaller the road adhesion coefficient, the greater the tire deceleration, which can be obtained by looking up the table Coefficient of adhesion.
  • the braking anti-lock system ABS is triggered when the vehicle is braking, and if the ABS is triggered, the current braking deceleration of the vehicle is obtained, and according to the braking deceleration Obtain the pavement adhesion coefficient. If ABS is not triggered, the current wheel speed deceleration of the vehicle can be obtained.
  • the pavement adhesion coefficient can be obtained according to the wheel speed deceleration, which effectively improves the accuracy of obtaining the pavement adhesion coefficient.
  • the road surface adhesion coefficient and position information when the vehicle is braking can be obtained, and the road surface adhesion coefficient and position information are sent to the server, so that the server can calculate the road surface adhesion coefficient of the nearby area.
  • the road surface adhesion coefficient is calculated to effectively improve the safety of the vehicle and reduce the probability of traffic accidents.
  • FIG. 7 is a flowchart of a third vehicle safe driving method according to an embodiment of the present application.
  • the safe driving method of the vehicle includes the following steps:
  • S702 Control the vehicle to travel on the target road segment according to the target road surface adhesion coefficient.
  • the vehicle may obtain a target road surface adhesion coefficient of the currently traveled target road section counted by the server to control the vehicle to travel on the target road section according to the target road surface adhesion coefficient, so as to set a lower speed when the road surface adhesion coefficient is low, Prevent vehicle instability or apply braking in advance to effectively improve vehicle safety and ensure driver safety.
  • the foregoing safe driving method for a vehicle further includes the following steps:
  • the braking distance of the vehicle on the target road section can be set according to the target road surface adhesion coefficient, thereby preventing rear-end accidents, and a reasonable speed can be set according to the road surface adhesion coefficient, such as Set a lower speed on a road with a low adhesion coefficient to prevent vehicle instability.
  • Advanced assisted vehicles such as the AEB system, can apply braking in advance when the road adhesion coefficient is low, effectively improving vehicle safety and ensuring driving. Staff safety.
  • the foregoing safe driving method of a vehicle further includes the following steps:
  • the target road section is a curved road section, obtain a turning radius of the target road section.
  • a low attachment road is more likely to cause vehicle instability and cause the vehicle to slip. Therefore, it is necessary to judge the target road section to determine whether it is a curved road section, and the target road section may be a curved road section. , Obtain the turning radius of the target road segment.
  • the braking distance is inversely proportional to the road adhesion coefficient.
  • the passing speed is directly proportional to the road adhesion coefficient.
  • the safe driving method of the vehicle determines whether the target road section is a curved road section, and where the target road section is a curved road section, the turning radius of the target road section is obtained, and the vehicle is determined according to the target road surface adhesion coefficient and turning radius.
  • Safe driving speed when turning control the vehicle to run under the limit of safe driving speed, effectively improve the safety of the vehicle, and reduce the probability of traffic accidents.
  • the foregoing safe driving method for a vehicle further includes the following steps:
  • S1001 Obtain a braking distance of the vehicle according to a target road surface adhesion coefficient.
  • the braking distance of the vehicle is 42.86 meters, (assuming the vehicle speed is V, the adhesion coefficient is ⁇ , and the gravity acceleration is g, the braking distance is (V * V / 2 / g / ⁇ ), the same speed is 100 km / h, on a rainy cement road with an adhesion coefficient of 0.45, the braking distance of the vehicle is 96.45 meters, so when the adhesion coefficient is low
  • the braking distance of the vehicle needs to be set according to the real-time ground adhesion coefficient (to ensure that the following distance is greater than the braking distance of the vehicle) to prevent rear-end collisions.
  • S1002 Collect a road condition image of a road in front of the vehicle, and identify whether an obstacle exists in the road condition image.
  • an image acquisition device such as a camera
  • an image acquisition device in front of the vehicle can be used to collect image of the road currently traveled by the vehicle to obtain the road surface image of the road traveled, and then identify the road surface image to identify road conditions. Whether there are obstacles in the image.
  • the distance between the obstacle and the vehicle can be calculated by using a millimeter wave radar.
  • a specific method for obtaining the distance between the obstacle and the vehicle can be performed by a person skilled in the art according to the actual situation. The design is not specifically limited here.
  • the braking distance of the vehicle can be obtained according to the target road surface adhesion coefficient, and the road condition image of the road in front of the vehicle can be collected to identify whether there is an obstacle in the road condition image to identify Obtain the distance between the obstacle and the vehicle when there is an obstacle in the road condition image, and control the distance between the obstacle and the vehicle equal to the braking distance when the distance between the obstacle and the vehicle is greater than or the braking distance Braking beforehand effectively improves vehicle safety and reduces the probability of traffic accidents.
  • a target road surface attachment coefficient of a currently traveled target road section issued by the server may be obtained, and the vehicle may be driven on the target road section according to the target road surface adhesion coefficient to perform advance control. It can effectively improve the safety of vehicles and reduce the probability of traffic accidents.
  • FIG. 11 is a schematic block diagram of a server according to an embodiment of the present application.
  • the server includes: an information acquisition module 100, a link determination module 200, a coefficient determination module 300, and a coefficient transmission module 400.
  • the information acquisition module 100 is configured to acquire a road surface attachment coefficient and position information of the first vehicle sent by the first vehicle when braking.
  • the road segment determination module 200 is configured to determine a target road segment currently traveled by the first vehicle according to the position information of the first vehicle.
  • the coefficient determining module 300 is configured to determine a target adhesion coefficient of a target road segment according to a road adhesion coefficient of the first vehicle.
  • the coefficient sending module 400 is configured to obtain a second vehicle traveling on a target road section without braking, and issue a target adhesion coefficient to the second vehicle.
  • the coefficient determination module 300 is specifically configured to: obtain a braking mechanism of the first vehicle during braking, determine a proportionality coefficient of a road adhesion coefficient of the first vehicle according to the braking mechanism; and according to the road adhesion coefficient of the first vehicle and Scale factor to determine the target attachment coefficient.
  • the coefficient determining module 300 is specifically configured to: obtain a first value obtained by multiplying a road surface adhesion coefficient of the first vehicle by a proportionality coefficient, add the first values of all the first vehicles to obtain a second value, and add all Add the proportional coefficients of the first vehicle to obtain a third value, and compare the second value with the third value to obtain the target adhesion coefficient.
  • the road surface attachment coefficient and the position information of the first vehicle sent by the first vehicle during braking are obtained through the information acquisition module, and the first vehicle is determined by the road segment determination module based on the position information of the first vehicle.
  • the currently traveling target road segment, and the coefficient determination module determines the target adhesion coefficient of the currently traveling target road segment according to the road adhesion coefficient of the first vehicle, and the coefficient transmission module obtains the first traveling road segment that has not braked in the target road segment.
  • the second vehicle issued the target adhesion coefficient to the target road without braking.
  • the second vehicle no longer relied on model estimation or wiper status for identification, and collected the actual road surface adhesion coefficient of the first vehicle during braking, and converted the actual road surface.
  • the adhesion coefficient is issued to the second vehicle, so that the second vehicle brakes in advance, effectively improving the safety of the vehicle, and reducing the probability of a traffic accident.
  • FIG. 12 is a schematic block diagram of a vehicle according to an embodiment of the present application. As shown in FIG. 12, the vehicle includes: an obtaining module 10 and a sending module 20.
  • the acquiring module 10 is configured to acquire road surface adhesion coefficient and position information when the vehicle is braking.
  • the sending module 20 is configured to send the road surface adhesion coefficient and the position information to the server.
  • the acquiring the road surface adhesion coefficient when the vehicle is braked includes: acquiring a braking mechanism when the vehicle is braking, and controlling the road surface adhesion coefficient to be obtained under the braking mechanism.
  • obtaining the braking mechanism when the vehicle is braking, and obtaining the road surface adhesion coefficient under the braking mechanism includes: determining whether the brake anti-lock is triggered when the vehicle is braking. System ABS; if the ABS is triggered, the current braking deceleration of the vehicle is obtained, and the road surface adhesion coefficient is obtained according to the braking deceleration; if the ABS is not triggered, the current wheel speed deceleration of the vehicle is obtained, according to The wheel speed deceleration acquires the road surface adhesion coefficient.
  • the road surface adhesion coefficient and position information when the vehicle is braked are obtained through an acquisition module, and the road surface adhesion coefficient and the position information are transmitted to a server through a sending module, so that the server can count nearby areas
  • the road surface adhesion coefficient is calculated, and the road surface adhesion coefficient is calculated, which effectively improves the safety of the vehicle and reduces the probability of a traffic accident.
  • FIG. 13 is a schematic block diagram of a vehicle according to another embodiment of the present application. As shown in FIG. 13, the vehicle includes: a coefficient acquisition module 1 and a control module 2.
  • the coefficient acquisition module 1 is configured to acquire a target road surface adhesion coefficient of a currently traveled target road section issued by a server.
  • the control module 2 is configured to control the vehicle to travel on the target road section according to the target road surface adhesion coefficient.
  • controlling the vehicle to travel on the target road section according to the target road surface adhesion coefficient includes: obtaining the braking distance of the vehicle on the target road section according to the target road surface adhesion coefficient; and controlling the limitation of the vehicle on the braking distance. Then follow the car.
  • controlling the vehicle to travel on the target road section according to the target road surface adhesion coefficient includes: determining whether the target road section is a curved road section; if the target road section is a curved road section, obtaining a turning radius of the target road section; according to the target road surface
  • the adhesion coefficient and turning radius determine the safe driving speed when the vehicle turns, and control the vehicle to drive under the limit of safe driving speed.
  • controlling the vehicle to travel on the target road segment according to the target road surface adhesion coefficient includes: obtaining a braking distance of the vehicle according to the target road surface adhesion coefficient; collecting a road condition image of a road in front of the vehicle, and identifying the road condition image. Whether there is an obstacle; if there is an obstacle, obtain the distance between the obstacle and the vehicle according to the road image; if the distance between the obstacle and the vehicle is greater than or the braking distance, control the vehicle between the obstacle and the vehicle Brake ahead before the distance equals the braking distance.
  • the target road surface adhesion coefficient of the currently driven target road section issued by the server can be obtained by the coefficient acquisition module, and the vehicle is controlled on the target road section by the control module according to the target road surface adhesion coefficient.
  • the control module On the road to perform braking in advance, effectively improve the safety of the vehicle and reduce the probability of traffic accidents.
  • the embodiment of the present application also provides a block diagram of a safe driving system for a vehicle.
  • the safe driving system of the vehicle includes the server described above, the vehicle of the embodiment shown in FIG. 12, and the vehicle of the embodiment shown in FIG. 13.
  • the current adhesion of the first vehicle and the position information of the first vehicle may be obtained by braking, and the current position of the first vehicle may be determined according to the position information of the first vehicle.
  • the traveling target road segment, and according to the road adhesion coefficient of the first vehicle determine the traveling target road segment of the currently traveling first vehicle, and according to the road adhesion coefficient of the first vehicle, determine the target adhesion coefficient of the target road segment, and obtain Drive the second vehicle that has not braked on the target road section, and issue the target adhesion coefficient to the second vehicle that has not braked on the target road section, no longer rely on model estimation or wiper status for identification, and collect the first vehicle in production
  • the actual road adhesion coefficient is transmitted to the second vehicle when the vehicle is moving, so that the second vehicle is braked in advance, which effectively improves the safety of the vehicle and reduces the probability of a traffic accident.
  • An embodiment of the present application further provides an electronic device including a memory and a processor.
  • the processor reads the executable program code stored in the memory to run a program corresponding to the executable program code, so as to implement the foregoing.
  • the program corresponding to the method for safe driving of the vehicle in the embodiment shown in FIG. 7 is executed, it can no longer rely on model estimation or wiper status for identification, and collect the actual road surface adhesion coefficient of the first vehicle during braking to attach the actual road surface.
  • the coefficient is issued to the second vehicle, so that the second vehicle brakes in advance, effectively improving the safety of the vehicle, and reducing the probability of a traffic accident.
  • the embodiment of the present application also proposes a non-transitory computer-readable storage medium on which a computer program is stored.
  • the program is executed by a processor, the method for safely driving a vehicle according to the embodiment shown in FIG. 1 described above, or The method for safe driving of the vehicle in the embodiment shown in FIG. 4 above, or the method for safe driving of the vehicle in the embodiment shown in FIG. 7 above.
  • the non-transitory computer-readable storage medium stores the method for safe driving of the vehicle of the embodiment shown in FIG. 1 above, or the vehicle of the embodiment of safe driving of the embodiment shown in FIG. 4.
  • Method or when the program corresponding to the safe driving method of the vehicle according to the embodiment shown in FIG. 7 is executed, the model estimation or wiper state can be discarded, and the actual road adhesion coefficient of the first vehicle during braking can be collected. , Sending the actual road adhesion coefficient to the second vehicle, so that the second vehicle brakes in advance, effectively improving the safety of the vehicle, and reducing the probability of a traffic accident.
  • first and second are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as “first” and “second” may explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "plurality” is at least two, for example, two, three, etc., unless it is specifically and specifically defined otherwise.
  • the terms “installation,” “connected,” “connected,” and “fixed” should be broadly understood unless otherwise specified and limited. For example, they can be fixed connections or removable connections. , Or integrated; it can be mechanical or electrical; it can be directly connected or indirectly connected through an intermediate medium, it can be the internal connection of the two elements or the interaction between the two elements, unless otherwise specified The limit.
  • the specific meanings of the above terms in this application can be understood according to specific situations.
  • the first feature "on” or “down” of the second feature may be the first and second features in direct contact, or the first and second features indirectly through an intermediate medium. contact.
  • the first feature is “above”, “above”, and “above” the second feature.
  • the first feature is directly above or obliquely above the second feature, or it only indicates that the first feature is higher in level than the second feature.
  • the first feature is “below”, “below”, and “below” of the second feature.
  • the first feature may be directly below or obliquely below the second feature, or it may simply indicate that the first feature is less horizontal than the second feature.

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Abstract

一种车辆的安全驾驶方法，包括：获取制动时第一车辆发送的路面附着系数和第一车辆的位置信息（S1）；根据第一车辆的位置信息，确定第一车辆当前所行驶的目标路段（S2）；根据第一车辆的路面附着系数，确定目标路段的目标附着系数（S3）；获取行驶在目标路段内未发生制动的第二车辆，向第二车辆下发目标附着系数（S4）。该方法可以通过根据第一车辆的路面附着系数，确定当前所行驶的目标路段的目标附着系数，并向目标路段内未发生制动第二车辆下发目标附着系数，以便第二车辆可以进行提前制动，有效提高车辆的安全性，降低交通事故发生的概率。

Description

车辆的安全驾驶方法
相关申请的交叉引用
本申请基于申请号为201810706242.0，申请日为2018年06月29申请的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本申请涉及车辆技术领域，特别涉及一种车辆的安全驾驶方法。
背景技术
路面附着系数是指轮胎在不同路面的附着能力大小，路面附着系数直接决定着车辆的制动距离及稳定性，同样的车速，路面附着系数越大，车辆运行越稳定，制动距离越短，路面附着系数越小，车辆运行越容易失控，且制动距离越长。路面附着系数的数值主要决定于道路的材料、路面的状况。一般来说，干燥、良好的沥青或混凝土路面附着系数最大，可达0.7-0.8。而冰雪路面的附着系数最小，最容易打滑。雨天的公路路面附着系数不到干燥铺装路面附着系数的一半，制动力等也随着系数变小而降低，因而车辆比较易打滑。一般水泥路面的路面附着系数为0.7-1.0，潮湿水泥路面的路面附着系数为0.4-0.6，下雨时的路面附着系数0.3-0.4，结冰时的路面附着系数0.2-0.3。
相关技术中，一种方式主要通过车辆质心侧偏角等模型估算大概的路面附着系数，然而路面附着系数的估算模型并不完善，估算出的路面附着系数与实际的路面附着系数存在较大的偏差。另一种方式，简单的凭借雨刮的状态来判断是下雨天来设置路面附着系数。实际应用中下雨结束雨刷关闭，由于雨刷关闭了此时判定当前非下雨天设置的路面附着系数比较大，实际情况下刚下完雨的路面的附着系数是比较低的，因此会出现路面附着系数设置错误的问题。当路面附着系数识别错误时，辅助驾驶系统会根据错误的路面附着系数得到错误的刹车距离，往往会由于刹车距离不够而导致车辆事故。
申请内容
本申请旨在至少在一定程度上解决相关技术中的技术问题之一。
为此，本申请的第一个目的在于提出第一种车辆的安全驾驶方法，该方法可以通过根据第一车辆的路面附着系数，确定当前所行驶的目标路段的目标附着系数，并向目标路段内未发生制动第二车辆下发目标附着系数，不再依赖模型估算或者雨刷状态进行识别，而 且采集第一车辆在制动时实际的路面附着系数，将实际的路面附着系数下发给第二车辆，以使第二车辆提前进行制动，有效提高车辆的安全性，降低交通事故发生的概率。
本申请的第二个目的在于提出第二种车辆的安全驾驶方法。
本申请的第三个目的在于提出第三种车辆的安全驾驶方法。
本申请的第四个目的在于提出一种服务器。
本申请的第五个目的在于提出一种车辆。
本申请的第六个目的在于提出第二种车辆。
本申请的第七个目的在于提出一种车辆的安全驾驶系统。
本申请的第八个目的在于提出一种电子设备。
本申请的第九个目的在于提出一种非临时性计算机可读存储介质。
为达到上述目的，本申请第一方面实施例提出了第一种车辆的安全驾驶方法，包括以下步骤：获取制动时第一车辆发送的路面附着系数和所述第一车辆的位置信息；根据所述第一车辆的位置信息，确定所述第一车辆当前所行驶的目标路段；根据所述第一车辆的路面附着系数，确定所述目标路段的目标附着系数；获取行驶在所述目标路段内未发生制动的第二车辆，向所述第二车辆下发所述目标附着系数。
本申请实施例的车辆的安全驾驶方法，可以获取制动时第一车辆发送的路面附着系数和第一车辆的位置信息，并根据第一车辆的位置信息，确定第一车辆当前所行驶的目标路段，并根据第一车辆的路面附着系数，确定当前所行驶的目标路段的目标附着系数，并获取行驶在目标路段内未发生制动的第二车辆，并向目标路段内未发生制动第二车辆下发目标附着系数，不再依赖模型估算或者雨刷状态进行识别，而且采集第一车辆在制动时实际的路面附着系数，将实际的路面附着系数下发给第二车辆，以使第二车辆提前进行制动，有效提高车辆的安全性，降低交通事故发生的概率。
在本申请的一个实施例中，所述根据所述第一车辆的路面附着系数，确定所述目标路段的目标附着系数，包括：获取所述第一车辆在制动时的制动机制，根据所述制动机制确定所述第一车辆的路面附着系数的比例系数；根据所述第一车辆的路面附着系数和比例系数，确定所述目标附着系数。
在本申请的一个实施例中，所述根据所述制动机制确定所述第一车辆的路面附着系数的比例系数，包括：如果所述第一车辆在制动时的制动机制是制动防抱死系统ABS制动机制，则确定所述第一车辆的路面附着系数的比例系数为1；如果所述第一车辆在制动时的制动机制非所述ABS制动机制，则确定所述第一车辆的路面附着系数的比例系数为0.1。
在本申请的一个实施例中，所述根据所述第一车辆的路面附着系数和比例系数，确定所述目标附着系数，包括：获取所述第一车辆的路面附着系数与所述比例系数相乘后的第 一数值，将所有第一车辆的所述第一数值相加得到第二数值，以及将所有第一车辆的比例系数相加得到第三数值，将所述第二数值与所述第三数值做比值，得到所述目标附着系数。
在本申请的一个实施例中，当所述第一车辆在制动时的制动机制是ABS制动机制时，通过以下公式计算所述路面附着系数：
M*g*μ＝M*a；
其中，μ为路面附着系数，M车身质量，g为重力加速度，a为车辆减速度。
在本申请的一个实施例中，当所述第一车辆在制动时的制动机制非ABS制动机制时，通过以下公式计算所述路面附着系数：
J*w＝M b-N*R*μ；
其中，J为轮胎转动惯量，w为车轮角减速度，M b为车轮制动器制动力，N为车轮对路面的压力，μ为路面附着系数。
在本申请的一个实施例中，上述的车辆的安全驾驶方法，还包括：获取所述第二车辆的制动请求，根据所述制动请求向所述第二车辆下发所述目标附着系数。
在本申请的一个实施例中，所述根据所述制动请求向所述第二车辆下发所述目标附着系数，还包括：获取所述第二车辆的位置信息，根据所述第二车辆的位置信息、所述第一车辆制动时的路面附着系数和所述第一车辆的位置信息向所述第二车辆下发所述目标附着系数。
为达到上述目的，本申请第二方面实施例提出了第二种车辆的安全驾驶方法，包括以下步骤：获取车辆制动时的路面附着系数和位置信息；将所述路面附着系数和所述位置信息发送给服务器。
本申请实施例的车辆的安全驾驶方法，可以获取车辆制动时的路面附着系数和位置信息，并将路面附着系数和位置信息发送给服务器，以便服务器可以统计附近区域的路面附着系数，并计算出路面附着系数，有效提高车辆的安全性，降低交通事故发生的概率。
在本申请的一个实施例中，所述获取车辆制动时的路面附着系数，包括：获取车辆制动时的制动机制，并在所述制动机制下获取所述路面附着系数。
在本申请的一个实施例中，所述获取车辆制动时的制动机制，在所述制动机制下获取所述路面附着系数，包括：判断车辆制动时是否触发了制动防抱死系统ABS(antilock brake system，制动防抱死系统)；如果触发了所述ABS，获取车辆当前的制动减速度，根据所述制动减速度获取所述路面附着系数；如果未触发所述ABS，获取车辆当前的轮速减速度，根据所述轮速减速度获取所述路面附着系数。
为达到上述目的，本申请第三方面实施例提出了第三种车辆的安全驾驶方法：包括以下步骤：获取服务器下发的当前所行驶的目标路段的目标路面附着系数；根据所述目标路面附着系数，控制车辆在所述目标路段上行驶。
本申请实施例的车辆的安全驾驶方法，可以获取服务器下发的当前所行驶的目标路段的目标路面附着系数，并根据目标路面附着系数，控制车辆在目标路段上行驶，以进行提前制动，有效提高车辆的安全性，降低交通事故发生的概率。
在本申请的一个实施例中，所述根据所述目标路面附着系数，控制车辆在所述目标路段上行驶，包括：根据所述目标路面附着系数，获取所述车辆在所述目路段上的制动距离；控制所述车辆在所述制动距离的限制下进行跟车行驶。
在本申请的一个实施例中，所述根据所述目标路面附着系数，控制车辆在所述目标路段上行驶，包括：根据所述目标路面附着系数，控制所述车辆根据预设的车速进行跟车行驶。
在本申请的一个实施例中，所述根据所述目标路面附着系数，控制车辆在所述目标路段上行驶，包括：判断所述目标路段是否为弯路路段；如果所述目标路段为弯路路段，获取所述目标路段的转弯半径；根据所述目标路面附着系数和所述转弯半径，确定所述车辆转弯时的安全行驶速度，控制所述车辆在安全行驶速度的限制下行驶。
在本申请的一个实施例中，所述根据所述目标路面附着系数，控制车辆在所述目标路段上行驶，包括：根据所述目标路面附着系数，获取所述车辆的制动距离；采集所述车辆前方道路的路况图像，识别所述路况图像中是否存在障碍物；如果存在所述障碍物，根据所述路况图像，获取所述障碍物与所述车辆之间的距离；如果所述障碍物与所述车辆之间的距离大于或所述制动距离时，控制所述车辆在所述障碍物与所述车辆之间的距离等于所述制动距离之前提前进行制动。
为达到上述目的，本申请第四方面实施例提出了一种服务器，包括：信息获取模块，用于获取制动时第一车辆发送的路面附着系数和所述第一车辆的位置信息；路段确定模块，用于根据所述第一车辆的位置信息，确定所述第一车辆当前所行驶的目标路段；系数确定模块，用于根据所述第一车辆的路面附着系数，确定所述目标路段的目标附着系数；系数发送模块，用于获取行驶在所述目标路段内未发生制动的第二车辆，向所述第二车辆下发所述目标附着系数。
本申请实施例的服务器，可以通过信息获取模块获取制动时第一车辆发送的路面附着系数和第一车辆的位置信息，并通过路段确定模块根据第一车辆的位置信息，确定第一车辆当前所行驶的目标路段，并通过系数确定模块根据第一车辆的路面附着系数，确定当前所行驶的目标路段的目标附着系数，并通过系数发送模块获取行驶在目标路段内未发生制 动的第二车辆，向目标路段内未发生制动第二车辆下发目标附着系数，不再依赖模型估算或者雨刷状态进行识别，而且采集第一车辆在制动时实际的路面附着系数，将实际的路面附着系数下发给第二车辆，以使第二车辆提前进行制动，有效提高车辆的安全性，降低交通事故发生的概率。
为达到上述目的，本申请第五方面实施例提出了第一种车辆，包括：获取模块，用于获取车辆制动时的路面附着系数和位置信息；发送模块，用于将所述路面附着系数和所述位置信息发送给服务器。
本申请实施例的车辆，可以通过获取模块获取车辆制动时的路面附着系数和位置信息，并通过发送模块将所述路面附着系数和所述位置信息发送给服务器，以便服务器可以统计附近区域的路面附着系数，并计算出路面附着系数，有效提高车辆的安全性，降低交通事故发生的概率。。
为达到上述目的，本申请第六方面实施例提出了第二种车辆，包括：系数获取模块，用于获取服务器下发的当前所行驶的目标路段的目标路面附着系数；控制模块，用于根据所述目标路面附着系数，控制车辆在所述目标路段上行驶。
本申请实施例的车辆，可以通过系数获取模块获取服务器下发的当前所行驶的目标路段的目标路面附着系数，并通过控制模块根据所述目标路面附着系数，控制车辆在所述目标路段上行驶，以进行提前制动，有效提高车辆的安全性，降低交通事故发生的概率。
为达到上述目的，本申请第七方面实施例提出了一种车辆的安全驾驶系统，其包括上述的服务器、如上述本申请第五方面实施例所述的车辆和如上述本申请第六方面实施例所述的车辆。
本申请实施例的车辆的安全驾驶系统，可以通过获取制动时第一车辆发送的路面附着系数和第一车辆的位置信息，并根据第一车辆的位置信息，确定当前所行驶的第一车辆当前所行驶的目标路段，并根据第一车辆的路面附着系数，确定目标路段的目标附着系数，并获取行驶在目标路段内未发生制动的第二车辆，并向目标路段内未发生制动第二车辆下发目标附着系数，不再依赖模型估算或者雨刷状态进行识别，而且采集第一车辆在制动时实际的路面附着系数，将实际的路面附着系数下发给第二车辆，以使第二车辆提前进行制动，有效提高车辆的安全性，降低交通事故发生的概率。
为达到上述目的，本申请第八方面实施例提出了一种电子设备，包括存储器、处理器；其中，所述处理器通过读取所述存储器中存储的可执行程序代码来运行与所述可执行程序代码对应的程序，以用于实现如上述本申请第一方面实施例所述的车辆的安全驾驶方法，或者如上述本申请第二方面实施例所述的车辆的安全驾驶方法，或者如上述本申请第三方面实施例所述的车辆的安全驾驶方法。
本申请实施例的电子设备，在其上存储的与上述第一方面实施例、第二方面实施例、以及第三方面实施例的车辆的安全驾驶方法对应的程序被执行时，可以不再依赖模型估算或者雨刷状态进行识别，而且采集第一车辆在制动时实际的路面附着系数，将实际的路面附着系数下发给第二车辆，以使第二车辆提前进行制动，有效提高车辆的安全性，降低交通事故发生的概率。
为达到上述目的，本申请第七方面实施例提出了一种非临时性计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时实现如上述本申请第一方面实施例所述的车辆的安全驾驶方法，或者如上述本申请第二方面实施例所述的车辆的安全驾驶方法，或者如上述本申请第三方面实施例所述的车辆的安全驾驶方法。
本申请实施例的非临时性计算机可读存储介质，在其上存储的与上述第一方面实施例、第二方面实施例、以及第三方面实施例的车辆的安全驾驶方法对应的程序被执行时，可以不再依赖模型估算或者雨刷状态进行识别，而且采集第一车辆在制动时实际的路面附着系数，将实际的路面附着系数下发给第二车辆，以使第二车辆提前进行制动，有效提高车辆的安全性，降低交通事故发生的概率。
本申请附加的方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
本申请上述的和/或附加的方面和优点从下面结合附图对实施例的描述中将变得明显和容易理解，其中：
图1为根据本申请实施例的车辆的安全驾驶方法的流程图；
图2为根据本申请一个实施例的车辆的安全驾驶方法的流程图；
图3为根据本申请一个具体实施例的车辆的安全驾驶方法的流程图；
图4为根据本申请另一个实施例的车辆的安全驾驶方法的流程图；
图5为根据本申请一个实施例的车辆与服务器的通信示意图；
图6为根据本申请又一个实施例的车辆的安全驾驶方法的流程图；
图7为根据本申请再一个实施例的车辆的安全驾驶方法的流程图；
图8为根据本申请再一个实施例的车辆的安全驾驶方法的流程图；
图9为根据本申请再一个实施例的车辆的安全驾驶方法的流程图；
图10为根据本申请再一个实施例的车辆的安全驾驶方法的流程图；
图11为根据本申请实施例的服务器的方框示意图；
图12为根据本申请一个实施例的车辆的方框示意图；
图13为根据本申请另一个实施例的车辆的方框示意图。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本申请，而不能理解为对本申请的限制。
下面参照附图描述根据本申请实施例提出的车辆的安全驾驶方法、系统，首先将参照附图描述根据本申请实施例提出的服务车辆的安全驾驶方法。
图1是本申请实施例的车辆的安全驾驶方法的流程图。如图1所示，该车辆的安全驾驶方法包括以下步骤：
S1，获取制动时第一车辆发送的路面附着系数和第一车辆的位置信息。
当第一车辆制动时，可以通过测量第一车辆的减速度来计算出路面的附着系数，或者通过测量车轮的角减速度来计算出路面的附着系数；其中，第一车辆可以为在任一路段(目标路段)行驶过程中进行制动的车辆。
一般情况下，车辆上可以安装电子地图，电子地图上会存储有导航信息，导航信息会标注电子地图上每个区域或者路段的情况。本申请实施例中，可以基于车辆上的GPS(Global Positioning System，全球定位系统)得知第一车辆的位置信息。
可选地，还可以通过车辆上的图像采集装置获取车辆当前所行驶道路的路面图像，并根据路面图像与电子地图做比较，以识别出第一车辆的位置信息。
S2，根据第一车辆的位置信息，确定第一车辆当前所行驶的目标路段。
具体地，在得到第一车辆的位置信息后，可以根据第一车辆的位置信息确定第一车辆当前所行驶的目标路段。
具体而言，可以根据采集到的第一车辆的位置信息，与电子地图做对比，以得到第一车辆当前所行驶的目标路段。
S3，根据第一车辆的路面附着系数，确定目标路段的目标附着系数。
具体地，在得到第一车辆的路面附着系数后，可以根据第一车辆的路面附着系数确定目标路段的目标附着系数，以较准确的获得路面附着系数，有效提高获取附着系数的准确性。
需要说明的是，汽车制动时所能用的路面附着力与车重、轮胎气压及轮胎与地面的接触面积也有一定的关系，轮胎的橡胶及花纹也影响着轮胎摩擦系数，车辆在出厂时可以对这些参数进行标定，从而获得更加准确的路面附着系数，其中，可以预先构建计算模型，例如可以通过机器学习的方式建立该计算模型，在计算模型建立好之后，可以将标定 的路面附着力与车重、轮胎气压及轮胎与地面的接触面积，以及轮胎的橡胶及花纹等参数后，输入到该计算模型中，得到路面附着系数，进而根据计算得到的路面附着系数确定目标路段的目标附着系数，进一步提高目标附着系数的精确性。S4，获取行驶在目标路段内未发生制动的第二车辆，向第二车辆下发目标附着系数；其中，第二车辆可以为在目标路段行驶过程中没有进行制动的车辆，并且第一车辆和第二车辆均不固定指某一车辆，第一车辆和第二车辆的集合为目标路段的所有车辆。
具体而言，在确定目标路段的目标附着系数后，可以获取行驶在目标路段内未发生制动的第二车辆，以向第二车辆发送目标附着系数，使得第二车辆可以根据接收到的目标附着系数，提前进行制动，有效防止追尾事故的发生，有效提高车辆的安全性，提升用户使用体验。
作为一种可能的实现方式，第二车辆可以主动向服务器发送一个制动请求，用于请求所行驶路段的路面附着系数。
也就是说，服务器存储着制动时第一车辆发送的路面附着系数和第一车辆的位置信息，当第二车辆发送自己的位置至服务器时，服务器可根据第二车辆的当前位置，以及制动时第一车辆发送的路面附着系数和第一车辆的位置信息，发送目标附着系数，以提前进行制动，有效防止追尾事故的发生，提高车辆的安全性，提升用户使用体验。由此，根据本申请实施例的车辆的安全驾驶方法，通过获取制动时第一车辆发送的路面附着系数和第一车辆的位置信息，并根据第一车辆的位置信息，确定第一车辆当前所行驶的目标路段，并根据第一车辆的路面附着系数，确定当前所行驶的目标路段的目标附着系数，并获取行驶在目标路段内未发生制动的第二车辆，并向目标路段内未发生制动第二车辆下发目标附着系数，不再依赖模型估算或者雨刷状态进行识别，而且采集第一车辆在制动时实际的路面附着系数，将实际的路面附着系数下发给第二车辆，以使第二车辆提前进行制动，有效提高车辆的安全性，降低交通事故发生的概率。
在本申请的一个实施例中，如图2所示，上述的车辆的安全驾驶方法，还包括以下步骤：
S201，获取第一车辆在制动时的制动机制，根据制动机制确定第一车辆的路面附着系数的比例系数。
具体地，当第一车辆制动时，如果触发了ABS制动机制，则确定第一车辆的路面附着系数的比例系数为1，如果没有触发ABS制动机制，则确定第一车辆的路面附着系数的比例系数为0.1。
S202，根据第一车辆的路面附着系数和比例系数，确定目标附着系数。
具体地，第一车辆的路面附着系数与车辆是否触发制动机制有关。
作为一个示例，当第一车辆制动时，如果触发了ABS制动机制，则说明第一车辆充分利用了路面的附着力，可以通过测量车辆的减速度来计算出路面的附着系数，此时
M*g*μ＝M*a，则
μ＝a/g。
其中，μ为路面附着系数，M车身质量，g为重力加速度，a为车辆减速度，此时计算得到的路面附着系数接近真实路面附着系数，有效提高路面附着系数准确度。
作为另一个示例，当第一车辆制动时，如果没有触发了ABS制动机制，则可以通过测量轮速减速度来计算出路面的附着系数，此时
J*w＝M b-N*R*μ，
其中，J为轮胎转动惯量，w为车轮角减速度，M b为车轮制动器制动力，N为车轮对路面的压力，μ为路面附着系数。从上述公式可以看出当轮缸压力相同，即车轮制动器制动力相同时，路面的附着系数越大，轮速减速度越小；路面的附着系数越小，轮速减速度越大，车轮越容易暴死，从而可以计算出路面的附着系数。此时计算的路面附着系数可以根据不同制动力下轮胎对应的减速度查表得到，比较接近真实路面附着系数，且准确度较高。
由此，可以根据第一车辆的路面附着系数和比例系数，确定目标附着系数，包括：获取第一车辆的路面附着系数与比例系数相乘后的第一数值，将所有第一车辆的第一数值相加得到第二数值，以及将所有第一车辆的比例系数相加得到第三数值，将第二数值与第三数值做比值，得到目标附着系数。
具体地，目标附着系数可以通过以下公式得到：
Figure PCTCN2019092850-appb-000001
即：
Figure PCTCN2019092850-appb-000002
举例而言，假设在目标路段有100辆车进行了制动，每辆车对应附着系数为μ 1～μ 100，每辆车的比例系数为I 1～I 100，则通过上述公式可得到目标路段的路面附着系数为：
Figure PCTCN2019092850-appb-000003
如图3所示，本申请一个具体实施例的车辆的安全驾驶方法的步骤如下：
S301，车辆正常启动。
S302，判断车辆是否发生制动，如果是，执行步骤S304，否执行步骤S303。
S303，通过GPS获得当前车辆的地理位置，并通过远程通讯模块传送至云端服务器，用于查询当前道路路面附着系数，并制定相应的控车策略，并执行步骤S302。
S304，判断车辆是否触发ABS，如果是，则执行步骤S306，否执行步骤S305。
S305，通过轮速传感器获得轮速并进行积分，从而获得轮速减速度，通过压力传感器获得主缸压力，主缸压力与轮速减速度确定后可以通过查表可以获得对应的路面附着系数μ，执行步骤S307。
S306，测量车辆的减速度并计算出路面的附着系数μ＝a/g，并执行步骤S307。
S307，通过GPS获得当前车辆发生制动时的地理位置，并将计算得到的路面附着系及地理位置通过远程通讯模块传送至服务器。
根据本申请实施例提出的车辆的安全驾驶方法，通过获取制动时第一车辆发送的路面附着系数和第一车辆的位置信息，并根据第一车辆的位置信息，确定第一车辆当前所行驶的目标路段，并根据第一车辆的路面附着系数，确定当前所行驶的目标路段的目标附着系数，并获取行驶在目标路段内未发生制动的第二车辆，并向目标路段内未发生制动第二车辆下发目标附着系数，不再依赖模型估算或者雨刷状态进行识别，而且采集第一车辆在制动时实际的路面附着系数，将实际的路面附着系数下发给第二车辆，以使第二车辆提前进行制动，有效提高车辆的安全性，降低交通事故发生的概率。
图4是本申请一个实施例的第二种车辆的安全驾驶方法的流程图。
如图4所示，该车辆的安全驾驶方法包括以下骤：
S401，获取车辆制动时的路面附着系数和位置信息。
具体地，如图5所示，车辆可以由GPS模块、加速度传感器模块、轮速传感器模块、ESP模块、主缸压力传感器模块及远程通讯模块组成，其中，远程通讯模块通过CAN总线与车辆相连，车辆的路面附着系数与车辆是否触发制动机制有关，可以通过ESP(Electronic Stability Program，车身电子稳定系统)模块判断车辆ABS功能是否被触发。
作为一个示例，当车辆制动时，如果触发了ABS制动机制，则说明车辆充分利用了路面的附着力，可以通过测量车辆的减速度来计算出路面的附着系数，此时：
M*g*μ＝M*a，则
μ＝a/g。
其中，μ为路面附着系数，M车身质量，g为重力加速度，a为车辆减速度，此时计算得到的路面附着系数接近真实路面附着系数，有效提高准确度。
作为另一个示例，当车辆制动时，如果没有触发了ABS制动机制，则可以通过测量车轮的角减速度来计算出路面的附着系数，此时
J*w＝M b-N*R*μ，
其中，J为轮胎转动惯量，w为车轮角减速度，M b为车轮制动器制动力，N为车轮对路面的压力，μ为路面附着系数。从上述公式可以看出当轮缸压力相同，即车轮制动器制动力相同时，路面的附着系数越大，轮胎的角减速度越小；路面的附着系数越小，轮胎的角减速度越大，车轮越容易暴死，从而可以计算出路面的附着系数。此时计算的路面附着系数可以根据不同制动力下轮胎对应的减速度查表得到，比较接近真实路面附着系数，且准确度较高。
一般情况下，车辆上可以安装电子地图，电子地图上会存储有导航信息，导航信息会标注电子地图上每个区域或者路段的情况。本申请实施例中，可以基于车辆上的GPS得知车辆的位置信息，例如目标路段附着系数的车辆的位置，及发生制动车辆的位置。
S402，将路面附着系数和位置信息发送给服务器。
具体地，如图5所示，可以通过车辆的远程通讯模块将制动车辆计算的路面附着系数和位置信息上传至服务器，有效提高路面附着系数计算的准确性，以便服务器可以根据车的位置，实时统计这段区域内车辆的路面附着系数和位置信息。其中，远程通讯模块可以为GSM通讯模块，3G通讯模块，4G通讯模块，5G通讯模块，V2X通讯模块中的一种。
举例而言，如果车辆位置在高速上则统计车辆附近2KM区域，如果车辆位置在城市道路则统计车辆附近500米区域，最近一段时间内(例如0.5小时)发生制动的车辆的数量及制动时测得的路面附着系数，以进行统计分析。
根据本申请实施例的车辆的安全驾驶方法，可以获取车辆制动时的路面附着系数和位置信息，并将路面附着系数和位置信息发送给服务器，以便服务器可以统计附近区域的路面附着系数，并计算出路面附着系数，有效提高车辆的安全性。
在本申请的一个实施例中，获取车辆制动时的路面附着系数，包括：获取车辆制动时的制动机制，并在制动机制下获取路面附着系数。
在本申请的一个实施例中，如图6所示，获取车辆制动时的制动机制，在制动机制下获取路面附着系数，包括以下步骤：
S601，判断车辆制动时是否触发了制动防抱死系统ABS，如果是，则执行步骤S602，否则，执行步骤S603。
具体地，可以通过车辆的ESP模块判断车辆的制动防抱死系统ABS功能是否被触发。
S602，如果触发了ABS，获取车辆当前的制动减速度，根据制动减速度获取路面附着系 数。
具体地，制动减速度是指车辆在行驶中迅速降低行驶速度直至停车的能力，因此如果触发了ABS，可以通过车辆的加速度传感器模块可以获得车辆制动减速度，以根据车辆当前的制动减速度获取路面附着系数，其中，路面附着系数可以通过以下公式获取：
Figure PCTCN2019092850-appb-000004
S603，如果未触发ABS，获取车辆当前的轮速减速度，根据轮速减速度获取路面附着系数。
具体地，可以通过车辆的轮速传感器可以获得每个轮子的转速，缸压力传感器模块可以获得车辆主缸的制动压力，对每个轮子转速进行积分可以获得每个轮子的减速度，即轮速减速度，也就是说，当主缸的制动压力确定时，路面附着系数越大，轮胎的减速度越小；路面附着系数越小，轮胎的减速度越大，其可以通过查表获得路面附着系数。由此，根据本申请实施例的车辆的安全驾驶方法，可以判断车辆制动时是否触发了制动防抱死系统ABS，如果触发ABS，获取车辆当前的制动减速度，根据制动减速度获取路面附着系数，如果未触发ABS，可以获取车辆当前的轮速减速度，根据轮速减速度获取路面附着系数，有效提高获取路面附着系数的准确性。
根据本申请实施例提出的车辆的安全驾驶方法，可以获取车辆制动时的路面附着系数和位置信息，并将路面附着系数和位置信息发送给服务器，以便服务器可以统计附近区域的路面附着系数，并计算出路面附着系数，有效提高车辆的安全性，降低交通事故发生的概率。
图7是本申请一个实施例的第三种车辆的安全驾驶方法的流程图。
如图7所示，该车辆的安全驾驶方法包括以下步骤：
S701，获取服务器下发的当前所行驶的目标路段的目标路面附着系数。
S702，根据目标路面附着系数，控制车辆在目标路段上行驶。
具体地，车辆可以获取服务器统计的当前所行驶的目标路段的目标路面附着系数，以根据目标路面附着系数，控制车辆在目标路段行驶，以在路面附着系数较低时，设置较低的车速，防止车辆失稳，或者提前进行制动，有效提高车辆的安全性，保证驾驶员的安全。
在本申请的一个实施例中，如图8所示，上述的车辆的安全驾驶方法，还包括以下步骤：
S801，根据目标路面附着系数，获取车辆在目路段上的制动距离。
S802，控制车辆在制动距离的限制下进行跟车行驶。
具体地，当准确的获得目标路面附着系数后，可以根据目标路面附着系数设置车辆在 目路段上的制动距离，从而防止追尾的事故的发生，也可以根据路面附着系数设置合理的车速，例如在低附着系数的路面设置较低的车速，防止车辆失稳，高级辅助驾驶的车辆，例如AEB系统，可以在路面附着系数较低时，提前进行制动，有效提高车辆的安全性，保证驾驶员的安全。
在本申请的一个实施例中，如图9所示，上述的车辆的安全驾驶方法，还包括以下步骤：
S901，判断目标路段是否为弯路路段。
S902，如果目标路段为弯路路段，获取目标路段的转弯半径。
具体地，在车辆过弯道时，低附路面更容易导致车辆的失稳，使车辆出现侧滑，因此需要对目标路段进行判断，判断其是否为弯路路段，并且可以在目标路段为弯路路段时，获取目标路段的转弯半径。
S903，根据目标路面附着系数和转弯半径，确定车辆转弯时的安全行驶速度，控制车辆在安全行驶速度的限制下行驶。
具体地，在低附着系数路面上，过同样的弯道，需要把车速降低至合理范围(假设车速为V，转弯半径为R，则侧向加速度为V*V/R)，因此过弯速度应与路面附着系数成正比，以控制车辆在安全行驶速度的限制下行驶，提高车辆的安全性。
需要说明的是，制动距离与路面附着系数成反比，路面附着系数越小，制动距离越大，转弯半径一致时，可通行速度与路面附着系数成正比，路面附着系数越大，可通行速度越大，在低附着系数路面上，由于车辆跟容易发生侧翻、甩尾等事故，因此需要限制车辆的转向速度，路面附着系数越低，则转向速度越慢。
由此，根据本申请实施例的车辆的安全驾驶方法，可以判断目标路段是否为弯路路段，并且在目标路段为弯路路段，获取目标路段的转弯半径，根据目标路面附着系数和转弯半径，确定车辆转弯时的安全行驶速度，控制车辆在安全行驶速度的限制下行驶，有效提高车辆的安全性，降低交通事故发生的概率。
在本申请的一个实施例中，如图10所示，上述的车辆的安全驾驶方法，还包括以下步骤：
S1001，根据目标路面附着系数，获取车辆的制动距离。
具体地，当车速为100公里/小时，在附着系数为0.9的水泥路面上，车辆的制动距离为42.86米，(假设车速为V，附着系数为μ，重力加速度为g，则制动距离为V*V/2/g/μ)，同样的车速为100公里/小时，在附着系数为0.45的正在下雨的水泥路面上，车辆的制动距离为96.45米，因此当附着系数较低时，制动距离增加，需根据实时的地面附着系数，设置车辆的制动距离(保证跟车距离大于车辆的制动距离)，防止追尾事故发生。
S1002，采集车辆前方道路的路况图像，识别路况图像中是否存在障碍物。
具体地，可以在车辆行驶过程中，通过车辆前方的图像采集装置(如摄像头)对车辆当前所行驶的道路进行图像采集，得到所行驶道路的路面图像，然后对路面图像进行识别，以识别路况图像中是否存在障碍物。
S1003，如果存在障碍物，根据路况图像，获取障碍物与车辆之间的距离。
具体地，可以在识别路况图像中存在障碍物时，通过毫米波雷达计算出障碍物与车辆之间的距离，具体的获取障碍物与车辆之间的距离方式可以由本领域技术人员根据实际情况进行设计，在此不做具体限定。
S1004，如果障碍物与车辆之间的距离大于或制动距离时，控制车辆在障碍物与车辆之间的距离等于制动距离之前提前进行制动。
在低附着系数路面上，由于车辆的制动距离增加，因此在发现障碍物，且障碍物与车辆之间的距离大于或制动距离时，提前进行制动或者进行转向，以避开障碍物，防止碰撞事故发生，提高驾驶的安全性。
由此，根据本申请实施例的车辆的安全驾驶方法，可以根据目标路面附着系数，获取车辆的制动距离，并采集车辆前方道路的路况图像，识别路况图像中是否存在障碍物，以在识别路况图像中存在障碍物时，获取障碍物与车辆之间的距离，并在障碍物与车辆之间的距离大于或制动距离时，控制车辆在障碍物与车辆之间的距离等于制动距离之前提前进行制动，有效提高车辆的安全性，降低交通事故发生的概率。
根据本申请实施例提出的车辆的安全驾驶方法，可以获取服务器下发的当前所行驶的目标路段的目标路面附着系数，并根据目标路面附着系数，控制车辆在目标路段上行驶，以进行提前制动，有效提高车辆的安全性，降低交通事故发生的概率。
图11是本申请实施例的服务器的方框示意图。
如图11所示，该服务器包括：信息获取模块100、路段确定模块200、系数确定模块300和系数发送模块400。
其中，信息获取模块100用于获取制动时第一车辆发送的路面附着系数和第一车辆的位置信息。路段确定模块200用于根据第一车辆的位置信息，确定第一车辆当前所行驶的目标路段。系数确定模块300用于根据第一车辆的路面附着系数，确定目标路段的目标附着系数。系数发送模块400用于获取行驶在目标路段内未发生制动的第二车辆，向第二车辆下发目标附着系数。
进一步地，系数确定模块300，具体用于：获取第一车辆在制动时的制动机制，根据制动机制确定第一车辆的路面附着系数的比例系数；根据第一车辆的路面附着系数和比例系数，确定目标附着系数。
进一步地，系数确定模块300，具体用于：获取第一车辆的路面附着系数与比例系数相乘后的第一数值，将所有第一车辆的第一数值相加得到第二数值，以及将所有第一车辆的比例系数相加得到第三数值，将第二数值与第三数值做比值，得到目标附着系数。
需要说明的是，前述对车辆的安全驾驶方法实施例的解释说明也适用于该实施例的服务器，此处不再赘述。
根据本申请实施例提出的服务器，通过信息获取模块获取制动时第一车辆发送的路面附着系数和第一车辆的位置信息，并通过路段确定模块根据第一车辆的位置信息，确定第一车辆当前所行驶的目标路段，并通过系数确定模块根据第一车辆的路面附着系数，确定当前所行驶的目标路段的目标附着系数，并通过系数发送模块获取行驶在目标路段内未发生制动的第二车辆，向目标路段内未发生制动第二车辆下发目标附着系数，不再依赖模型估算或者雨刷状态进行识别，而且采集第一车辆在制动时实际的路面附着系数，将实际的路面附着系数下发给第二车辆，以使第二车辆提前进行制动，有效提高车辆的安全性，降低交通事故发生的概率。
图12是本申请一个实施例的车辆的方框示意图。如图12所示，该车辆包括：获取模块10和发送模块20。
其中，获取模块10用于获取车辆制动时的路面附着系数和位置信息。发送模块20用于将路面附着系数和位置信息发送给服务器。
在本申请的一个实施例中，所述获取车辆制动时的路面附着系数，包括：获取车辆制动时的制动机制，控制在所述制动机制下获取所述路面附着系数。
在本申请的一个实施例中，所述获取车辆制动时的制动机制，在所述制动机制下获取所述路面附着系数，包括：判断车辆制动时是否触发了制动防抱死系统ABS；如果触发了所述ABS，获取车辆当前的制动减速度，根据所述制动减速度获取所述路面附着系数；如果未触发所述ABS，获取车辆当前的轮速减速度，根据所述轮速减速度获取所述路面附着系数。
需要说明的是，前述对车辆的安全驾驶方法实施例的解释说明也适用于该实施例的车辆，此处不再赘述。
根据本申请实施例提出的车辆，通过获取模块获取车辆制动时的路面附着系数和位置信息，并通过发送模块将所述路面附着系数和所述位置信息发送给服务器，以便服务器可以统计附近区域的路面附着系数，并计算出路面附着系数，有效提高车辆的安全性，降低交通事故发生的概率。
图13是本申请另一个实施例的车辆的方框示意图。如图13所示，该车辆包括：系数获取模块1和控制模块2。
其中，系数获取模块1用于获取服务器下发的当前所行驶的目标路段的目标路面附着系数。控制模块2用于根据目标路面附着系数，控制车辆在目标路段上行驶。
在本申请的一个实施例中，根据目标路面附着系数，控制车辆在目标路段上行驶，包括：根据目标路面附着系数，获取车辆在目路段上的制动距离；控制车辆在制动距离的限制下进行跟车行驶。
在本申请的一个实施例中，根据目标路面附着系数，控制车辆在目标路段上行驶，包括：判断目标路段是否为弯路路段；如果目标路段为弯路路段，获取目标路段的转弯半径；根据目标路面附着系数和转弯半径，确定车辆转弯时的安全行驶速度，控制车辆在安全行驶速度的限制下行驶。
在本申请的一个实施例中，根据目标路面附着系数，控制车辆在目标路段上行驶，包括：根据目标路面附着系数，获取车辆的制动距离；采集车辆前方道路的路况图像，识别路况图像中是否存在障碍物；如果存在障碍物，根据路况图像，获取障碍物与车辆之间的距离；如果障碍物与车辆之间的距离大于或制动距离时，控制车辆在障碍物与车辆之间的距离等于制动距离之前提前进行制动。
需要说明的是，前述对车辆的安全驾驶方法实施例的解释说明也适用于该实施例的车辆，此处不再赘述。
根据本申请实施例提出的车辆，可以通过系数获取模块获取服务器下发的当前所行驶的目标路段的目标路面附着系数，并通过控制模块根据所述目标路面附着系数，控制车辆在所述目标路段上行驶，以进行提前制动，有效提高车辆的安全性，降低交通事故发生的概率。
本申请实施例还提出了一种车辆的安全驾驶系统的方框示意图。该车辆的安全驾驶系统包括上述的服务器、上述图12所示实施例的车辆和上述图13所示实施例的车辆。
根据本申请实施例提出的车辆的安全驾驶系统，可以通过获取制动时第一车辆发送的路面附着系数和第一车辆的位置信息，并根据第一车辆的位置信息，确定第一车辆当前所行驶的目标路段，并根据第一车辆的路面附着系数，确定当前所行驶的第一车辆当前所行驶的目标路段，并根据第一车辆的路面附着系数，确定目标路段的目标附着系数，并获取行驶在目标路段内未发生制动的第二车辆，并向目标路段内未发生制动第二车辆下发目标附着系数，不再依赖模型估算或者雨刷状态进行识别，而且采集第一车辆在制动时实际的路面附着系数，将实际的路面附着系数下发给第二车辆，以使第二车辆提前进行制动，有效提高车辆的安全性，降低交通事故发生的概率。
本申请实施例还提出了一种电子设备，包括存储器、处理器；其中，处理器通过读取存储器中存储的可执行程序代码来运行与可执行程序代码对应的程序，以用于实现如上述 图1所示实施例的车辆的安全驾驶方法，或者如上述图4所示实施例的车辆的安全驾驶方法，或者如上述图7所示实施例的车辆的安全驾驶方法。
根据本申请实施例提出的电子设备，在其上存储的与上述图1所示实施例的车辆的安全驾驶方法，或者如上述图4所示实施例的车辆的安全驾驶方法，或者如上述图7所示实施例的车辆的安全驾驶方法对应的程序被执行时，可以不再依赖模型估算或者雨刷状态进行识别，而且采集第一车辆在制动时实际的路面附着系数，将实际的路面附着系数下发给第二车辆，以使第二车辆提前进行制动，有效提高车辆的安全性，降低交通事故发生的概率。
本申请实施例还提出了一种非临时性计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时实现如上述图1所示实施例的车辆的安全驾驶方法，或者如上述图4所示实施例的车辆的安全驾驶方法，或者如上述图7所示实施例的车辆的安全驾驶方法。
根据本申请实施例提出的非临时性计算机可读存储介质，在其上存储的与上述图1所示实施例的车辆的安全驾驶方法，或者如上述图4所示实施例的车辆的安全驾驶方法，或者如上述图7所示实施例的车辆的安全驾驶方法对应的程序被执行时，可以不再依赖模型估算或者雨刷状态进行识别，而且采集第一车辆在制动时实际的路面附着系数，将实际的路面附着系数下发给第二车辆，以使第二车辆提前进行制动，有效提高车辆的安全性，降低交通事故发生的概率。
在本申请的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本申请的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本申请中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系，除非另有明确的限定。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请中的具体含义。
在本申请中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管上面已经示出和描述了本申请的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本申请的限制，本领域的普通技术人员在本申请的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (16)

  1. 一种车辆的安全驾驶方法，其特征在于，所述方法包括以下步骤：
    获取制动时第一车辆发送的路面附着系数和所述第一车辆的位置信息；
    根据所述第一车辆的位置信息，确定所述第一车辆当前所行驶的目标路段；
    根据所述第一车辆的路面附着系数，确定所述目标路段的目标附着系数；
    获取行驶在所述目标路段内未发生制动的第二车辆，向所述第二车辆下发所述目标附着系数。
  2. 根据权利要求1所述的方法，其特征在于，所述根据所述第一车辆的路面附着系数，确定所述目标路段的目标附着系数，包括：
    获取所述第一车辆在制动时的制动机制，根据所述制动机制确定所述第一车辆的路面附着系数的比例系数；
    根据所述第一车辆的路面附着系数和比例系数，确定所述目标附着系数。
  3. 根据权利2所述的方法，其特征在于，所述根据所述制动机制确定所述第一车辆的路面附着系数的比例系数，包括：
    如果所述第一车辆在制动时的制动机制是制动防抱死系统ABS制动机制，则确定所述第一车辆的路面附着系数的比例系数为1；
    如果所述第一车辆在制动时的制动机制非所述ABS制动机制，则确定所述第一车辆的路面附着系数的比例系数为0.1。
  4. 根据权利要求2所述的方法，其特征在于，所述根据所述第一车辆的路面附着系数和比例系数，确定所述目标附着系数，包括：
    获取所述第一车辆的路面附着系数与所述比例系数相乘后的第一数值，将所有第一车辆的所述第一数值相加得到第二数值，以及将所有第一车辆的比例系数相加得到第三数值，将所述第二数值与所述第三数值做比值，得到所述目标附着系数。
  5. 根据权利要求2-4任一项所述的方法，其特征在于，当所述第一车辆在制动时的制动机制是ABS制动机制时，通过以下公式计算所述路面附着系数：
    M*g*μ＝M*a；
    其中，μ为路面附着系数，M车身质量，g为重力加速度，a为车辆减速度。
  6. 根据权利要求2-4任一项所述的方法，其特征在于，当所述第一车辆在制动时的制动机制非ABS制动机制时，通过以下公式计算所述路面附着系数：
    J*w＝M b-N*R*μ；
    其中，J为轮胎转动惯量，w为车轮角减速度，M b为车轮制动器制动力，N为车轮对路面的压力，μ为路面附着系数。
  7. 根据权利要求1所述的方法，其特征在于，还包括：
    获取所述第二车辆的制动请求，根据所述制动请求向所述第二车辆下发所述目标附着系数。
  8. 根据权利要求7所述的方法，其特征在于，所述根据所述制动请求向所述第二车辆下发所述目标附着系数，还包括：
    获取所述第二车辆的位置信息，根据所述第二车辆的位置信息、所述第一车辆制动时的路面附着系数和所述第一车辆的位置信息向所述第二车辆下发所述目标附着系数。
  9. 一种车辆的安全驾驶方法，其特征在于，所述方法包括以下步骤：
    获取车辆制动时的路面附着系数和位置信息；
    将所述路面附着系数和所述位置信息发送给服务器。
  10. 根据权利要求9所述的方法，其特征在于，所述获取车辆制动时的路面附着系数，包括：
    获取车辆制动时的制动机制，并在所述制动机制下获取所述路面附着系数。
  11. 根据权利要求10所述的方法，其特征在于，所述获取车辆制动时的制动机制，在所述制动机制下获取所述路面附着系数，包括：
    判断车辆制动时是否触发了制动防抱死系统ABS；
    如果触发了所述ABS，获取车辆当前的制动减速度，根据所述制动减速度获取所述路面附着系数；
    如果未触发所述ABS，获取车辆当前的轮速减速度，根据所述轮速减速度获取所述路面附着系数。
  12. 一种车辆的安全驾驶方法，其特征在于，所述方法包括以下步骤：
    获取服务器下发的当前所行驶的目标路段的目标路面附着系数；
    根据所述目标路面附着系数，控制车辆在所述目标路段上行驶。
  13. 根据权利要求12所述的方法，其特征在于，所述根据所述目标路面附着系数，控制车辆在所述目标路段上行驶，包括：
    根据所述目标路面附着系数，获取所述车辆在所述目路段上的制动距离；
    控制所述车辆在所述制动距离的限制下进行跟车行驶。
  14. 根据权利要求12所述的方法，其特征在于，所述根据所述目标路面附着系数，控制车辆在所述目标路段上行驶，包括：
    根据所述目标路面附着系数，控制所述车辆根据预设的车速进行跟车行驶。
  15. 根据权利要求12所述的方法，其特征在于，所述根据所述目标路面附着系数，控制车辆在所述目标路段上行驶，包括：
    判断所述目标路段是否为弯路路段；
    如果所述目标路段为弯路路段，获取所述目标路段的转弯半径；
    根据所述目标路面附着系数和所述转弯半径，确定所述车辆转弯时的安全行驶速度，控制所述车辆在安全行驶速度的限制下行驶。
  16. 根据权利要求12所述的方法，其特征在于，所述根据所述目标路面附着系数，控制车辆在所述目标路段上行驶，包括：
    根据所述目标路面附着系数，获取所述车辆的制动距离；
    采集所述车辆前方道路的路况图像，识别所述路况图像中是否存在障碍物；
    如果存在所述障碍物，根据所述路况图像，获取所述障碍物与所述车辆之间的距离；
    如果所述障碍物与所述车辆之间的距离大于或所述制动距离时，控制所述车辆在所述障碍物与所述车辆之间的距离等于所述制动距离之前提前进行制动。
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