CN116279341B - Safety braking method and device, electronic equipment and storage medium - Google Patents
Safety braking method and device, electronic equipment and storage medium Download PDFInfo
- Publication number
- CN116279341B CN116279341B CN202310576244.3A CN202310576244A CN116279341B CN 116279341 B CN116279341 B CN 116279341B CN 202310576244 A CN202310576244 A CN 202310576244A CN 116279341 B CN116279341 B CN 116279341B
- Authority
- CN
- China
- Prior art keywords
- deceleration
- vehicle
- predetermined value
- smaller
- platform
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000000034 method Methods 0.000 title claims abstract description 33
- 230000001133 acceleration Effects 0.000 claims description 3
- 238000010586 diagram Methods 0.000 description 4
- 206010016173 Fall Diseases 0.000 description 3
- 230000007704 transition Effects 0.000 description 3
- 208000027418 Wounds and injury Diseases 0.000 description 2
- 230000006378 damage Effects 0.000 description 2
- 208000014674 injury Diseases 0.000 description 2
- 238000013135 deep learning Methods 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
- B60T2201/02—Active or adaptive cruise control system; Distance control
- B60T2201/022—Collision avoidance systems
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention relates to a safety braking method and device, electronic equipment and storage medium. The method comprises the following steps: determining an obstacle; determining whether the own vehicle is at risk of collision with the obstacle; determining whether the average brake deceleration of the own vehicle is greater than a first predetermined value when judging that collision risk exists; the vehicle is decelerated at a first platform deceleration when the vehicle average braking deceleration is greater than a first predetermined value, and is decelerated at a vehicle target deceleration after being decelerated at the first platform deceleration for a predetermined time.
Description
Technical Field
The present invention relates to safety braking of motor vehicles, and more particularly, to a safety braking method and apparatus, an electronic device, and a storage medium.
Background
The active safety system and related standards of the existing vehicle are only designed and formulated for the vehicles which are used outside the passenger car or the bus, and because the vehicles are provided with restraint systems such as safety belts or fixed seats, when the active safety system finds that the front side has collision obstacle risks, an emergency braking mode is adopted to avoid collision or reduce collision if necessary. However, passengers on buses often stand or walk in a passage, and the passengers cannot bear deceleration caused by emergency braking, so that the passengers are at risk of falling down. Therefore, there is a need to design a more intelligent active safety system that minimizes the risk of passengers falling down in the vehicle.
Disclosure of Invention
The present invention has been made in view of the above problems of the prior art, and is to solve one or more of the problems of the prior art.
According to one aspect of the present invention, there is provided a safety braking method comprising the steps of: determining an obstacle; determining whether the own vehicle is at risk of collision with the obstacle; determining whether the average brake deceleration of the vehicle is greater than a first predetermined value; the vehicle is decelerated at a first platform deceleration when the vehicle average braking deceleration is greater than a first predetermined value, and is decelerated at a vehicle target deceleration after being decelerated at the first platform deceleration for a predetermined time.
According to another aspect of the present invention, there is provided a safety brake device including an obstacle determining unit for determining an obstacle; a collision risk determination unit for determining whether or not the own vehicle is at risk of collision with the obstacle; a mode determining unit that determines whether or not an average brake deceleration of the own vehicle is greater than a first predetermined value; and a braking unit that decelerates at a first platform deceleration when the mode determination unit determines that the own vehicle average braking deceleration is greater than the first predetermined value, and that decelerates at an own vehicle target deceleration after decelerating at the first platform deceleration for a predetermined time.
According to one embodiment, the brake unit determines, during deceleration at the first platform deceleration, whether a vehicle target deceleration or a vehicle average braking deceleration is smaller than the first predetermined value and a second predetermined value, which is smaller than the first predetermined value, and if it is smaller than the first predetermined value, and the deceleration time has reached a mode switching threshold time, which is a predetermined value shorter than the predetermined time, the brake unit decelerates at the calculated vehicle target deceleration until the vehicle stops moving; if the braking speed is smaller than the second predetermined value, the braking unit decelerates at the own vehicle target deceleration.
According to one embodiment, the obstacle determining unit determines whether the obstacle contains a disadvantaged traffic participant when the own vehicle average brake deceleration is not greater than a first predetermined value; when it is determined that the obstacle includes a disadvantaged traffic participant, the braking unit decelerates at a second plateau deceleration during which it is calculated and judged whether the own vehicle target deceleration is less than a second predetermined value, and if it is less than the second predetermined value, it decelerates at the own vehicle target deceleration, and if it is not less than the second predetermined value, it continues to decelerate at the second plateau deceleration for a predetermined time, which is less than the first plateau deceleration, and which is less than the first predetermined value.
According to one embodiment, when the obstacle determining unit determines that the obstacle does not include a disadvantaged traffic participant, the braking unit decelerates at the second platform deceleration, during which it calculates and determines whether the own vehicle target deceleration is smaller than a second predetermined value at a predetermined safe distance value lower than the reserved safe distance, decelerates at the own vehicle target deceleration if it is smaller than the second predetermined value, and continues decelerating at the second platform deceleration for a predetermined time if it is not smaller than the second predetermined value.
According to one embodiment, the second platform deceleration is a value between-0.13 g and-0.17 g, and the reserve safety distance is between 3.5 meters and 4.5 meters.
According to an aspect of the present invention, there is provided an electronic apparatus including: a processor; a memory for storing the processor-executable instructions; wherein the processor is configured to execute the instructions to implement the method of the invention.
According to an aspect of the present invention, there is provided a computer readable storage medium having stored thereon a device control program which, when executed by a processor, implements the method of the present invention.
According to some embodiments of the invention, passengers can have time to better stand and hold, and unnecessary injuries are reduced.
Drawings
The invention may be better understood with reference to the accompanying drawings. The drawings are illustrative only and are not intended to limit the scope of the invention.
Fig. 1 is a schematic flow chart illustrating a safety braking method according to an embodiment of the present invention.
Fig. 2 is a schematic diagram showing a determination of whether there is a risk of collision according to an embodiment of the present invention.
Fig. 3 is a schematic block diagram illustrating a safety brake device according to an embodiment of the present invention.
Detailed Description
The following describes specific embodiments of the present invention with reference to the drawings. These descriptions are exemplary and are intended to enable one skilled in the art to practice embodiments of the present invention and are not intended to limit the scope of the present invention. Nor is it described in the specification that is essential to the actual implementation, but is irrelevant to the understanding of the invention.
Fig. 1 is a schematic flow chart illustrating a safety braking method according to an embodiment of the present invention.
As shown in fig. 1, according to an embodiment of the present invention, first, in step S100, an obstacle is determined. Determining an obstacle includes determining a position, a speed, etc. of the obstacle. Subsequently, in step S200, it is determined whether there is a risk of collision of the own vehicle with the obstacle. Fig. 2 shows a schematic diagram of a determination of whether there is a risk of collision according to an embodiment of the present invention. As shown in fig. 2, according to one embodiment, first, in step S210, the in-vehicle controller calculates a future movement track of the own vehicle according to parameters of movement properties (wheel speed, acceleration, steering wheel angle, yawrate (yaw rate), etc.). The vehicle-mounted controller may be dedicated hardware, or may include a processor and a memory, and be implemented by executing a program by the processor.
In addition, in step S220, the in-vehicle controller calculates a future moving trajectory of the obstacle according to the movement attribute of the obstacle measured by the sensor.
The method of calculating the future moving trajectory of the host vehicle and the method of calculating the future moving trajectory of the obstacle may employ various methods currently known in the art and various methods known in the future. For example, the prediction of the current motion information of the target (1 to 2 seconds in the future) can be adopted, or the prediction of the current motion information of the target (2 to 5 seconds in the future) can be combined by means of probability statistics, deep learning and the like based on the historical motion data of the target.
Then, in step S230, it is determined whether the future moving trajectory of the obstacle and the future moving trajectory of the own vehicle intersect.
When it is determined in step S230 that the two tracks intersect, it is determined in step S240 whether the difference between the time at which the own vehicle arrives at the intersection (the arrival time of the own vehicle) and the time at which the obstacle arrives at the intersection (the arrival time of the obstacle) is within a predetermined time, and if the arrival times differ within a predetermined time, it is determined that there is a risk of collision.
Returning to fig. 1, when it is determined that there is a risk of collision at step S200, it is determined whether the own vehicle average brake deceleration is greater than a first predetermined value at step S300.
According to one embodiment, the average brake deceleration of the vehicle is determined as follows:
vehicle average braking deceleration=v (vehicle current speed)/TTC
TTC indicates the estimated time of collision, i.e., the time from the vehicle running at the current speed to the intersection, i.e., the time of collision with an obstacle, if no acceleration measures are taken.
According to one embodiment, the first predetermined value is-0.15 g. The first predetermined value may be between-0.13 g and-0.17 g.
If it is determined at step S300 that the own vehicle average brake deceleration is greater than the first predetermined value, at step S400, deceleration is first performed at-0.09 g to-0.11 g of deceleration (first platform deceleration) for a predetermined time (also referred to as a predetermined deceleration time, for example, a value between 0.5 seconds and 0.8 seconds), and then at the own vehicle target deceleration. For convenience of illustration, step S400 is referred to as deceleration in the first deceleration mode.
According to one embodiment, the formula a=2× (S-v×ttc)/TTC 2 The method comprises the steps of calculating the target deceleration of the own vehicle, wherein S is the distance between the current own vehicle and an obstacle minus a safe distance, the obstacle can be a target vehicle, the distance between the current own vehicle and the target vehicle is measured by a driving-assisting related sensor, and the distance is generally obtained by directly measuring a forward looking camera, a forward millimeter wave radar or a forward laser radar, V is the current speed of the own vehicle, and the parameters are known parameters, so that a is the target deceleration of the own vehicle. According to one embodiment, the safety distance is 3.5 meters to 4.5 meters.
According to one embodiment, during deceleration at the first plateau deceleration, it is calculated and judged with a predetermined period whether or not the own vehicle target deceleration or the average braking deceleration is smaller than a first predetermined value (smaller means deceleration that can be decelerated faster, for example, -0.3g deceleration is deceleration faster than-0.2 g deceleration), and if smaller than the first predetermined value, and the deceleration time has reached the mode switch threshold time, the deceleration is performed with the calculated own vehicle target deceleration until the own vehicle stops moving. The mode transition threshold time is a predetermined value shorter than a predetermined deceleration time, for example, 0.4 seconds. If the own vehicle target deceleration is smaller than the first predetermined value but the deceleration time does not reach the mode transition threshold time, the step proceeds to step S500.
According to this embodiment, the target deceleration of the own vehicle is calculated at a predetermined period, and if the preceding vehicle moves or the own vehicle is not decelerated in time, TTC and S are changed, so that the parking position of the own vehicle can be ensured, and collision can be reduced or avoided.
According to a non-limiting example, if an obstacle (target vehicle) is found, calculating the own vehicle average braking deceleration to be-0.12 g, starting to execute the braking deceleration of-0.1 g while calculating the own vehicle average deceleration in a predetermined period, and if the average deceleration is still at-0.12 g, continuing the deceleration plateau of-0.1 g until 0.8s (predetermined time) starts to execute the target deceleration; if the average deceleration is less than-0.15 g (the first predetermined value) in this process, the collision risk is considered to be high, and then the 0.1g deceleration stage is exited (which may not yet reach 0.8S), and deceleration is performed with the calculated own vehicle target deceleration or the flow proceeds to step S500, depending on whether the time for which the 0.1g deceleration stage has been performed is greater than the mode transition threshold time.
In addition, if the average braking deceleration or the target deceleration is smaller than the second predetermined value (-0.2 g) during deceleration platform braking, the deceleration is directly performed at the own vehicle target deceleration until the own vehicle stops.
According to the embodiment of the invention, whether the first deceleration mode is entered is determined by the average braking deceleration of the vehicle, and the target deceleration of the vehicle is converted in time by the average deceleration of the vehicle, so that passengers can stand well and well under the condition of ensuring no collision, and unnecessary injuries are reduced.
On the other hand, if it is determined at step S300 (or in the case of some embodiments, at S400) that the vehicle average brake deceleration is not greater than the first predetermined value, then at step S500 it is determined whether the obstacle contains a disadvantaged traffic participant. The type of the obstacle can be judged through the sensing result output by the vehicle-mounted camera. At present, an intelligent camera module can be obtained in the market, namely, information such as distance, speed, type and the like of various targets is given according to real-time image information through AI learning, and whether an obstacle contains a disadvantaged traffic participant can be determined by using the intelligent camera module. Of course, other methods may be employed to determine whether the obstacle contains a disadvantaged traffic participant. The types of obstacles include, for example: small cars, trucks, bicycles, motorcycles, tricycles, pedestrians, traffic cones, etc. For example, a type of obstacle that is a pedestrian, a bicycle, or a motorcycle may be determined to be a disadvantaged traffic participant.
If it is determined at step S500 that the obstacle includes a disadvantaged traffic participant, at step S600, deceleration is performed at a deceleration of between-0.13 g and-0.17 g (second platform deceleration, e.g., -0.15 g), during which it is calculated and judged whether the own vehicle target deceleration is less than a second predetermined value (e.g., -0.2 g), if so, deceleration is performed at the own vehicle target deceleration, and if not, deceleration at the second platform deceleration (-0.15 g) is continued until a predetermined time. After a predetermined time is reached, the vehicle is decelerated at a target deceleration. For convenience of illustration, step S600 is referred to as deceleration in the second deceleration mode.
When the target is a disadvantaged traffic participant, the safe distance is reserved, whether the deceleration platform judges according to the average deceleration, and if the average deceleration is smaller than-0.2 g at the moment of finding the target, the collision risk is considered to be high, and then the target deceleration is directly executed.
According to one embodiment, the safe distance is determined by TTC and a relative speed lookup (typically the safe distance is around 4 meters, i.e. the distance from the obstacle vehicle after the vehicle is parked is 4 meters). Such a table may be determined from historical data so as to ensure that no collisions occur.
According to the present embodiment, it is possible to make standing passengers of a host vehicle stand as much as possible in response to stand and to be kept steady while protecting vulnerable traffic participants, and to protect the standing passengers as much as possible.
If it is determined at step S500 that the obstacle does not contain a disadvantaged traffic participant, at step S700, the vehicle is decelerated at-0.15 g, during which a case of little or no reserve of a safe distance is employed, and it is calculated and judged whether the vehicle target deceleration is smaller than a second predetermined value, if so, the vehicle target deceleration is executed, and if not, the deceleration is continued at-0.15 g, after a predetermined time of deceleration, the vehicle target deceleration is executed. Since little or no relief distance is reserved when calculating the target deceleration of the vehicle, a relatively long platform time can be used to alert the passenger.
According to such an embodiment, the collision risk and the minimum deceleration value are properly balanced so that the passenger can get proper time to stand up well, reducing the possibility of the passenger falling down in the vehicle. For convenience of illustration, step S700 is referred to as deceleration in the third deceleration mode.
According to one embodiment, the own vehicle target deceleration and the own vehicle average brake deceleration are calculated at a period of 10ms to 20ms (i.e., a predetermined period).
Fig. 3 is a schematic block diagram illustrating a safety brake device according to an embodiment of the present invention. As shown in fig. 3, according to an embodiment of the present invention, the safety brake device 10 includes: an obstacle determination unit 100 for determining an obstacle; a collision risk determination unit 200 for determining whether or not the own vehicle is at risk of collision with an obstacle; a mode determining unit 300 that determines whether or not the own vehicle average brake deceleration is greater than a first predetermined value; a braking unit 400 that decelerates at a first platform deceleration when the mode determination unit 300 determines that the own vehicle average braking deceleration is greater than the first predetermined value, and that decelerates at an own vehicle target deceleration after decelerating at the first platform deceleration for a predetermined time.
According to one embodiment, the brake unit 400 determines whether the own vehicle target deceleration or the own vehicle average braking deceleration is smaller than a first predetermined value and a second predetermined value, which is smaller than the first predetermined value, during deceleration at the first platform deceleration, and if the own vehicle target deceleration or the own vehicle average braking deceleration is smaller than the first predetermined value and the deceleration time has reached a mode switching threshold time, which is a predetermined value shorter than the predetermined time, the brake unit decelerates at the calculated own vehicle target deceleration until the own vehicle stops moving; the brake unit decelerates at the own vehicle target deceleration if the own vehicle target deceleration or the own vehicle average brake deceleration is smaller than the second predetermined value.
According to one embodiment, the obstacle determining unit 100 determines whether the obstacle contains a disadvantaged traffic participant when the own vehicle average brake deceleration is not greater than a first predetermined value; when it is determined that the obstacle includes a disadvantaged traffic participant, brake unit 400 decelerates at a second plateau deceleration during which it calculates and determines whether the own vehicle target deceleration is less than a second predetermined value, if so, decelerates at the own vehicle target deceleration, and if not, continues to decelerate at the second plateau deceleration for a predetermined time, which is less than the first plateau deceleration, and which is less than the first predetermined value.
According to one embodiment, when obstacle determining unit 100 determines that the obstacle does not include a disadvantaged traffic participant, brake unit 400 decelerates at the second plateau deceleration, during which it calculates and determines whether the own vehicle target deceleration is less than a second predetermined value at a predetermined safe distance value that is lower than the reserved safe distance, and if so, decelerates at the own vehicle target deceleration, and if not, continues to decelerate at the second plateau deceleration for a predetermined time.
According to one embodiment, the aforementioned predetermined time is between 0.5 seconds and 0.8 seconds, the first predetermined value is between-0.13 g and-0.17 g, and the first platform deceleration is a value between-0.09 g and-0.11 g. The second platform deceleration is a value between-0.13 g and-0.17 g, and the reserved safe distance is between 3.5 meters and 4.5 meters.
Those skilled in the art will readily appreciate that the apparatus of the present invention may be understood using the description of the method above, for example, the apparatus calculates a target deceleration of the vehicle or an average braking deceleration of the vehicle using the equations described for the method.
Those skilled in the art will readily appreciate that the methods of the present invention may also include other steps corresponding to the functions performed by the apparatus of the present invention. These steps above may also be reduced.
The unit and step numbers of the present invention are merely for convenience of description and do not represent the order in which they are performed unless the context indicates to the contrary.
Those skilled in the art will appreciate that the units described above may be implemented in software or dedicated hardware, such as a field programmable gate array, a single chip microcomputer, or a microchip, etc., or may be implemented in a combination of software and hardware.
The invention also provides an electronic device, comprising: a processor; a memory for storing the processor-executable instructions; wherein the processor is configured to execute the instructions to implement the method of the invention.
The invention also relates to computer software which, when executed by a computing device (e.g. a single-chip microcomputer, a computer, a CPU, etc.), can implement the method of the invention.
The invention also relates to a computer software storage device, such as a hard disk, a floppy disk, a flash memory, etc., which stores the computer software.
The description of the method or the step of the present invention may be used for understanding the description of the unit or the device, and the description of the unit or the device may also be used for understanding the method or the step of the present invention.
The above description is illustrative only and not intended to limit the scope of the invention, and any changes, substitutions within the scope of the claims are intended to be within the scope of the invention.
Claims (9)
1. A method of safety braking comprising the steps of:
determining an obstacle;
determining whether the own vehicle is at risk of collision with the obstacle;
determining whether the average brake deceleration of the own vehicle is greater than a first predetermined value when judging that collision risk exists;
the vehicle is decelerated at a first platform deceleration when the average brake deceleration of the vehicle is greater than a first predetermined value, and is decelerated at a vehicle target deceleration after the deceleration at the first platform deceleration for a predetermined time,
wherein the method further comprises:
determining whether the obstacle comprises a disadvantaged traffic participant when the vehicle average braking deceleration is not greater than a first predetermined value;
and when the obstacle is determined to comprise a disadvantaged traffic participant, decelerating at a second platform deceleration, calculating and judging whether the own vehicle target deceleration is smaller than a second preset value at a preset period, decelerating at the own vehicle target deceleration if the own vehicle target deceleration is smaller than the second preset value, and continuously decelerating at the second platform deceleration for a preset time if the own vehicle target deceleration is not smaller than the second preset value, wherein the second platform deceleration is smaller than the first platform deceleration, and the second preset value is smaller than the first preset value.
2. The method of claim 1, wherein,
the own vehicle average braking deceleration and the own vehicle target deceleration are calculated as follows:
average brake deceleration of vehicle = V/TTC
a=2×(S - V× TTC)/TTC 2
Wherein a is the target deceleration of the own vehicle, S is the distance between the current own vehicle and the obstacle minus the reserved safety distance, V is the current speed of the own vehicle, and TTC represents the expected collision time, namely the time of collision between the own vehicle and the obstacle if no acceleration measures are taken.
3. The method of claim 1, wherein the predetermined time is between 0.5 seconds and 0.8 seconds, the first predetermined value is between-0.13 g and-0.17 g, and the first platform deceleration is a value between-0.09 g and-0.11 g.
4. The safety braking method according to claim 1, wherein during deceleration at the first platform deceleration, it is judged at a predetermined period whether or not the own vehicle target deceleration or the own vehicle average braking deceleration is smaller than the first predetermined value and a second predetermined value, the second predetermined value being smaller than the first predetermined value,
if the own vehicle target deceleration or the own vehicle average braking deceleration is smaller than the first predetermined value and the deceleration time has reached a mode switching threshold time, which is a predetermined value shorter than the predetermined time, decelerating with the calculated own vehicle target deceleration until the own vehicle stops moving;
if the own vehicle target deceleration or the own vehicle average braking deceleration is smaller than the second predetermined value, the deceleration is performed at the own vehicle target deceleration.
5. The safety braking method according to claim 1, wherein the deceleration is performed at the second platform deceleration when it is determined that the obstacle does not include the disadvantaged traffic participant, during which a predetermined safe distance value lower than the reserved safe distance is taken, and whether the own vehicle target deceleration is smaller than a second predetermined value is calculated and judged at the predetermined period, and if smaller than the second predetermined value, the deceleration is performed at the own vehicle target deceleration, and if not smaller than the second predetermined value, the deceleration is continued at the second platform deceleration for a predetermined time.
6. The method of claim 5, wherein the second platform deceleration is a value between-0.13 g and-0.17 g, the reserved safety distance is between 3.5 meters and 4.5 meters, and the predetermined period is between 10ms and 20 ms.
7. A safety brake device, comprising:
an obstacle determination unit configured to determine an obstacle;
a collision risk determination unit for determining whether or not the own vehicle is at risk of collision with the obstacle;
a mode determining unit that determines whether or not an average brake deceleration of the own vehicle is greater than a first predetermined value when the collision risk determining unit determines that there is a risk of collision;
a braking unit that decelerates at a first platform deceleration when the mode determination unit determines that the own vehicle average braking deceleration is greater than the first predetermined value, and decelerates at an own vehicle target deceleration after decelerating at the first platform deceleration for a predetermined time,
wherein, the braking unit:
determining whether the obstacle comprises a disadvantaged traffic participant when the vehicle average braking deceleration is not greater than a first predetermined value;
and when the obstacle is determined to comprise a disadvantaged traffic participant, decelerating at a second platform deceleration, calculating and judging whether the own vehicle target deceleration is smaller than a second preset value at a preset period, decelerating at the own vehicle target deceleration if the own vehicle target deceleration is smaller than the second preset value, and continuously decelerating at the second platform deceleration for a preset time if the own vehicle target deceleration is not smaller than the second preset value, wherein the second platform deceleration is smaller than the first platform deceleration, and the second preset value is smaller than the first preset value.
8. An electronic device, comprising:
a processor;
a memory for storing the processor-executable instructions;
wherein the processor is configured to execute the instructions to implement the method of any one of claims 1 to 6.
9. A computer readable storage medium, wherein a device control program is stored on the readable storage medium, which when executed by a processor, implements the method according to any one of claims 1 to 6.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310576244.3A CN116279341B (en) | 2023-05-19 | 2023-05-19 | Safety braking method and device, electronic equipment and storage medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310576244.3A CN116279341B (en) | 2023-05-19 | 2023-05-19 | Safety braking method and device, electronic equipment and storage medium |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN116279341A CN116279341A (en) | 2023-06-23 |
| CN116279341B true CN116279341B (en) | 2023-09-19 |
Family
ID=86785381
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310576244.3A Active CN116279341B (en) | 2023-05-19 | 2023-05-19 | Safety braking method and device, electronic equipment and storage medium |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN116279341B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116691625A (en) * | 2023-08-07 | 2023-09-05 | 北京中科慧眼科技有限公司 | Brake force generation method and device based on emergency brake system |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2008285095A (en) * | 2007-05-21 | 2008-11-27 | Honda Motor Co Ltd | Vehicle operation supporting device |
| CN106564484A (en) * | 2016-10-25 | 2017-04-19 | 智车优行科技（北京）有限公司 | Vehicle automatic emergency braking control method and device and vehicle |
| CN110362077A (en) * | 2019-07-03 | 2019-10-22 | 上海交通大学 | Automatic driving vehicle urgent danger prevention decision system, method and medium |
| CN210437171U (en) * | 2019-08-16 | 2020-05-01 | 张殿英 | Buffering deceleration control device based on acceleration |
| CN113879292A (en) * | 2021-09-17 | 2022-01-04 | 江铃汽车股份有限公司 | Emergency braking method, ultrasonic radar system and AEB controller |
| CN113928284A (en) * | 2021-08-27 | 2022-01-14 | 北京工业大学 | Self-adaptive multistage braking control method for automatic emergency braking system |
| CN115257722A (en) * | 2022-08-31 | 2022-11-01 | 中国第一汽车股份有限公司 | Pedestrian avoidance method and device oriented to safety and efficiency |
| CN116001778A (en) * | 2022-10-31 | 2023-04-25 | 东风汽车集团股份有限公司 | Silence braking method based on emergency braking |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102004018394B4 (en) * | 2004-04-16 | 2014-07-24 | Daimler Ag | Occupant protection system |
-
2023
- 2023-05-19 CN CN202310576244.3A patent/CN116279341B/en active Active
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2008285095A (en) * | 2007-05-21 | 2008-11-27 | Honda Motor Co Ltd | Vehicle operation supporting device |
| CN106564484A (en) * | 2016-10-25 | 2017-04-19 | 智车优行科技（北京）有限公司 | Vehicle automatic emergency braking control method and device and vehicle |
| CN110362077A (en) * | 2019-07-03 | 2019-10-22 | 上海交通大学 | Automatic driving vehicle urgent danger prevention decision system, method and medium |
| CN210437171U (en) * | 2019-08-16 | 2020-05-01 | 张殿英 | Buffering deceleration control device based on acceleration |
| CN113928284A (en) * | 2021-08-27 | 2022-01-14 | 北京工业大学 | Self-adaptive multistage braking control method for automatic emergency braking system |
| CN113879292A (en) * | 2021-09-17 | 2022-01-04 | 江铃汽车股份有限公司 | Emergency braking method, ultrasonic radar system and AEB controller |
| CN115257722A (en) * | 2022-08-31 | 2022-11-01 | 中国第一汽车股份有限公司 | Pedestrian avoidance method and device oriented to safety and efficiency |
| CN116001778A (en) * | 2022-10-31 | 2023-04-25 | 东风汽车集团股份有限公司 | Silence braking method based on emergency braking |
Also Published As
| Publication number | Publication date |
|---|---|
| CN116279341A (en) | 2023-06-23 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US10543840B2 (en) | Vehicle control system, vehicle control method, and vehicle control program for automatically controlling vehicle based on generated target speed | |
| US9744969B2 (en) | Vehicle control apparatus and method for driving safety | |
| CN110001647B (en) | Vehicle triggering lane change method, system and computer readable storage medium | |
| US11623622B2 (en) | System and method for emergency braking | |
| US11427166B2 (en) | Adaptive AEB system considering steerable path and control method thereof | |
| US20160148510A1 (en) | Models of the surroundings for vehicles | |
| KR20200023691A (en) | Appartus and method for driving control of vehicle | |
| CN111775940A (en) | Automatic channel changing method, device, equipment and storage medium | |
| CN110040138B (en) | Vehicle parallel auxiliary driving method and system | |
| US20230415735A1 (en) | Driving support apparatus, control method of vehicle, and non-transitory computer-readable storage medium | |
| CN112896157A (en) | Defensive driving control method, device and system, vehicle-mounted terminal and storage medium | |
| KR102421246B1 (en) | Vehicle and controlling method for the same | |
| CN110386136B (en) | Automatic collision mitigation system for vehicle and method thereof | |
| US11731661B2 (en) | Systems and methods for imminent collision avoidance | |
| CN116279341B (en) | Safety braking method and device, electronic equipment and storage medium | |
| JP7204437B2 (en) | VEHICLE DRIVING CONTROL METHOD AND VEHICLE DRIVING CONTROL SYSTEM | |
| CN112977453A (en) | Automatic lane changing device and method for vehicle | |
| US11524700B2 (en) | Vehicle control system, vehicle control method, and non-transitory computer-readable storage medium | |
| US20190283772A1 (en) | Driving support system and vehicle control method | |
| CN112644495B (en) | Calculation method for intelligent auxiliary driving lane change early warning of automobile | |
| CN112419783A (en) | Vehicle driving assisting system, method and device | |
| CN112046474B (en) | Vehicle control device, method for operating same, vehicle, and storage medium | |
| CN113830084A (en) | Control method based on multi-lane vehicle active collision avoidance and vehicle | |
| CN116001788A (en) | Car following method, electronic equipment, vehicle and storage medium | |
| JP2021142956A (en) | Travel control device, vehicle, travel control method and program |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20231109 Address after: Room 702-6, No. 4811 Caoan Road, Jiading District, Shanghai, May 2018 Patentee after: Shanghai Hongjing Zhijia Information Technology Co.,Ltd. Address before: Room 2312, floor 2, unit 104, building 10, No. 25, Jinghai 4th Road, Beijing Economic and Technological Development Zone, Daxing District, Beijing 100176 Patentee before: Beijing hongjingzhijia Technology Co.,Ltd. |